91 Fahrzeugkonstruktion
Filtern
Erscheinungsjahr
Dokumenttyp
- Konferenzveröffentlichung (164) (entfernen)
Schlagworte
- Conference (100)
- Konferenz (97)
- Germany (53)
- Deutschland (52)
- Accident (48)
- Unfall (48)
- Safety (44)
- Sicherheit (44)
- Fahrzeug (38)
- Vehicle (36)
- Simulation (34)
- Anfahrversuch (33)
- Bewertung (33)
- Evaluation (assessment) (33)
- Active safety system (31)
- Aktives Sicherheitssystem (30)
- Fußgänger (30)
- Passives Sicherheitssystem (30)
- Pedestrian (30)
- Impact test (veh) (28)
- Test method (27)
- Collision (26)
- Fahrerassistenzsystem (26)
- Injury (26)
- Passive safety system (26)
- Prüfverfahren (26)
- Verletzung (26)
- Schweregrad (Unfall, Verletzung) (25)
- Unfallrekonstruktion (25)
- Severity (accid, injury) (24)
- Analyse (math) (23)
- Car (23)
- Zusammenstoß (23)
- Analysis (math) (22)
- Driver assistance system (22)
- Accident prevention (21)
- Leistungsfähigkeit (allg) (20)
- Unfallverhütung (20)
- Frontalzusammenstoß (19)
- Verletzung) (19)
- injury) (19)
- Efficiency (18)
- Head on collision (18)
- Schweregrad (Unfall (18)
- Severity (accid (18)
- Anthropometric dummy (17)
- Reconstruction (accid) (17)
- Versuch (17)
- Datenbank (16)
- Dummy (16)
- Test (16)
- Driver (14)
- Pkw (14)
- Europa (13)
- Europe (13)
- Fahrer (13)
- Radfahrer (13)
- Child (12)
- Data bank (12)
- Insasse (12)
- Kind (12)
- Statistics (12)
- Cyclist (11)
- On the spot accident investigation (11)
- Prevention (11)
- Statistik (11)
- Antikollisionssystem (10)
- Biomechanics (10)
- Biomechanik (10)
- Collision avoidance system (10)
- Improvement (10)
- Vehicle occupant (10)
- Verbesserung (10)
- Autonomes Fahren (9)
- Autonomous driving (9)
- Development (9)
- Entwicklung (9)
- Forschungsarbeit (9)
- Research project (9)
- Seitlicher Zusammenstoß (9)
- Untersuchung am Unfallort (9)
- Vehicle regulations (9)
- Accident reconstruction (8)
- Auffahrunfall (8)
- Automatisch (8)
- International (8)
- Kompatibilität (8)
- Lorry (8)
- Method (8)
- Side impact (8)
- Standardisierung (8)
- Technische Vorschriften (Kraftfahrzeug) (8)
- Verfahren (8)
- Wirtschaftlichkeitsrechnung (8)
- Automatic (7)
- Compatibility (7)
- Cost benefit analysis (7)
- Datenerfassung (7)
- Fahrzeugsitz (7)
- Fehler (7)
- Geschwindigkeit (7)
- Head (7)
- Kopf (7)
- PKW (7)
- Rear end collision (7)
- Risiko (7)
- Sicherheitsgurt (7)
- Speed (7)
- Verhütung (7)
- Verminderung (7)
- Alte Leute (6)
- Bemessung (6)
- Benutzung (6)
- Braking (6)
- Bremsung (6)
- Cause (6)
- Data acquisition (6)
- Decrease (6)
- Deformation (6)
- Design (overall design) (6)
- Error (6)
- Fahrstabilität (6)
- Fatality (6)
- Interior (veh) (6)
- Knee (human) (6)
- Lkw (6)
- Mathematical model (6)
- Motorrad (6)
- Official approval (6)
- Rechenmodell (6)
- Risk (6)
- Road user (6)
- Safety belt (6)
- Seat (veh) (6)
- Standardization (6)
- Tödlicher Unfall (6)
- Ursache (6)
- Use (6)
- Vehicle handling (6)
- Verkehrsteilnehmer (6)
- Überschlagen (6)
- Airbag (5)
- Aufprallschlitten (5)
- Body (car) (5)
- Brustkorb (5)
- Deformierbare Barriere (Anpralltest) (5)
- EU (5)
- Fahrzeuginnenraum (5)
- Gesetzgebung (5)
- Impact sled (5)
- Impact test (5)
- Interview (5)
- Karosserie (5)
- Legislation (5)
- Motorcycle (5)
- Old people (5)
- Policy (5)
- Politik (5)
- Prognose (5)
- Sensor (5)
- Technologie (5)
- Technology (5)
- Thorax (5)
- Verformung (5)
- Behaviour (4)
- Bremse (4)
- Cervical vertebrae (4)
- Database (4)
- Detection (4)
- Digital model (4)
- Driver information (4)
- Electronic stability program (4)
- Fahrzeugführung (4)
- Halswirbel (4)
- Japan (4)
- Knie (menschl) (4)
- Modification (4)
- Motorcyclist (4)
- Motorradfahrer (4)
- Numerisches Modell (4)
- Overturning (veh) (4)
- Reproducibility (4)
- Reproduzierbarkeit (4)
- Verhalten (4)
- Accident rate (3)
- Advanced driver assistance system (3)
- Air bag (restraint system) (3)
- Attitude (psychol) (3)
- Ausrüstung (3)
- Autonomes Fahrzeug (3)
- Autonomous vehicle (3)
- Baumusterzulassung (3)
- Bein (menschl) (3)
- Belastung (3)
- Berechnung (3)
- Brake (3)
- Bus (3)
- Correlation (math, stat) (3)
- Crashtest (3)
- Damage (3)
- Deformable barrier (impact test) (3)
- Delivery vehicle (3)
- Detektion (3)
- Driver training (3)
- Driving (veh) (3)
- Einstellung (psychol) (3)
- Electric vehicle (3)
- Elektrofahrzeug (3)
- Elektronisches Stabilitätsprogramm (3)
- Equipment (3)
- Fahranfänger (3)
- Fahrausbildung (3)
- Forecast (3)
- Front (3)
- Gewicht (3)
- Head restraint (3)
- Human body (3)
- Impact study (3)
- Intelligent transport system (3)
- Knotenpunkt (3)
- Kopfstütze (3)
- Korrelation (math, stat) (3)
- Leg (human) (3)
- Lenken (Fahrzeug) (3)
- Load (3)
- Menschlicher Körper (3)
- Recently qualified driver (3)
- Sachschaden (3)
- Sichtbarkeit (3)
- Steering (process) (3)
- Steifigkeit (3)
- Stiffness (3)
- Straßenverkehr (3)
- Traffic (3)
- USA (3)
- Unfallhäufigkeit (3)
- United Kingdom (3)
- Unterfahrschutz (3)
- Vereinigtes Königreich (3)
- Verkehr (3)
- Veränderung (3)
- Sichtbarkeit (3)
- Warning (3)
- Warnung (3)
- Weight (3)
- Abdomen (2)
- Active safety (2)
- Adolescent (2)
- Age (2)
- Aktive Sicherheit (2)
- Alter (2)
- Anti locking device (2)
- Antiblockiereinrichtung (2)
- Arbeitsgruppe (2)
- Automatische Notbremsung (2)
- Autonomous emergency braking (2)
- Bicyclist (2)
- Bremsweg (2)
- Calculation (2)
- Classification (2)
- Coach (2)
- Data security (2)
- Datensicherheit (2)
- Dynamics (2)
- Dynamik (2)
- Effectiveness (2)
- Electronic driving aid (2)
- Elektronische Fahrhilfe (2)
- Empfindlichkeit (2)
- Entdeckung (2)
- Erste Hilfe (2)
- Estimation (2)
- Fahrdatenschreiber (2)
- Fahrerinformation (2)
- Feuer (2)
- Fire (2)
- First aid (2)
- Form (2)
- France (2)
- Frankreich (2)
- Frau (2)
- Headlamp (2)
- Highway traffic (2)
- Hinten (2)
- Individueller Verkehr (2)
- Information (2)
- Intelligentes Transportsystem (2)
- Intersection (2)
- Jugendlicher (2)
- Kamera (2)
- Klassifizierung (2)
- Knie (2)
- Kontrolle (2)
- Kraftfahrzeug (2)
- LKW (2)
- Landstraße (2)
- Lieferfahrzeug (2)
- Location (2)
- Measurement (2)
- Messung (2)
- Nacht (2)
- Night (2)
- Norm (tech) (2)
- Occupant (veh) (2)
- Ort (Position) (2)
- Passenger (2)
- Perception (2)
- Post crash (2)
- Private transport (2)
- Prototyp (2)
- Prototype (2)
- Rear (2)
- Regression analysis (2)
- Regressionsanalyse (2)
- Reifen (2)
- Reisebus (2)
- Restraint system (2)
- Richtlinien (2)
- Risikobewertung (2)
- Risk assessment (2)
- Road network (2)
- Rural road (2)
- Sample (mater) (2)
- Scheinwerfer (2)
- Schutz (2)
- Schweden (2)
- Seite (2)
- Sensitivity (2)
- Side (2)
- Spain (2)
- Spanien (2)
- Specification (standard) (2)
- Specifications (2)
- Spinal column (2)
- Straßennetz (2)
- Surveillance (2)
- Technische Vorschriften (2)
- Tyre (2)
- Underride protection (2)
- Unfallverhuetung (2)
- Unterleib (2)
- Untersuchung am unfallort (2)
- Vorn (2)
- Wahrnehmung (2)
- Windschutzscheibe (2)
- Wirbelsäule (2)
- Wirksamkeitsuntersuchung (2)
- Working group (2)
- Zulassung (tech) (2)
- Zusammenstoss (2)
- Ablenkung (psychol) (1)
- Abstandsregeltempomat (1)
- Accident data (1)
- Accompanied driving (1)
- Accuracy (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)
- Adaptive cruise control (1)
- Administration (1)
- Adult (1)
- Advanced vehicle control systems (1)
- Aged people (1)
- Airbag (restraint system) (1)
- Angle (1)
- Antikollisisonssystem (1)
- Apparatus (measurement) (1)
- Atives Sicherheitssystem (1)
- Attention (1)
- Aufmerksamkeit (1)
- Aufzeichung (1)
- Austria (1)
- Autobahn (1)
- Battery (1)
- Bau (1)
- Befreiung (Bergung) (1)
- Begleitetes Fahren (1)
- Benefit cost analysis (1)
- Bewehrung (1)
- Bicycle (1)
- Bildschirm (1)
- Blickfeld (1)
- Blind spot (veh) (1)
- Braking distance (1)
- Bruch (mech) (1)
- Budget (1)
- Calibration (1)
- Camera (1)
- Chassis (1)
- Clothing (1)
- Collision test (veh) (1)
- Comfort (1)
- Communication (1)
- Compatiblity (1)
- Components of the vehicle (1)
- Compression (1)
- Computation (1)
- Construction (1)
- Contact (tyre (1)
- Cooperative intelligent transport system (1)
- Crash Test (1)
- Crash helmet (1)
- Crash test (1)
- Cross roads (1)
- Crossing the road (pedestrian) (1)
- Customer (1)
- Damping (1)
- Data collection (1)
- Data processing (1)
- Data transmission (1)
- Datenverarbeitung (1)
- Datenübertragung (telekom) (1)
- Dauer (1)
- Dauerhaftigkeit (1)
- Daylight (1)
- Deformable barrier (Impact test) (1)
- Deformable barrier system (impact test) (1)
- Dehnungsmessstreifen (1)
- Demand (econ) (1)
- Demographie (1)
- Deutschland ; Konferenz (1)
- Diesel engine (1)
- Dieselmotor (1)
- Digital computer (1)
- Digitalrechner (1)
- Displacement (1)
- Distraction (1)
- Driver experience (1)
- Driving (1)
- Driving aid (electronic) (1)
- Dtetection (1)
- Durability (1)
- Dynamo (1)
- Dämpfung (1)
- EU directive (1)
- EU-Richtlinie (1)
- Echtzeit (1)
- Education (1)
- Eichung (1)
- Eigenschaft (1)
- Eins (1)
- Ejection (1)
- Electric bicycle (1)
- Elektrofahrrad (1)
- Elektronisches Stabilitätsprogram (1)
- Emission control (1)
- Emissionskontrolle (1)
- Engine capacity (1)
- Environment protection (1)
- Ergonomics (1)
- Erwachsener (1)
- Erziehung (1)
- Eu (1)
- European New Car Assessment Programme (1)
- European Union (1)
- Event data recorder (Road vehicle) (1)
- Event data recorder (road vehicle) (1)
- Extrication (1)
- Fahrbahnüberquerung (1)
- Fahrer ; Fahrerassistenzsystem (1)
- Fahrerinformationen (1)
- Fahrleistung (1)
- Fahrrad (1)
- Fahrsimulator (1)
- Fahrstreifen (1)
- Fahrstreifenwechsel (1)
- Fahrwerk (1)
- Fahrzeugbeleuchtung (1)
- Fahrzeugdach (1)
- Fahrzeugflotte (1)
- Fahrzeugteil (Sicherheit) (1)
- Fahrzeugteile (1)
- Failure (1)
- Field of vision (1)
- Finite element method (1)
- Fleet of vehicles (1)
- Future transport mode (1)
- Geometry (shape) (1)
- Gesetzesdurchführung (1)
- Gestaltung (1)
- Government (national) (1)
- Grenzwert (1)
- Harmonisation (1)
- Harmonisierung (1)
- Harmonization (1)
- Hazard (1)
- Head (human) (1)
- Height (1)
- Herausschleudern (1)
- Highway (1)
- Homogeneity (1)
- Homogenität (1)
- Hubraum (1)
- Human machine interface (1)
- Höhe (1)
- Hüfte (menschl) (1)
- In Bewegung (1)
- Inertia reel safety belt (1)
- Information documentation (1)
- Information management (1)
- Injury) (1)
- Installation (1)
- Intelligentes Verkehrssystem (1)
- Interactive model (1)
- Interaktives Modell (1)
- Itinerary (1)
- Junction (1)
- Kleidung (1)
- Kleintransporter (1)
- Komfort (1)
- Kommunikation (1)
- Kompatiblität (1)
- Kontakt Reifen Straße (1)
- Kooperatives System (ITS) (1)
- Kopf (menschl) (1)
- Kreuzung (1)
- Kunde (1)
- Kunststoff (1)
- Lane changing (1)
- Lap strap (1)
- Lateral collision (1)
- Law enforcement (1)
- Layout (1)
- Leistungsfähigkeit (Allg.) (1)
- Leuchtdichte (1)
- Limit (1)
- Luminance (1)
- Market (1)
- Markt (1)
- Massenunfall (1)
- Matrix (1)
- Mensch Maschine Schnittstelle (1)
- Mensch Maschine Verhältnis (1)
- Messgerät (1)
- Methode der finiten Elemente (1)
- Mobility (1)
- Mobilität (1)
- Model (not math) (1)
- Modell (1)
- Montage (1)
- Moped (1)
- Motorway (1)
- Moving (1)
- Multiple collision (1)
- Nachfrage (1)
- Nachhaltigkeit (1)
- Nasse Straße (1)
- Naturalistic Driving (1)
- Naturalistic driving (1)
- Nigeria (1)
- On the scene accident investigation (1)
- One (1)
- Organisation (1)
- Organization (1)
- Output (1)
- Overlapping (1)
- Overturning (1)
- Passive restraint system (1)
- Pelvis (1)
- Pfahl (1)
- Pile (1)
- Plastic material (1)
- Police (1)
- Polizei (1)
- Population (1)
- Portugal (1)
- Probability (1)
- Probe (1)
- Properties (1)
- Prüefverfahren (1)
- Prüfkörper (1)
- Public transport (1)
- Quality (1)
- Quality assurance (1)
- Qualität (1)
- Qualitätssicherung (1)
- Radar (1)
- Radio (1)
- Reaction (human) (1)
- Reaktionsverhalten (1)
- Real time (1)
- Rear view mirror (1)
- Recording (1)
- Reduction (decrease) (1)
- Reflectorized material (1)
- Reflexstoffe (1)
- Regierung (staat) (1)
- Reifenprofil (1)
- Reinforcement (in mater) (1)
- Reiseweg (1)
- Rippe (menschl) (1)
- Road (1)
- Road traffic (1)
- Robot (1)
- Roboter (1)
- Roll over (veh) (1)
- Roof (veh) (1)
- Rotation (1)
- Route guidance (1)
- Rundfunk (1)
- Rückspiegel (1)
- Safety harness (1)
- Safety system (1)
- Schlag (1)
- Schleudertrauma (1)
- Schulter (1)
- Schutzhelm (1)
- Schweregrad /Unfall (1)
- Seat (1)
- Seat belt (1)
- Seat harness (1)
- Severity (accid, injuy) (1)
- Shape (1)
- Shock (1)
- Shoulder (human) (1)
- Simulator (driving) (1)
- Social factors (1)
- Soziale Faktoren (1)
- Stadardization (1)
- Stadt (1)
- Stand der Technik (Bericht) (1)
- State of the art report (1)
- Stochastic process (1)
- Stochastischer Prozess (1)
- Stopping distance (1)
- Strain gauge (1)
- Straße (1)
- Sustainability (1)
- Sweden (1)
- Tageslicht (1)
- Teenage driver (1)
- Telecommunication (1)
- Telefon (1)
- Telekommunikation (1)
- Telephone (1)
- Tension (1)
- Tests (1)
- Time (1)
- Toter Winkel (1)
- Toxicity (1)
- Toxizität (1)
- Traffic control (1)
- Traffic lanes (1)
- Train (1)
- Transport infrastructure (1)
- Tunnel (1)
- Typenzulassung (1)
- Tyre tread (1)
- Tätigkeitsbericht (1)
- Umweltschutz (1)
- Underride prevention (1)
- Unfalldaten (1)
- Unfallfolgemaßnahme (1)
- Unfallfolgephase (1)
- Unfallverhütug (1)
- United kingdom (1)
- Untersuchung am Umfallort (1)
- Urban area (1)
- Usa (1)
- Vehicle Regulations (1)
- Vehicle lighting (1)
- Vehicle mile (1)
- Vehicle safety (1)
- Vehicle safety device (1)
- Veraenderung (1)
- Vereinigtes Königreichl (1)
- Verkehrsinfrastruktur (1)
- Verkehrssteuerung (1)
- Vermeidung (1)
- Verschiebung (1)
- Versuchspuppe (1)
- Verwaltung (1)
- Video camera (1)
- Visual display (1)
- Vorne (1)
- Wahrscheinlichkeit (1)
- Wet road (1)
- Whiplash injury (1)
- Window (veh) (1)
- Windscreen (veh) (1)
- Winkel (1)
- Wirkungsanalyse (1)
- Woman (1)
- Women (1)
- Zeit (1)
- Zielführungssystem (1)
- Zug (Eisenbahn) (1)
- Zug (mech) (1)
- Zukünftiges Verkehrsmittel (1)
- Zusammendrückung (1)
- ZusammenstoÃüï-¿-½Ãƒ-¯Ã‚-¿Ã‚-½ (1)
- efficiency (1)
- head (1)
- road) (1)
- Öffentlicher Verkehr (1)
- Österreich (1)
- Überdeckung (1)
Institut
Evaluation of the performance of competitive headforms as test tools for interior headform testing
(2009)
The European Research Project APROSYS has evaluated the interior headform test procedure developed by EEVC WG 13, representing the head contact in the car during a lateral impact. One important aspect within this test procedure was the selection of an appropriate impactor. The WG13 procedure currently uses the Free Motion Headform as used within the FMVSS 201. The ACEA 3.5 kg headform used in Phase 1 of the European Directive and the future European Regulation on Pedestrian Protection is still discussed as a possible alternative. This paper reports work performed by the Federal Highway Research Institute (BASt) as a part of the APROSYS Task 1.1.3. The study compares the two headform impactors according to FMVSS and ACEA, in a series of basic tests in order to evaluate their sensitivity towards different impact angles, impact accuracy, the effect of differences to impactors of the same type and the effects of the repeatability and reproducibility of the test results. The test surface consisted of a steel tube covered with PU foam and PVC, representing the car interior to be tested. Despite of the higher mass of the FMH the HIC values of this impactor were generally lower than those of the ACEA headform. The FMH showed a higher repeatability of test results but a high sensitivity on the angle of roll, the spherical ACEA impactor performed better with regards to the reproducibility. In case of the ACEA impactor-, the angle of roll had no influence.
Technical progress in automotive engineering focuses at the moment on two competing branches: improving safety and reducing energy consumption. Recent consideration has been given to a third factor, cost to the consumer. Challenges are presented by demographic changes, especially with increasing participation of elderly people in road traffic. The report considers the recent history of road accidents in Germany and statistics relating to vehicle population and road performance. There is a general trend towards decreasing numbers of accidents and their severity. Transport is responsible for roughly 20% of CO2 emissions and approximately 70% of total petroleum consumption. The Federal Government has responded to these challenges by publishing the Freight Transport and Logistics Masterplan in the summer of 2008. It describes the strategic transport policy direction and the key elements of the future course of action which are to be used to ensure the provision of efficient infrastructure and, at the same time, to reduce the amount of energy consumed by vehicles and make transport more efficient, cleaner and quieter. This document contains a number of concrete measures subsumed under the following six objectives: Making optimum use of transport infrastructure - shaping transport to make it more efficient; Reducing the number of journeys - ensuring mobility; Transferring more traffic to the railways and inland waterways; Upgrading more transport arteries and hubs; Environmentally friendly, climate friendly, quiet and safe transport, and Good working conditions and good training in the freight transport industry. Progress in research is outlined in the following areas: Daytime Running Lights for Motorcycles; Safety of hydrogen vehicles - addressing safety and environmental issues by development of a Global Technical Regulation for hydrogen vehicles; Elements of active vehicle safety for elderly drivers; Periodical Technical Inspection of electronically controlled systems in road vehicles - Electronic Stability Control; Pedestrian protection; Crash Compatibility - role of collision partner in passive safety tests; Child safety; Euro NCAP - Child Restraint Systems, and German Field Operational Test on Car-to-Car and Car-to-Infrastructure Systems (SIM-TD). The research project AKTIV - "Adaptive and Cooperative Technologies for Intelligent Traffic" encompasses the design, development, and evaluation of novel driver assistance systems, knowledge and information technologies and is set up to find solutions for efficient traffic management and Car-to-Car and Car-to-Infrastructure communication for future cooperative vehicle applications. The European Statement of Principles on the Human Machine Interface (HMI), presented at the eSafety Conference, which was held in Berlin on 5/6 June 2007, addresses issues such as Real Time Traffic Information (RTTI), Legal issues of Advanced Driver Assistance Systems (ADAS) and e-security.
Within the process of integrating passenger airbags in the vehicle fleet a problem of compatibility between the passenger airbag and rear-facing child restraint systems was recognised. Especially in the US several accidents with children killed by the passenger airbag were recorded. Taking into account these accidents the deactivation of a present passenger airbag is mandatory if a child is carried in a rear-facing child restraint system at the front passenger seat in all member states of the European Union. This rule is in force since the deadline of 2003/20/EC at the latest. In the past a passenger airbag either could not be disabled or could only be disabled by a garage. Today there are a lot of different possibilities for the car driver himself to disable the airbag. Solutions like an on/off-switch or the automatic detection of a child restraint system are mentioned as an example. Taking into account the need for the deactivation of front passenger airbags two types of misuse can occur: transportation of an infant while the airbag is (still) enabled and transportation of an adult, while the airbag is disabled, respectively. Within a research project funded by BASt both options of misuse were analysed utilising two different types of surveys amongst users (field observations and interviews, Internet-questionnaires). In addition both analysis of accident data and crash tests for an updated assessment of the injury risk caused by the front passenger airbag were conducted. Both surveys indicate a low risk of misuse. Most of the misuse cases were observed in older cars, which offer no easy way to disable the airbag. For systems, which detect a child seat automatically, no misuse could be found. The majority of misuses in cars equipped with a manual switch were caused by reasons of oblivion. Also the accident analysis indicates a minor risk of misuse. From more than 300 cases of the GIDAS accident sample that were analysed, only 24 children were using the front passenger seat in cars equipped with a front passenger airbag. In most of these cases the airbag was deactivated. When misuse occurred the injury severity was low. However, when analysing German single accidents the fatality risk caused by the front passenger airbag became obvious. From the technical point of view, there were important changes in the design of passenger airbags in recent years. Not only volume and shape were modified, but also the mounting position of the entire airbag module was changed fundamentally. Even if these findings do not allow obtaining general conclusions, a clear tendency of less danger by airbags could be identified. For future vehicle development a safe combination of airbags and rear faced baby seats seems to be possible in the long term. This would mean that both types of misuse could be eliminated. For parents an easier use of child seat and car would be the result.
In the last years there has been a decline in accident figures in Germany especially for four wheeled vehicles. At the same time, accident figures for motorcycles remained nearly constant. About 17 % of road traffic fatalities in the year 2006 were motorcyclists. 33 % of these riders were killed in single vehicle crashes. This leads to the conclusion that improving driving dynamics and driving stability of powered two wheelers would yield considerable safety gains. However, the well-known measures for cars and trucks with their proven effectiveness cannot be transferred easily to motorcycles. Therefore studies were carried out to examine the safety potential of Anti Lock Braking Systems (ABS) and Vehicle Stability Control (VSC) for motorcycles by means of accident analysis, driving tests and economical as well as technical assessment of the systems. With regard to ABS, test persons were assigned braking tasks (straight and in-curve) with five different brake systems with and without ABS. Stopping distances as well as stress and strain on the riders were measured for 9 test riders who completed 105 braking manoeuvres each. Knowing the ability of ABS to avoid falls during braking in advance of a crash and taking into account the system costs, a cost benefit analysis for ABS for motorcycles was carried out for different market penetration of ABS, i.e. equipment rates, and different time horizons. The potential of VSC for motorcycles was estimated in two steps. First the kinds of accidents that could be prevented by such a system at all have been analysed. For these accident configurations, simulations and driving tests were then performed to determine if a VSC was able to detect the critical driving situation and if it was technically possible to implement an actuator which would help to stabilise the critical situation.
Accident research 2.0: New methods for representative evaluation of integral safety in traffic
(2013)
BMW has developed a procedure for rating Advanced Driver Assistance Systems (ADAS) benefits that integrates two distinct tools. The tool "S.A.F.E.R." is designed to analyze the pre-crash phase. The aim of S.A.F.E.R. is to simulate all relevant processes in sufficient detail to obtain reproducible estimates of key indicators (effectiveness, false positives, etc.). The relevant processes include not only traffic and vehicle dynamics, but also environmental and most importantly human factors. Representative distributions of factors and parameters are obtained by taking the stochastic variation of all relevant parameters into account in the simulations. The second tool, known as "ICOS", has been designed to provide a high-resolution, high-fidelity description of crash phase dynamics. If one converts the outputs of stochastic simulation into inputs for crash dynamics, the result is a comprehensive description of exactly how a safety system can reduce injuries. Applications currently focus on high-fidelity simulation of individual crashes in order to enhance our understanding and optimization of connected safety systems. An integrated simulation process thus allows an exact prediction of the effectiveness in individual cases in terms of injury severity. The development and rating of integral safety need to reflect the true efficiency in the field. The integrated approach described here could provide a valid and reproducible basis for rating connected systems of active and passive safety. In particular, "virtual experiments" using a traffic-based approach and incorporating models of all relevant processes constitute an essential element of the approach.
The presentation deals with the simulation tool rateEFFECT which intends to answer the following questions: Which active safety systems should be developed to maximize safety benefit in real traffic accidents? What is the effectiveness of a specific active safety system in the real world? How many casualties could be avoided by such a system? It is shown that a lot of information is required to simulate existing accidents in order to estimate ADAS effects. This particularly includes numerical values for the pre-crash and in-crash phase. The database GIDAS provides a required minimum number of these parameters for a statistically significant sample.
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.
Automotive interiors have long been a potentially injurious impact area to occupants during accidents, especially in the absence of adequate padding. The U.S. Federal Motor Vehicle Safety Standard (FMVSS) 201, Occupant Protection in Interior Impact, outlines test procedures and performance criteria in order to mitigate potentially injurious head impacts to interior surfaces. FMVSS 201 specifies a finite set of impact locations and applies to passenger vehicles of a specified year range and with a gross vehicle weight rating less than 10,000 lb. In this paper, two head impact test methodologies are presented, a pendulum-test device and a Free Motion Headform (FMH) launching device, which allows for dynamic, repeatable impact evaluation of various vehicle interior surfaces and their impact attenuation abilities. The presented testing includes multiple series that evaluate the effect of differing vehicle upper interior padding on occupant head injury. One study in particular, analyzes a head impact to the side header of a heavy truck (not included in FMVSS 201) during a 90 degree rollover. Additionally, two other series of tests are presented which assess the injury reduction effect of side airbags to near side as well as far side occupants in a side impact scenario. Lastly, a forensic analysis is presented which evaluates two possible head impact locations experienced in a real world accident by analysis of the resulting interior compartment damage utilizing the FMH launching device test method. The data collected and presented includes accelerometer instrumentation and high speed video analysis. These studies demonstrate that adequate padding and airbags are very effective at mitigating head injury potential at impact speeds of 12-25 mph (19-40 kph).
Rollovers continue to be a major source of heavy truck fatalities when compared to other accident modes. Real world rollover accidents are analyzed and two distinct damage patterns are identified. Damage to heavy truck roofs can occur from lateral loading that transitions to vertical roof loading as the vehicle rolls onto its side and then over onto its roof. A second load path can occur when the vehicle has rolled onto its side and furrows into the ground generating large longitudinal friction forces between the roof and ground. A review of the previous literature and various test methodologies are presented. A sled impact test methodology is presented which allows for structural assessment of a heavy truck cab's crashworthiness in both of these loading environments. Two test series are presented using the sled impact test methodology in order to analyze real world truck rollovers using varying impact platen and contact angles. The structural deformation and failure patterns were found to be consistent with damage seen in real world accident vehicles. In each case, a second equivalent truck cab was then reinforced and tested under similar conditions to evaluate the energy management and crush resistance of a stronger cab structure. These structural reinforcements demonstrated a substantial reduction in roof crush and protected the survival space of the occupant compartment. The sled impact test procedure is an effective method for testing the structural performance of a heavy truck cab in a variety of loading scenarios comparable to real world accidents and ascertaining the load and energy load levels in these accident modes.
The European CASPER (Child Advanced Safety Project for European Roads) project studying car child safety includes a sociological approach in order to have a better understanding of the behaviour of parents driving children under 12 years old. A questionnaire was distributed via the internet in Europe with 998 parents (representing 1638 children) from 22 European countries responding. The results inform on the way parents secure their children during a car trip. Many parents did not control how their children were installed in the child restraint system (CRS). A toddler was more likely to travel into a child seat than an older child was. Regarding misuse situations, an important part of the participants did not think that they could make mistakes when fixing the child seat to the car (26%) or when placing the child into the seat (39%). This leaves an important field of action especially by communication via different media and in the CRS sale outlets.
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.
The utilisation of secondary-safety systems to protect occupants has attained a very high level over the past decades. Further improvements are still possible, but increasingly minor progress is only to be had with a high degree of effort. Thus, a key aspect must be the impact to overall safety in an accident. If reliable information is available on an imminent crash, measures already taken in the pre-crash phase can result in a significantly great influence on the outcomes of the crash. With this background preventive measures are the key to a sustainable further reduction of the figures of crash victims on our roads. This paper aims to show a preventive approach that can contribute to lessening the consequences of a crash by creating an optimum interaction of measures in the fields of primary and secondary safety. To further enhance vehicle safety, driver assistant systems are already available that warn the driver of an imminent front-to-rear-end crash. The next step is to support him in his reactions or if he fails to react sufficiently, to even initiate an automatic braking when the crash becomes unavoidable. Automatic pre-crash braking can, in an ideal situation, fully prevent a crash or can significantly reduce the impact speed and thus the impact energy (and the severity of the accident). If a vehicle is being braked in the pre-crash phase, the occupants are already being pre-stressed by the deceleration. The information available about the imminent crash can be used to activate the belt tensioners and likewise other secondary safety systems in the vehicle right before the impact. The pre-crash deceleration also causes the front of the vehicle to dip. Conventional crash tests do not take this specific impact situation into consideration. This is why, for example, the influences of the pre-crash displacements of the occupants are not recorded in the test results. Furthermore, a reproducible representation of the benefit of the vehicle safety systems which prepare the occupants for the imminent impact is not possible. In order to demonstrate the functions of automated pre-crash braking and to investigate the differences during the impact as a consequence of the altered occupant positions as well as the initiation of force and deformations of the vehicle front, DEKRA teamed up with BMW to carry out a joint crash test with the latest BMW 5 series vehicle. It involved the vehicle braking automatically from a starting test speed of 64 km/h (corresponding to the impact speed set by Euro NCAP) down to 40 km/h. The test was still run by the intelligent drive system of the crash test facility. This required several modifications to be made to the test facility as well as to the vehicle. The paper will describe and discuss some relevant results of the crash test. In addition, the possible benefits of such systems will also be considered. The test supplemented the work of the vFSS working group (vFSS stands advanced Forward-looking Safety Systems).
The sequence of accident events can be classified by three essential phases, the pre-crash-sequence, the crash-sequence and the post-crash-sequence. The level of reliability of the information in the GIDAS-database (German In Depth Accident Study) is provided predominantly on the passive side. The period to evaluate active safety systems begins already in the pre-crash-sequence. The assessment of the potential of sensor- or communication-based active safety systems can only be accomplished by a detailed analysis of the pre-crash-phase. Hence the necessity to analyze the early period of the accident event in detail arises. This is possible with the help of the digital sketches of the accident site and the simulation of the accident by a simulation method of the VUFO GmbH. After simulating the pre-crash scenario it is possible to generate additional and standardized data to describe the pre-crash-sequences of an accident in a very high detail. These data are documented in a second database called the GIDAS Pre-Crash-Matrix (PCM). The PCM contains various tables with all relevant data to reproduce the pre-crash-sequence of traffic accidents from the GIDAS database until 5 seconds before the first collision. This includes parameters to describe the environment data, participant data and motion or dynamic data. This paper explains the creation of the PCM, the simulation itself and the contents and structure of the PCM. With this information of the pre-crash-sequence for various accident scenarios an improved benefit estimation and development of active safety systems can be made possible.
Rear-end collisions are the most frequent same and opposite-direction crashes. Common causes include momentary inattention, inadequate speed or inadequate distance. While most rear-end collisions in urban traffic only result in vehicle damage or slight injuries, rear-end collisions outside built-up areas or on motorways usually cause fatal or serious injuries. Driver assistance systems that detect dangerous situations in the longitudinal vehicle direction are therefore an essential safety plus. In view of this, for ADAC, systems that alert drivers to dangerous situations and initiate autonomous braking complement ESC as one of the most important active safety features in modern vehicles. The aim of ADAC is to provide consumers with technical advice and competent information about the systems available on the market. Reliable comparative tests that are based on standardised test criteria may provide motorists with important information and help them make a buying decision. In addition, they raise consumer awareness of the systems and speed up their market penetration. The assessment must focus on as many aspects of effectiveness as possible and include not only autonomous braking but also collision warning and autonomous brake assist. The work of the ADAC accident research is the development of the testing scenarios with direct link to accident situations and the identification of useful test criteria for testing.
In 2012 the fifth ESAR conference (Expert Symposium on Accident Research) was held in Hannover. ESAR is an international convention of experts, who analyze traffic accidents all over the world and discuss their results in this context, conducted at the Medizinische Hochschule Hannover every 2 years. It connected representatives of public authorities, engineers in automotive development and scientists and offers a forum with particular emphasis on In-Depth-Analyses of accident statistics and accident analyses. Special focus is placed on research on the basis of so-called "In-Depth-Accident-Investigations" [data collections at the sites of the accidents], which are characterized by extensive documentations of the sites of the accidents, of the vehicles as well as of the injuries, encompassing several scientific fields. ESAR aims at a multi-disciplinary compilation of scientific results and at discussing them on an international, scientific level. It is thus a scientific colloquium and a platform for exchanging information for all accident researchers. Experiences in accident prevention as well as in the complex field of accident reconstruction are stated and new research fields are added. Existing results of long-term research work in Europe, the US, Australia and Japan include different infrastructural correlations and give findings on population, vehicle population and driver characteristics, which offer a basis for recommendations to be derived and measures for increasing road safety.
Die EU hat für die Verkehrssicherheit in Europa ein anspruchsvolles Ziel vorgegeben: Bis 2010 soll die Anzahl der im Straßenverkehr Getöteten gegenüber 2000 halbiert werden. Für Deutschland kann eine erfolgreiche Zwischenbilanz gezogen werden: In den letzten 5 Jahren nahm trotz Vergrößerung des Kraftfahrzeugbestandes um 6% die Anzahl der Verkehrstoten um 29% ab, in den vergangenen 10 Jahren ist ein Rückgang um 43% zu verzeichnen. Diese im internationalen Vergleich überdurchschnittlichen Erfolge sind nicht zuletzt auch auf Fortschritte in der Fahrzeugtechnik zurückzuführen, wobei die zunehmende Verbreitung von Systemen der Aktiven Sicherheit wie ABS, BAS, ESP einen entscheidenden Anteil hat. Nach der deutlichen Reduzierung von Fahrunfällen durch ESP-® stehen nun die Auffahrunfälle im Fokus der Sicherheitsentwicklung von Mercedes-Benz. Das Paket aus verbessertem rückwärtigen Signalbild (Adaptives Bremslicht) und Brems-Assistent (BAS) wurde kürzlich durch radarbasierte Bremsassistenz ergänzt (BAS PLUS und PRE-SAFE-®-Bremse). Der Beitrag geht auf Funktion und Wirksamkeit der einzelnen Systeme ein und gibt einen Ausblick in die nähere Zukunft.
Motorcycle safety research
(2007)
Honda- global motorcycle sales exceeded the 10 million units mark since 2004, and further expansion is expected. As a responsibility for a company to provide mobility, Honda is focusing on motorcycle safety as top priority and has been working on various activities for both aspects of hardware and software. Here, we present Honda- activity for the safety technology of motorcycles. At present, Honda is promoting motorcycle safety in the four themes of prevention and collision safety such as safety education, recognition assistance, accident prevention and injury reduction. First, in the area of the safety education, the "Honda Safety Driving Promotion Center" was established in 1970, and motorcycle riders and vehicle driver trainings have been organized, and the traffic training centers are used as an actual practice field not only in Japan but also in many other regions in the world. Through our training activities, the new area of safety training with hardware assistance was developed and Honda- unique technology was accumulated such as the riding simulator which can provide experience of potentially dangerous situations without risk. Especially, the "riding trainer", the popular version of the riding simulator, was introduced at several motor shows in various countries and launched in September 2005. It was distributed first in Europe and is expected to expand globally aiming at 3000 units worldwide.. And in Europe, the newest version, which includes the suburban roads program, jointly developed with ADAC, will be released in near future. In the area of recognition assistance, "vehicle to vehicle communication technology" is under development using the advantage of being a manufacturer of both motorcycles and cars. This technology is under research as Honda "ASV-3" in Japan, and as part of C2C activity in Europe. As for the accident prevention, advanced brake systems for motorcycles to assist more effective brake operation have been expanded, Honda signed the European Road Safety Charter in April 2004 with the advanced brake systems commitment and furthermore, they are expanding according to vehicle characteristics and region. Then all models above 250 cc will have a version of the system by 2010. And as the last theme, "motorcycle airbag system" is introduced which is equipped on a mass production motorcycle for the first time in the world. It has been researched and developed for a long time as an injury reduction technology for collision accidents. Honda automobile technology was used for the research and development of the motorcycle airbag, and many specific issues such as the analysis of the collision conditions particular to motorcycles have been solved to realize today- success. It might be known that ADAC in-house crash test held in August this year confirmed the high effectiveness of the airbag system and showed a positive result. This motorcycle airbag system is equipped to the Honda Gold Wing and launched in North America in August, 2006. Also in Europe, it will be sold by the end of this year. Each theme of Honda motorcycle safety technology can be seen at the Honda booth.
Der Allgemeine Deutsche Automobil-Club e.V. (ADAC) und die Bundesanstalt für Straßenwesen (BASt) veranstalteten am 13. Oktober 2006 in Baden-Baden das 6. Symposium "Sicher fahren in Europa". Die Fachvorträge befassten sich mit den Themenbereichen: Ansätze zu mehr Verkehrssicherheit, - Verbesserung der Fahrzeugsicherheit, - Besondere Zielgruppen. Die CD-ROM dokumentiert die Grußworte, die Referate und die Podiumsdiskussion.
The overall purpose of the ASSESS project is to develop a relevant and standardised set of test and assessment methods and associated tools for integrated vehicle safety systems, primarily focussing on currently available pre-crash sensing systems. The first stage of the project was to define casualty relevant accident scenarios so that the test scenarios will be developed based on accident scenarios which currently result in the greatest injury outcome, measured by a combination of casualty severity and casualty frequency. The first analysis stage was completed using data from a range of accident databases, including those which were nationally representative (STATS19, UK and STRADA, SE) and in-depth sources which provided more detailed parameters to characterise the accident scenarios (GIDAS, DE and OTS, UK). A common analysis method was developed in order to compare the data from these different sources, and while the data sets were not completely compatible, the majority of the data was aligned in such a way that allowed a useful comparison to be made. As the ASSESS project focuses on pre-crash sensing systems fitted to passenger cars, the data selected for the analysis was "injury accidents which involved at least one passenger car". The accident data analysis yielded the following ranked list of most relevant accident scenarios: Rank Accident scenario 1 Driving accident - single vehicle loss of control 2 Accidents in longitudinal traffic (same and opposite directions) 3 Accidents with turning vehicle(s) or crossing paths in junctions 4 Accidents involving pedestrians The ranked list highlights the relatively large role played by "accidents in longitudinal traffic", and "accidents with turning vehicle(s) or crossing paths in junctions" (the second and third most prevalent accident scenarios, respectively). The pre-crash systems addressed in ASSESS propose to yield beneficial safety outcomes with specific regard to these accident scenarios. This indicates that the ASSESS project is highly relevant to the current casualty crash problem. In the second stage of the analysis a selection of these accident scenarios were analysed further to define the accident parameters at a more detailed level .This paper describes the analysis approach and results from the first analysis stage.
This work aims at bringing evidence for mass incompatibility in frontal impact for cars built according to the UNECE R94 regulation. French national injury accidents database census for years 2005 to 2008 were used for the analysis. The heterogeneity of frontal self-protection among cars of different masses is investigated, as well as the partner protection parameter offered by these cars. The last part of the analysis deals with the estimation of the benefit, in terms of fatal and severe injuries avoided, if crashworthiness was harmonized for the whole fleet of vehicle. This calculation is done for France and is extended to all Europe.