91 Fahrzeugkonstruktion
Filtern
Erscheinungsjahr
Dokumenttyp
- Konferenzveröffentlichung (164)
- Buch (Monographie) (111)
- Wissenschaftlicher Artikel (18)
- Arbeitspapier (13)
- Teil eines Buches (Kapitel) (8)
- Bericht (5)
Schlagworte
- Deutschland (138)
- Germany (138)
- Safety (124)
- Sicherheit (123)
- Conference (101)
- Konferenz (98)
- Fahrzeug (89)
- Vehicle (88)
- Research report (77)
- Forschungsbericht (75)
- Bewertung (71)
- Versuch (69)
- Test (68)
- Unfall (63)
- Accident (61)
- Evaluation (assessment) (61)
- Anfahrversuch (53)
- Car (47)
- Passives Sicherheitssystem (47)
- Prüfverfahren (46)
- Impact test (veh) (45)
- Test method (45)
- Simulation (44)
- Fahrerassistenzsystem (42)
- Passive safety system (41)
- Injury (40)
- Pedestrian (40)
- Pkw (40)
- Fußgänger (39)
- Verletzung (39)
- Driver assistance system (38)
- Unfallverhütung (37)
- Active safety system (35)
- Accident prevention (34)
- Aktives Sicherheitssystem (34)
- Collision (31)
- Zusammenstoß (28)
- Driver (27)
- Fahrer (26)
- Method (26)
- Prevention (26)
- Schweregrad (Unfall, Verletzung) (26)
- Unfallrekonstruktion (26)
- Verfahren (26)
- Analyse (math) (25)
- Efficiency (25)
- Frontalzusammenstoß (25)
- Insasse (25)
- Severity (accid, injury) (25)
- injury) (25)
- Analysis (math) (24)
- Head on collision (24)
- Leistungsfähigkeit (allg) (24)
- Verletzung) (24)
- Lorry (23)
- Measurement (23)
- Messung (23)
- Schweregrad (Unfall (23)
- Severity (accid (23)
- Vehicle occupant (23)
- Anthropometric dummy (22)
- Lkw (22)
- Fahrzeugführung (21)
- Motorrad (21)
- Fahrstabilität (20)
- Motorcycle (20)
- Vehicle handling (20)
- Development (19)
- Driving (veh) (19)
- Entwicklung (19)
- Statistik (19)
- Dummy (18)
- Gesetzgebung (18)
- Kind (18)
- Kompatibilität (18)
- Legislation (18)
- Reconstruction (accid) (18)
- Child (17)
- Improvement (17)
- Statistics (17)
- Verbesserung (17)
- Verminderung (17)
- Bremsung (16)
- Compatibility (16)
- Datenbank (16)
- Forschungsarbeit (16)
- Geschwindigkeit (16)
- Speed (16)
- Braking (15)
- Decrease (15)
- Europa (15)
- Europe (15)
- Radfahrer (15)
- Ausrüstung (14)
- Automatisch (14)
- Equipment (14)
- Reifen (14)
- Research project (14)
- Tyre (14)
- Verhütung (14)
- Wirtschaftlichkeitsrechnung (14)
- Antikollisionssystem (13)
- Automatic (13)
- Belastung (13)
- Cyclist (13)
- Driver information (13)
- Load (13)
- Risiko (13)
- Risk (13)
- Seitlicher Zusammenstoß (13)
- Technologie (13)
- Technology (13)
- Vehicle regulations (13)
- Auffahrunfall (12)
- Collision avoidance system (12)
- Cost benefit analysis (12)
- Data bank (12)
- EU (12)
- Elektronische Fahrhilfe (12)
- Emission (12)
- Ergonomics (12)
- Fehler (12)
- Head (12)
- Interior (veh) (12)
- Kopf (12)
- Schlag (12)
- Shock (12)
- Sicherheitsgurt (12)
- Side impact (12)
- Technische Vorschriften (Kraftfahrzeug) (12)
- Verhalten (12)
- Wahrnehmung (12)
- Behaviour (11)
- Electronic driving aid (11)
- Error (11)
- Fahrerinformation (11)
- Fahrzeuginnenraum (11)
- On the spot accident investigation (11)
- Perception (11)
- Rear end collision (11)
- Safety belt (11)
- Airbag (10)
- Autonomes Fahren (10)
- Autonomous driving (10)
- Biomechanics (10)
- Biomechanik (10)
- Deformation (10)
- Fahrzeugsitz (10)
- Lenken (Fahrzeug) (10)
- Richtlinien (10)
- Specifications (10)
- Standardisierung (10)
- Steering (process) (10)
- Accident rate (9)
- Bemessung (9)
- Bus (9)
- Cause (9)
- Electric vehicle (9)
- Elektrofahrzeug (9)
- Ergonomie (9)
- Headlamp (9)
- Impact test (9)
- Prognose (9)
- Scheinwerfer (9)
- Seat (veh) (9)
- Sensor (9)
- Sichtbarkeit (9)
- Straßenverkehr (9)
- Unfallhäufigkeit (9)
- Untersuchung am Unfallort (9)
- Ursache (9)
- Verformung (9)
- Sichtbarkeit (9)
- Weight (9)
- Accident reconstruction (8)
- Anti locking device (8)
- Articulated vehicle (8)
- Benutzung (8)
- Bremse (8)
- Datenerfassung (8)
- Delivery vehicle (8)
- Design (overall design) (8)
- Elektronisches Stabilitätsprogramm (8)
- Fatality (8)
- Gelenkfahrzeug (8)
- International (8)
- Mathematical model (8)
- Rechenmodell (8)
- Road user (8)
- Standardization (8)
- Tödlicher Unfall (8)
- Use (8)
- Verkehrsinfrastruktur (8)
- Verkehrsteilnehmer (8)
- Antiblockiereinrichtung (7)
- Aufprallschlitten (7)
- Berechnung (7)
- Body (car) (7)
- Brake (7)
- Brustkorb (7)
- Communication (7)
- Data acquisition (7)
- Electronic stability program (7)
- Evaluation (7)
- Forecast (7)
- Gewicht (7)
- Impact sled (7)
- Interview (7)
- Karosserie (7)
- Knee (human) (7)
- Kommunikation (7)
- Lärm (7)
- Market (7)
- Markt (7)
- Modification (7)
- Motorcyclist (7)
- Motorradfahrer (7)
- Noise (7)
- Official approval (7)
- Organisation (7)
- PKW (7)
- Prüfstand (7)
- Telematik (7)
- Test rig (7)
- Thorax (7)
- Traffic (7)
- Transport infrastructure (7)
- Verkehr (7)
- Windschutzscheibe (7)
- Überschlagen (7)
- Activity report (6)
- Air bag (restraint system) (6)
- Alte Leute (6)
- Calculation (6)
- Cervical vertebrae (6)
- Deformierbare Barriere (Anpralltest) (6)
- Detection (6)
- Driver training (6)
- Fuel consumption (6)
- Halswirbel (6)
- Kraftstoffverbrauch (6)
- Risikobewertung (6)
- Risk assessment (6)
- Road traffic (6)
- Surfacing (6)
- Tätigkeitsbericht (6)
- Warning (6)
- Adaptive cruise control (5)
- Age (5)
- Alter (5)
- Attitude (psychol) (5)
- Coach (5)
- Contact (tyre road) (5)
- Damage (5)
- Decke (Straße) (5)
- Digital model (5)
- Eigenschaft (5)
- Einstellung (psychol) (5)
- Emergency (5)
- Fahrausbildung (5)
- Fahrzeugbeleuchtung (5)
- Fahrzeugteile (5)
- Fire (5)
- Human body (5)
- Hybrid vehicle (5)
- Hybridfahrzeug (5)
- Japan (5)
- Knie (menschl) (5)
- Kontrolle (5)
- Kunststoff (5)
- Leuchtdichte (5)
- Lieferfahrzeug (5)
- Luminance (5)
- Nachfrage (5)
- Nacht (5)
- Night (5)
- Norm (tech) (5)
- Notfall (5)
- Numerisches Modell (5)
- Old people (5)
- Overturning (veh) (5)
- Policy (5)
- Politik (5)
- Pollutant (5)
- Properties (5)
- Reisebus (5)
- Road construction (5)
- Rückspiegel (5)
- Sachschaden (5)
- Schutz (5)
- Specification (standard) (5)
- Straßenbau (5)
- Surveillance (5)
- Sustainability (5)
- Telematics (5)
- Vehicle lighting (5)
- Versuchspuppe (5)
- Veränderung (5)
- Windscreen (veh) (5)
- Abstandsregeltempomat (4)
- Antrieb (tech) (4)
- Attention (4)
- Aufmerksamkeit (4)
- Autobahn (4)
- Baumusterzulassung (4)
- Baustoff (4)
- Bein (menschl) (4)
- Bicycle (4)
- Blendung (4)
- Bremsweg (4)
- Brennstoffzelle (4)
- Classification (4)
- Construction (4)
- Database (4)
- Deformable barrier (impact test) (4)
- Detektion (4)
- Dynamics (4)
- Dynamik (4)
- Fahrleistung (4)
- Fahrrad (4)
- Fahrzeugteil (Sicherheit) (4)
- France (4)
- Frankreich (4)
- Fuel cell (4)
- Glare (4)
- Haftung (jur) (4)
- Highway (4)
- Impact study (4)
- Intelligent transport system (4)
- Kamera (4)
- Klassifizierung (4)
- Kleintransporter (4)
- Knotenpunkt (4)
- Kraftfahrzeug (4)
- Layout (4)
- Leg (human) (4)
- Liability (4)
- Maintenance (4)
- Material (constr) (4)
- Menschlicher Körper (4)
- Messgerät (4)
- Modell (4)
- Motorway (4)
- Oberfläche (4)
- Plastic material (4)
- Propulsion (4)
- Rear view mirror (4)
- Reproducibility (4)
- Reproduzierbarkeit (4)
- Spikesreifen (4)
- Steifigkeit (4)
- Stiffness (4)
- Straße (4)
- Straßenverkehrsrecht (4)
- Studded tyre (4)
- Surface (4)
- Tunnel (4)
- USA (4)
- Unterfahrschutz (4)
- Unterhaltung (4)
- Vehicle mile (4)
- Visual display (4)
- Warnung (4)
- Advanced driver assistance system (3)
- Aktive Sicherheit (3)
- Apparatus (measuring) (3)
- Autonomes Fahrzeug (3)
- Autonomous vehicle (3)
- Bau (3)
- Behinderter (3)
- Bend (road) (3)
- Bildschirm (3)
- Brake light (3)
- Braking distance (3)
- Bremslicht (3)
- Bridge (3)
- Bruch (mech) (3)
- Brücke (3)
- Camera (3)
- Carriageway (3)
- Comfort (3)
- Components of the car (3)
- Correlation (math, stat) (3)
- Crashtest (3)
- Daylight (3)
- Daytime running light (3)
- Demand (3)
- Disabled person (3)
- Entdeckung (3)
- Erste Hilfe (3)
- Fahranfänger (3)
- Fahrassistenzsystem (3)
- Fahrbahn (3)
- Fahrsimulator (3)
- Failure (3)
- Feuer (3)
- First aid (3)
- Fracht (3)
- Freight (3)
- Front (3)
- Gestaltung (3)
- Griffigkeit (3)
- Head restraint (3)
- Highway traffic (3)
- Hydrocarbon (3)
- Increase (3)
- Industrie (3)
- Industry (3)
- Information (3)
- Intelligentes Transportsystem (3)
- Kohlenwasserstoff (3)
- Komfort (3)
- Kontakt Reifen Straße (3)
- Kopfstütze (3)
- Korrelation (math, stat) (3)
- Landstraße (3)
- Light intensity (3)
- Location (3)
- Mensch Maschine Verhältnis (3)
- Motor (3)
- Nachhaltige Entwicklung (3)
- Nummer (3)
- Optimum (3)
- Organization (3)
- Ort (Position) (3)
- Prototyp (3)
- Prototype (3)
- Psychological aspects (3)
- Psychologische Gesichtspunkte (3)
- Reaction (human) (3)
- Reaktionsverhalten (3)
- Recently qualified driver (3)
- Reflectivity (3)
- Reflexionsgrad (3)
- Road network (3)
- Rolling resistance (3)
- Rollwiderstand (3)
- Schadstoff (3)
- Schall (3)
- Schallpegel (3)
- Seite (3)
- Side (3)
- Simulator (driving) (3)
- Sound (3)
- Sound level (3)
- Spinal column (3)
- Straßenkurve (3)
- Straßennetz (3)
- Suspension (veh) (3)
- Tagesfahrlicht (3)
- Tageslicht (3)
- Toxicity (3)
- Toxizität (3)
- Traffic regulations (3)
- United Kingdom (3)
- Vehicle inspection (3)
- Vehicle safety device (3)
- Vereinigtes Königreich (3)
- Vergrößerung (3)
- Verkehrssteuerung (3)
- Wirbelsäule (3)
- Wirksamkeitsuntersuchung (3)
- Zahl (3)
- Abbiegen (2)
- Abblendlicht (2)
- Abdomen (2)
- Accessibility (2)
- Achslast (2)
- Active safety (2)
- Adolescent (2)
- Adult (2)
- Alternative energy (2)
- Ankündigung (2)
- Arbeitsgruppe (2)
- Automatische Notbremsung (2)
- Autonomous emergency braking (2)
- Axle load (2)
- Ballungsgebiet (2)
- Begrenzungsleuchten (2)
- Beinahe Unfall (2)
- Bicyclist (2)
- Blickfeld (2)
- Blind spot (veh) (2)
- Brand (2)
- Bumper (2)
- Carbon dioxide (2)
- Colour (2)
- Components of the vehicle (2)
- Control (2)
- Conurbation (2)
- Cost (2)
- Crash Test (2)
- Data security (2)
- Datensicherheit (2)
- Dauerhaftigkeit (2)
- Deceleration (2)
- Deckschicht (2)
- Demand (econ) (2)
- Dipped headlight (2)
- Dissertation (2)
- Distribution (gen) (2)
- Driving (2)
- Durability (2)
- EU directive (2)
- EU-Richtlinie (2)
- Economic efficiency (2)
- Effectiveness (2)
- Einfahrt (2)
- Emission control (2)
- Emissionskontrolle (2)
- Empfindlichkeit (2)
- Energieeinsparung (2)
- Energy conservation (2)
- Environment (2)
- Erfahrung (menschl) (2)
- Erwachsener (2)
- Estimation (2)
- Evaluation (Assessment) (2)
- Experience (human) (2)
- Fahrbare Barriere (2)
- Fahrdatenschreiber (2)
- Farbe (2)
- Federung (2)
- Feinstaub (2)
- Field of vision (2)
- Form (2)
- Frau (2)
- Freight transport (2)
- Fuel (2)
- Future transport mode (2)
- Gas (2)
- Goods traffic (2)
- Gravity (2)
- Grenzwert (2)
- Gütertransport (2)
- Güterverkehr (2)
- Hell (2)
- Hinten (2)
- Human machine interface (2)
- Incident detection (2)
- Individueller Verkehr (2)
- Information documentation (2)
- Installation (2)
- Inter urban (2)
- Intercity (2)
- Intersection (2)
- Itinerary (2)
- Jugendlicher (2)
- Junction (2)
- Knie (2)
- Kohlendioxid (2)
- Kohlenmonoxid (2)
- Kontakt Reifen-Straße (2)
- Kosten (2)
- Kraftstoff (2)
- Kreuzung (2)
- LKW (2)
- Lang-Lkw (2)
- LeistungsfÃ-¤higkeit (allg) (2)
- Lichtstärke (2)
- Light (colour) (2)
- Limit (2)
- Longer and heavier vehicle (2)
- Masse (2)
- Mensch Maschine Schnittstelle (2)
- Merging traffic (2)
- Mobile barrier (2)
- Model (not math) (2)
- Montage (2)
- Nasse Straße (2)
- Near miss (2)
- Nitrogen oxide (2)
- Oberbau (2)
- Occupant (veh) (2)
- Organization (Association) (2)
- Particulate matter (2)
- Passenger (2)
- Passenger transport (2)
- Passive restraint system (2)
- Pavement (2)
- Personenbeförderung (2)
- Polymer (2)
- Post crash (2)
- Private transport (2)
- Probability (2)
- Quality (2)
- Quality assurance (2)
- Qualitätssicherung (2)
- Radio (2)
- Rear (2)
- Rechts (2)
- Reflectorized material (2)
- Reflexstoffe (2)
- Regression analysis (2)
- Regressionsanalyse (2)
- Reifenprofil (2)
- Reiseweg (2)
- Report (2)
- Restraint system (2)
- Road (2)
- Rundfunk (2)
- Rural road (2)
- Safety fence (2)
- Safety glass (2)
- Sample (mater) (2)
- Schutzeinrichtung (2)
- Schweden (2)
- Schwerkraft (2)
- Sensitivity (2)
- Sicherheitsglas (2)
- Skidding resistance (2)
- Spain (2)
- Spanien (2)
- Stability (Mechanics) (2)
- Stadt (2)
- Steuerung (2)
- Stickoxid (2)
- Stoßstange (2)
- Stress (2)
- Stress (psychol) (2)
- Technische Vorschriften (2)
- Technische Überwachung (Fahrzeug) (2)
- Telefon (2)
- Telephone (2)
- Test procedures (2)
- Thesis (2)
- Time (2)
- Toter Winkel (2)
- Traction control (2)
- Traffic control (2)
- Traffic count (2)
- Traffic engineering (2)
- Transmission (veh) (2)
- Transport (2)
- Tyre tread (2)
- Umwelt (2)
- Umweltfreundlichkeit (2)
- Umweltschutz (2)
- Underride prevention (2)
- Underride protection (2)
- Unfallverhuetung (2)
- Unterleib (2)
- Untersuchung am unfallort (2)
- Urban area (2)
- Vehicles (2)
- Verkehrserhebung (2)
- Verkehrstechnik (2)
- Verkehrsverflechtung (2)
- Verteilung (allg) (2)
- Verzögerung (2)
- Vorn (2)
- Wahrscheinlichkeit (2)
- Wear (2)
- Wearing course (2)
- Wet road (2)
- Winkel (2)
- Wirtschaftlichkeit (2)
- Working group (2)
- Zeit (2)
- Zukünftiges Verkehrsmittel (2)
- Zulassung (tech) (2)
- Zusammenstoss (2)
- Abgasnachbehandlung (1)
- Ablenkung (psychol) (1)
- Abnutzung (1)
- Abrieb (1)
- Absorption (1)
- Acceleration (1)
- Accident data (1)
- Accident proneness (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)
- Adaptation (psychol) (1)
- Adaptive forward lighting (1)
- Administration (1)
- Advanced vehicle control system (1)
- Advanced vehicle control systems (1)
- Aerodynamics (1)
- Aerodynamik (1)
- Aged people (1)
- Airbag (restraint system) (1)
- Alternative Energie (1)
- Angle (1)
- Angles (1)
- Angularity (1)
- Anhänger (1)
- Anordnung (1)
- Anpassung (allg) (1)
- Anpassung (psychol) (1)
- Anthropometric body (1)
- Anti blocking device (1)
- Antiblockiereinrichtung; Bewertung (1)
- Antiblockiersystem (1)
- Antikollisisonssystem (1)
- Apparatus (measurement) (1)
- Aptitude (1)
- Aquaplaning (1)
- Armaturenbrett (1)
- Atives Sicherheitssystem (1)
- Aufzeichung (1)
- Auspuff (1)
- Austria (1)
- Automobile (1)
- Automobiles (1)
- Außenseite (1)
- Axle (1)
- Barrierefrei (1)
- Battery (1)
- Bearing capacity (1)
- Befreiung (Bergung) (1)
- Begleitetes Fahren (1)
- Behavior (1)
- Benefit cost analysis (1)
- Beschleunigung (1)
- Betriebsverhalten (1)
- Bewehrung (1)
- Bibliographie (1)
- Bibliography (1)
- Biomasse (1)
- Bituminous mixture (1)
- Bituminöses Mischgut (1)
- Blei (1)
- Boden (1)
- Bodenhaftung (1)
- Bonnet (car) (1)
- Breaking (1)
- Breite (1)
- Bridge deck (1)
- Budget (1)
- Cadmium (1)
- Calibration (1)
- Carbon monoxide (1)
- Caron monoxide (1)
- Catalysis (1)
- Chassis (1)
- Chemical analysis (1)
- Chemische Analyse (1)
- Children (1)
- Clothing (1)
- Coefficient of friction (1)
- Collision test (veh) (1)
- Combustion (1)
- Compatiblity (1)
- Components of the Car (1)
- Compression (1)
- Computation (1)
- Concentration (chem) (1)
- Contact (Tyre road) (1)
- Contact (tyre (1)
- Cooperative intelligent transport system (1)
- Corrosion (1)
- Cost Benefit analysis (1)
- Crash helmet (1)
- Crash test (1)
- Cross road (1)
- Cross roads (1)
- Crossing the road (pedestrian) (1)
- Customer (1)
- Cycle car (1)
- Damping (1)
- Dashboard (1)
- Data collection (1)
- Data exchange (1)
- Data processing (1)
- Data protection (1)
- Data transmission (1)
- Data transmission (Telecom) (1)
- Datenaustausch (1)
- Datenschutz (1)
- Datenverarbeitung (1)
- Datenübertragung (Telekom) (1)
- Datenübertragung (telekom) (1)
- Dauer (1)
- Decke (straße) (1)
- Deformable barrier (Impact test) (1)
- Deformable barrier system (impact test) (1)
- Dehnungsmessstreifen (1)
- Demographie (1)
- Design (Overall design) (1)
- Deutschland ; Konferenz (1)
- Diesel engine (1)
- Dieselmotor (1)
- Diffusion (1)
- Digital computer (1)
- Digitalrechner (1)
- Dimension (1)
- Dispersion (stat) (1)
- Displacement (1)
- Distraction (1)
- Driver experience (1)
- Driving (veh) ; Evaluation (1)
- Driving aid (electronic) (1)
- Driving aptitude (1)
- Druck (1)
- Dränasphalt (1)
- Dta (1)
- Dtetection (1)
- Durchsichtigkeit (1)
- Dust (1)
- Dynamic penetration test (1)
- Dynamo (1)
- Dämpfung (1)
- Echtzeit (1)
- Education (1)
- Effizienz (1)
- Eichung (1)
- Eins (1)
- Ejection (1)
- Electric bicycle (1)
- Electrode (1)
- Electronics (1)
- Elekronic stability program (1)
- Elektrode (1)
- Elektrofahrrad (1)
- Elektronik (1)
- Elektronisches Stabilitätsprogram (1)
- Emergency exit (1)
- Engine capacity (1)
- Entrance (1)
- Environment protection (1)
- Environmental compatibility (1)
- Environmental protection (1)
- Ermüdung (mater) (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)
- Exhaust aftertreatment (1)
- Exhaust pipe (1)
- Experimental road (1)
- Expert system (1)
- Expertensystem (1)
- Extrication (1)
- Fahrbahntafel (1)
- Fahrbahnüberquerung (1)
- Fahrer ; Fahrerassistenzsystem (1)
- Fahrerinformationen (1)
- Fahrerweiterbildung (1)
- Fahrstreifen (1)
- Fahrstreifenwechsel (1)
- Fahrtauglichkeit (1)
- Fahrtüchtigkeit (1)
- Fahrwerk (1)
- Fahrzeugabstand (1)
- Fahrzeugachse (1)
- Fahrzeugdach (1)
- Fahrzeugflotte (1)
- Fahrzeugfuehrung (1)
- Fahrzeugmarkierung (1)
- Fahrzeugrückhaltesystem (1)
- Fatigue (human) (1)
- Fatigue (mater) (1)
- Fernverkehrsstraße (1)
- Festigkeit (1)
- Feuerlöscher (1)
- Finite element method (1)
- Fire extinguisher (1)
- Fleet of vehicles (1)
- Flow (fluid) (1)
- Force (1)
- Four wheel drive (1)
- Frequency (1)
- Frequenz (1)
- Fuge (1)
- Fussgänger (1)
- Gebiet (1)
- Gebraucht (1)
- Gefahr (1)
- Gelände (1)
- Geländefahrzeug (1)
- Gemisch (1)
- Geometry (shape) (1)
- Geschwindigkeitsbeschränkung (1)
- Gesetzesdurchführung (1)
- Gierverhalten (1)
- Government (national) (1)
- Gussasphalt (1)
- Halogen (1)
- Halogene (1)
- Harmonisation (1)
- Harmonisierung (1)
- Harmonization (1)
- Hazard (1)
- Head (human) (1)
- Heavy metal (1)
- Height (1)
- Herausschleudern (1)
- Hohlraumgehalt (1)
- Homogeneity (1)
- Homogenität (1)
- Horizontal (1)
- Hubraum (1)
- Human factor (1)
- Höhe (1)
- Hüfte (menschl) (1)
- In Bewegung (1)
- In service behaviour (1)
- In situ (1)
- Inertia reel safety belt (1)
- Information management (1)
- Infrastructure (1)
- Injury) (1)
- Insurance (1)
- Intelligentes Verkehrssystem (1)
- Interactive model (1)
- Interaktives Modell (1)
- Italien (1)
- Italy (1)
- Joint (structural) (1)
- Journey to school (1)
- Karte (1)
- Katalyse (1)
- Kleidung (1)
- Kleinwagen (1)
- Kompatiblität (1)
- Konstruktion (1)
- Kontakt-Reifen-Straße (1)
- Konzentration (chem) (1)
- Kooperatives System (ITS) (1)
- Kopf (menschl) (1)
- Korrosion (1)
- Kosten Nutzen Vergleich (1)
- Kraft (1)
- KraftÃüï-¿-½ÃƒüÂ-¼bertragung (Fahrzeug) (1)
- Kraftübertragung (Fahrzeug) (1)
- Kunde (1)
- Kurvenlicht (Scheinwerfer) (1)
- Körperstellung (1)
- Ladungssicherung (1)
- Landstrasse (1)
- Lane changing (1)
- Langfristig (1)
- Lap strap (1)
- Lateral collision (1)
- Law enforcement (1)
- Lead (Metal) (1)
- Lebenszyklus (1)
- Leicht (1)
- Leistungsfähigkeit (Allg.) (1)
- Length (1)
- Lenkrad (1)
- Leuchtdiode (1)
- LichtstÃ-¤rke (1)
- Life cycle (1)
- Light commercial vehicle (1)
- Light emitting diode (1)
- Lightweight (1)
- Load fastening (1)
- Lochstreifen (1)
- Long term (1)
- Länge (1)
- Main road (1)
- Map (1)
- Massenunfall (1)
- Matrix (1)
- Measuring (1)
- Menschlicher Faktor (1)
- Menschlicher körper (1)
- Messages (1)
- Methode der finiten Elemente (1)
- Mix design (1)
- Mixture (1)
- Mobility (1)
- Mobilität (1)
- Model (not Math) (1)
- Modell (non math) (1)
- Moped (1)
- Motorhaube (1)
- Moving (1)
- Multiple collision (1)
- Müdigkeit (1)
- Nachhaltigkeit (1)
- Nachricht (1)
- Naturalistic Driving (1)
- Naturalistic driving (1)
- Nigeria (1)
- Notausgang (1)
- Nutzwertanalyse (1)
- On the right (1)
- On the scene accident investigation (1)
- One (1)
- Optische Anzeige (1)
- Output (1)
- Outside (1)
- Overlapping (1)
- Overturning (1)
- Passive Sicherheit (1)
- Pelvis (1)
- Perception . Rear view mirror (1)
- Personality (1)
- Personenschaden (1)
- Persönlichkeit (1)
- Pfahl (1)
- Pile (1)
- Pkw; Verhütung (1)
- Plastic (1)
- Police (1)
- Polizei (1)
- Population (1)
- Porosity (1)
- Porous asphalt (1)
- Portugal (1)
- Posture (1)
- Pressure (1)
- Probe (1)
- PrÃüÂ-¼fverfahren (1)
- Prüefverfahren (1)
- Prüfkörper (1)
- Public relations (1)
- Public transport (1)
- Punched tape (1)
- QualitÃ-¤t (1)
- Qualität (1)
- Radar (1)
- Radblockierung (1)
- Radial (1)
- Rammsondierung (1)
- Real time (1)
- Recording (1)
- Reduction (decrease) (1)
- Regierung (staat) (1)
- Region (1)
- Reibungsbeiwert (1)
- Reinforcement (in mater) (1)
- Retread tyre (1)
- Rippe (menschl) (1)
- Roadside (1)
- Robot (1)
- Roboter (1)
- Roll over (veh) (1)
- Roof (veh) (1)
- Rotation (1)
- Route guidance (1)
- Runderneuerter Reifen (1)
- Rutschen (1)
- Ruß (1)
- Safety harness (1)
- Safety system (1)
- Saftey (1)
- Sample (stat) (1)
- Schleudertrauma (1)
- Schulter (1)
- Schulweg (1)
- Schutzhelm (1)
- Schweregrad (unfall (1)
- Schweregrad /Unfall (1)
- Schwermetall (1)
- Schwingung (1)
- Seat (1)
- Seat belt (1)
- Seat harness (1)
- Second hand (1)
- Service station (1)
- Severity (accid, injuy) (1)
- Severity (acid (1)
- Shape (1)
- Shoulder (human) (1)
- Sichtweite (1)
- Side Light (1)
- Side light (1)
- Skid resistance (1)
- Skidding (1)
- Social factors (1)
- Soil (1)
- Soot (1)
- Soziale Faktoren (1)
- Speed limit (1)
- Sport utility vehicle (1)
- Spreading (1)
- Stability (1)
- Stadardization (1)
- Stahl (1)
- Stand der Technik (Bericht) (1)
- Standardabweichung (1)
- Standfestigkeit (1)
- State of the art report (1)
- Statistic (1)
- Staub (1)
- Steel (1)
- Steering wheel (1)
- Stichprobe (1)
- Stochastic process (1)
- Stochastischer Prozess (1)
- Stopping distance (1)
- Stossdämpfer (1)
- Strain gauge (1)
- Straßenseitenfläche (1)
- Strength (mater) (1)
- Structure (physicochem) (1)
- Struktur (physikochem) (1)
- Strömung (1)
- Störfall (1)
- Störfallentdeckung (1)
- Sweden (1)
- Tankstelle (1)
- Technische Überwachung (1)
- Teenage driver (1)
- Telecommunication (1)
- Telekommunikation (1)
- Telematic (1)
- Telematics; Traffic control (1)
- Temperatur (1)
- Temperature (1)
- Tension (1)
- Terrain (1)
- Test Method (1)
- Tests (1)
- Thermal analysis (1)
- Traffic assignment (1)
- Traffic flow (1)
- Traffic lanes (1)
- Traffic motivation (1)
- Traffic regulation (1)
- Traffic sign (1)
- Traffic survey (1)
- Tragfähigkeit (1)
- Trailer (1)
- Train (1)
- Transparent (1)
- Trend (stat) (1)
- Truck (1)
- Tunnels (1)
- Turn (1)
- Turning (1)
- Typenzulassung (1)
- Unfalldaten (1)
- Unfallfolgemaßnahme (1)
- Unfallfolgephase (1)
- Unfallneigung (1)
- Unfallverhütug (1)
- United Nations (1)
- United kingdom (1)
- Untersuchung am Umfallort (1)
- Usa (1)
- Value analysis (1)
- Vehicle Regulations (1)
- Vehicle marking (conspicuity) (1)
- Vehicle restraint system (1)
- Vehicle safety (1)
- Vehicle spacing (1)
- Veraenderung (1)
- Verbrennung (1)
- Vereinigtes Königreichl (1)
- Vereinte Nationen (1)
- Verkehrsfluss (1)
- Verkehrsmotivation (1)
- Verkehrsumlegung (1)
- Verkehrsuntersuchung (1)
- Verkehrszeichen (1)
- Vermeidung (1)
- Verschiebung (1)
- Versicherung (1)
- Versuchsstrecke (1)
- Verteilung (mater) (1)
- Vertical (1)
- Vertikal (1)
- Verwaltung (1)
- Vibration (1)
- Video camera (1)
- Vierradantrieb (1)
- Visibility distance (1)
- Vorne (1)
- Wasser (1)
- Water (1)
- Weather (1)
- Wheel locking (1)
- Whiplash injury (1)
- Width (1)
- Window (veh) (1)
- Windshield (1)
- Wirkungsanalyse (1)
- Witterung (1)
- Woman (1)
- Women (1)
- Yawing (veh) (1)
- Zielführungssystem (1)
- Zinc (1)
- Zink (1)
- Zug (Eisenbahn) (1)
- Zug (mech) (1)
- Zugänglichkeit (1)
- Zusammendrückung (1)
- Zusammensetzung (1)
- ZusammenstoÃüï-¿-½Ãƒ-¯Ã‚-¿Ã‚-½ (1)
- efficiency (1)
- head (1)
- material (constr) (1)
- road) (1)
- verletzung) (1)
- Öffentlicher Verkehr (1)
- Öffentlichkeitsarbeit (1)
- Österreich (1)
- Überdeckung (1)
The objective of this deliverable is to describe the expected influence of the candidate test procedures developed in FIMCAR for frontal impact on other impact types. The other impact types of primary interest are front-to-side impacts, collisions with road restraint systems (e.g. guardrails), and heavy goods vehicle impacts. These collision types were chosen as they involve structures that can be adapted to improve safety. Collisions with vulnerable road users (VRU) were not explicitly investigated in FIMCAR. It is expected that the vehicle structures of interest in FIMCAR can be designed into a VRU friendly shell. Information used for this deliverable comes from simulations and car-to-car crash tests conducted in FIMCAR or review of previous research. Three test configurations (full width, offset, and moving deformable barriers) were the input to the FIMCAR selection process. There are three different types of offset tests and two different full width tests. During the project test procedures could be divided into three groups that provide different influences or outcomes on vehicle designs: 1. The ODB barrier provides a method to assess part of the vehicles energy absorption capabilities and compartment test in one test. 2. The FWRB and FWDB have similar capabilities to control structural alignment, further assess energy absorption capabilities, and promote the improvements in the occupant restraint system for high deceleration impacts. 3. The PDB and MPDB can be used to promote better load spreading in the vehicle structures, in addition to assessing energy absorption and occupant compartment strength in an offset configuration. The consortium selected the ODB and FWDB as the two best candidates for short term application in international rulemaking. The review of how all candidates would affect vehicle performance in other impacts (beside front-to-front vehicle or frontal impacts with fixed obstacles) however is reported in this deliverable to support the benefit analysis reported in FIMCAR. The grouping presented above is used to discuss all five test candidates using similarities between certain tests and thereby simplify the discussion.
Accident analysis
(2014)
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 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 EC funded 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 today- 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 specific objectives of the work reported in this deliverable were: - Determine if previously identified compatibility issues are still relevant in current vehicle fleet: Structural interaction, Frontal force matching, Compartment strength in particular for light cars. - Determine nature of injuries and injury mechanisms: Body regions injured o Injury mechanism: Contact with intrusion, Contact, Deceleration / restraint induced. The main data sources for this report were the CCIS and Stats 19 databases from Great Britain and the GIDAS database from Germany. The different sampling and reporting schemes for the detailed databases (CCIS & GIDAS) sometimes do not allow for direct comparisons of the results. However the databases are complementary " CCIS captures more severe collisions highlighting structure and injury issues while GIDAS provides detailed data for a broader range of crash severities. The following results represent the critical points for further development of test procedures in FIMCAR.
The off-set assessment procedure potentially contributes to the FIMCAR objectives to maintain the compartment strength and to assess load spreading in frontal collisions. Furthermore it provides the opportunity to assess the restraint system performance with different pulses if combined with a full-width assessment procedure in the frontal assessment approach. Originally it was expected that the PDB assessment procedure would be selected for the FIMCAR assessment approach. However, it was not possible to deliver a compatibility metric in time so that the current off-set procedure (ODB as used in UNECE R94) with some minor modifications was proposed for the FIMCAR Assessment Approach. Nevertheless the potential to assess load spreading, which appears not to be possible with any other assessed frontal impact assessment procedure was considered to be still high. Therefore the development work for the PDB assessment procedure did not stop with the decision not to select the PDB procedure. As a result of the decisions to use the current ODB and to further develop the PDB procedure, both are covered within this deliverable. The deliverable describes the off-set test procedure that will be recommended by FIMCAR consortium, this corresponds to the ODB test as it is specified in UN-ECE Regulation 94 (R94), i.e. EEVC deformable element with 40% overlap at a test speed of 56 km/h. In addition to the current R94 requirements, FIMCAR will recommend to introduce some structural requirements which will guarantee sufficiently strong occupant compartments by enforcing the stability of the forward occupant cell. With respect to the PDB assessment procedure a new metric, Digital Derivative in Y direction - DDY, was developed, described, analysed, and compared with other metrics. The DDY metric analyses the deformation gradients laterally across the PDB face. The more even the deformation, the lower the DDY values and the better the metric- result. In order analyse the different metrics, analysis of the existing PDB test results and the results of the performed simulation studies was performed. In addition, an assessment of artificial deformation profiles with the metrics took place. This analysis shows that there are still issues with the DDY metric but it appears that it is possible to solve them with future optimisations. For example the current metric assesses only the area within 60% of the half vehicle width. For vehicles that have the longitudinals further outboard, the metric is not effective. In addition to the metric development, practical issues of the PDB tests such as the definition of a scan procedure for the analysis of the deformation pattern including the validation of the scanning procedure by the analysis of 3 different scans at different locations of the same barrier were addressed. Furthermore the repeatability and reproducibility of the PDB was analysed. The barrier deformation readings seem to be sensitive with respect to the impact accuracy. In total, the deliverable is meant to define the FIMCAR off-set assessment procedure and to be a starting point for further development of the PDB assessment procedure.
The BASt-project group "Legal consequences of an increase in vehicle automation" has identified, defined and consequently compiled different automation degrees beyond Driver Assistance Systems. These are partial-, high- and full automation. According to German regulatory law, i.e. the German Road Traffic Code, it has been identified that the distinctive feature of different degrees of automation is the permanent attention of the driver to the task of driving as well as the constant availability of control over the vehicle. Partial automation meets these requirements. The absence of the driver- concentration to the traffic situation and to execute control is in conflict with the use of higher degrees of vehicle automation (i.e. high and full automation). Their use is therefore presently not compatible with German law, as the human driver would violate his obligations stipulated in the Road Traffic Code when fully relying on the degree of automation these systems would offer. As far as higher degrees of automation imply free-hand driving, further research in terms of behavioural psychology is required to determine whether this hinders the driver in the execution of permanent caution as required by sec. 1 para. 1 StVO (German Road Traffic Code). As far as liabilities according to the StVG (German Road Traffic Act) are concerned, the presently reversed burden of proof on the driver within sec. 18 para. 1 S. 2 StVG might no longer be considered adequate in case of higher degrees of automation that allow the driver to draw attention from the task of driving (in case making such use of a system would be permitted by the German Road Traffic Code). The liability of the vehicle "keeper", according to the German Road Traffic Act, would remain applicable to all defined degrees of automation. In case of partial automation, the use of systems according to their limits is accentuated. The range of use that remains within the intended must be defined closely and unmistakeably. Affecting user expectations properly can immensely help to maintain safe use, in case design-measures that exclude overreliance are not available according to the current state of the art (otherwise such measures would have to be applied primarily). In case of the higher degrees of automation that no longer require the driver- permanent attention (under the presupposition their use would be permitted by the German Road Traffic Code), every accident potentially bears the risk to cause product liability on the side of the manufacturer. Liability of the manufacturer might only be excluded in case of a breach of traffic rules by a third party or in case of overriding/ oversteering by the driver. In so far aspects of German procedural law and the burden of proof are of great importance. The project group has identified the need for further continuative research not only to advance legal assessment but also to improve basic technical conditions for vehicle automation as well as product reliability.
Um die zukünftige Entwicklung von Fahrzeugen mit alternativem Antrieb in Deutschland verfolgen, analysieren und mögliche negative Auswirkungen auf die Verkehrssicherheit zeitnah identifizieren zu können, hat die Bundesanstalt für Straßenwesen (BASt) im Jahr 2010 die Einrichtung einer langfristigen Beobachtung des Fahrzeugmarktes und des Unfallgeschehens von Pkw mit alternativen Antriebsarten initiiert. Die Daten des vorliegenden Berichtes dokumentieren die Marktdurchdringung von Personenkraftwagen mit alternativen Antriebsarten und informieren über die Unfallbeteiligung von Fahrzeugen mit alternativem Antrieb bis 2011. Es hat sich gezeigt, dass Fahrzeuge mit Hybridantrieb nach wie vor ein starkes Marktwachstum aufweisen. Die Zuwachsrate ist nahezu auf dem gleichen hohen Niveau wie in den Vorjahren (ca. 28%, getypter Bestand). Bei den reinen Elektrofahrzeugen ist die Anzahl getypter Fahrzeuge sehr stark angestiegen, von 212 im Jahr 2010 auf 1880 im Jahr 2011. Der reale Bestand an Elektrofahrzeugen (inklusive ungetypter Fahrzeuge) hat sich demgegenüber von 2010 auf 2011 auf 4.541 Pkw verdoppelt. Dies deutet auf eine zunehmende Serienreife von Elektro-Kfz hin. Pkw mit alternativem Antrieb weisen 2011 (bis auf Gas) einen höheren Anteil an Unfällen innerorts auf als Pkw mit herkömmlichem Antrieb. Hybrid Fahrzeuge haben dabei eine erhöhte Beteiligungsquote innerorts von ca. 76%. Der relativ hohe Anteil von Innerortsunfällen von alternativ betriebenen Fahrzeugen ist vor allem vor dem Hintergrund der Nutzung der Fahrzeuge zu interpretieren.
Since its beginning in 1999, the German In-Depth Accident Study (GIDAS) evolved into the presumably leading representative road traffic accident investigation in Europe, based on the work started in Hanover in 1973. The detailed and comprehensive description of traffic accidents forms an essential basis for vehicle safety research. Due to the ongoing extension of demands of researchers, there is a continuous progress in the techniques and systematic of accident investigation within GIDAS. This paper presents some of the most important developments over the last years. Primary vehicle safety systems are expected to have a significant and increasing influence on reducing accidents. GIDAS therefore began to include and collect active safety parameters as new variables from the year 2005 onwards. This will facilitate to assess the impact of present and future active safety measures. A new system to analyse causation factors of traffic accidents, called ACASS, was implemented in GIDAS in the year 2008. The whole process of data handling was optimised. Since 2005 the on-scene data acquisition is completely conducted with mobile tablet PCs. Comprehensive plausibility checks assure a high data quality. Multi-language codebooks are automatically generated from the database structure itself and interfaces ensure the connection to various database management systems. Members of the consortium can download database and codebook, and synchronize half a terabyte of photographic documentation through a secured online access. With the introduction of the AIS 2005 in the year 2006, some medical categorizations have been revised. To ensure the correct assignment of AIS codes to specific injuries an application based on a diagnostic dictionary was developed. Furthermore a coding tool for the AO classification was introduced. All these enhancements enable GIDAS to be up to date for future research questions.
A flexible pedestrian legform impactor (FlexPLI) with biofidelic characteristics is aimed to be implemented within global legislation on pedestrian protection. Therefore, it is being evaluated by a technical evaluation group (Flex-TEG) of GRSP with respect to its biofidelity, robustness, durability, usability and protection level (Zander, 2008). Previous studies at the Federal Highway Research Institute (BASt) and other laboratories already showed good progress concerning the general development, but also the need for further improvement and further research in various areas. An overview is provided of the different levels of development and all kinds of evaluation activities of the Flex-TEG, starting with the Polar II full scale pedestrian dummy as its origin and ending up with the latest legform impactor built level GTR that is expected to be finalized by the end of the year 2009. Using the latest built levels as a basis, gaps are revealed that should be closed by future developments, like the usage of an upper body mass (UBM), the validation of the femur loads, injury risk functions for the cruciate knee ligaments and an appropriate certification method. A recent study on an additional upper body mass being applied for the first time to the Flex-GT is used as means of validation of recently proposed modified impact conditions. Therefore, two test series on a modern vehicle front using an impactor with and without upper body mass are compared. A test series with the Flex-GTR will be used to study both the comparability of the impact behavior of the GT and GTR built level as well as the consistency of test results. Recommendations for implementation within legislation on pedestrian protection are made.
According to the German road traffic regulations children up to the age of 12 or a height below 150 cm have to use approved and appropriate child restraint systems (CRS). CRS must be approved according to UN-ECE Regulation No. 44. The regulation classifies CRS in 5 weight categories. The upper weight group is approved for children from 22 to 36 kg. However, studies show that already today many children weigh more than 36 kg although they have not reached a height of 150 cm. Therefore, no ECE R44 approved CRS is available for these overweight children. In conclusion, today's sizes and weights of children are no longer represented by the current version of the ECE R44. The heaviest used dummy (P10) weighs just 32.6 kg and has a height of 137.9 cm. Statistical data of German children show that already 5% of the children at a height of 137.9 cm have a weight above 45.3 kg. Regarding children at a height of 145 cm, the 95th percentile limit is at a weight of 53.3 kg. Based on these data 4 dummies with different heights and weights were defined and produced. Two of them are overweight. Up to now, there is no experience how current child restraint systems perform in a car crash if they are used by children with a weight above 36 kg and a height smaller than 150 cm. In the future, different child restraint systems will be tested with respect to the ECE R44 regulation using these overweight dummies.
The head impact of pedestrians in the windscreen area shows a high relevance in real-world accidents. Nevertheless, there are neither biomechanical limits nor elaborated testing procedures available. Furthermore, the development of deployable protection systems like pop-up bonnets or external airbags has made faster progress than the corresponding testing methods. New requirements which are currently not considered are taken into account within a research project of BASt and the EC funded APROSYS (Advanced PROtection SYStems) integrated project relating to passive pedestrian protection. Testing procedures for head impact in the windscreen area should address these new boundary conditions. The presented modular procedure combines the advantages of virtual testing, including full-scale multi-body and finite element simulations, as well as hardware testing containing impactor tests based on the existing procedures of EEVC WG 17. To meet the efforts of harmonization in legislation, it refers to the Global Technical Regulation of UNECE (GTR No. 9). The basis for this combined hardware and virtual testing procedure is a robust categorization covering all passenger cars and light commercial vehicles and defining the testing zone including the related kinematics. The virtual testing part supports also the choice of the impact points for the hardware test and determines head impact timing for testing deployable systems. The assessment of the neck rotation angle and sharp edge contact in the rear gap of pop-up bonnets is included. For the demonstration of this procedure, a hardware sedan shaped vehicle was modified by integrating an airbag system. In addition, tests with the Honda Polar-II Dummy were performed for an evaluation of the new testing procedure. Comparing these results, it was concluded that a combination of simulation and updated subsystem tests forms an important step towards enhanced future pedestrian safety systems considering the windscreen area and the deployable systems.
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.
Annual report 2011/2012
(2013)
Traffic on German roads is increasing continuously. The research of the Federal Institute for Materials Research (BASt) is concerned with a road system that will be functioning well in the future, that is safe and economically and ecologically sustainable. Every two years, BASt reports on its tasks, research projects and selected administrative topics. The current report comprises the years of 2011 and 2012. On 151 pages, it provides an idea of current research about important topics of roads and traffic. The projects SKRIBT and SKRIBTPlus examined the behaviour of drivers in tunnels in hazardous situations. It was discovered that in situations like this many people often react inadequately and too late. The collected data were used to develop new concepts that improve behaviour in hazardous situations in tunnels. In recent years, new safety systems that improve braking behaviour in hazardous situations have been installed in vehicles. However, for end users it is difficult to compare different systems because they have no access to suitable assessments. The EU project ASSESS (Assessment of Integrated Vehicle Safety Systems for improved vehicle safety) in which BASt is involved as a key partner therefore developed a uniform procedure for assessment and legal questions. Many European countries agree: Alcohol, drugs and medication in road traffic constitute a safety risk on European roads. In order to gain new insights and to develop suitable countermeasures, the European Commission approved of the largest research project to improve road safety to date: DRUID (Driving Under the Influence of Drugs, Alcohol and Medicines). This BASt-coordinated project took five years and involved institutes from 18 European countries. The result is a comprehensive stock taking and concrete suggestions on measures to be taken. A mayor part of the work of BASt also comprises extension and maintenance of the entire road infrastructure. The report "How will we make constructions in the future: Road construction without oil?" for instance examines the question how we will maintain and extend our roads in the future with resources becoming scarcer and more expensive. Furthermore, the campaign "on" the road plays a major part at BASt. For years there has been a shortage of parking spaces for trucks on federal highways. To remedy this situation, BAST has developed a new control approach: The so-called compact parking system increases capacities and uses them more effectively by parking trucks in a line according to their planned departure time.
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.
Haftung bei kooperativen Verkehrs- und Fahrerassistenzsystemen : Forschungsprojekt FE 89.0251/2010
(2012)
Die Untersuchung zum Forschungsprojekt FE 89.0251/2010 "Haftung bei kooperativen Verkehrs- und Fahrerassistenzsystemen" beschäftigt sich mit der rechtlichen Analyse verschiedener haftungsrechtlich relevanter Szenarien im Straßenverkehr, bei denen Verkehrs- und Fahrerassistenzsysteme bereits eingebunden sind, oder aber eine Einbindung in naher Zukunft zu erwarten ist. Berücksichtigt sind nur Informations- und Warnsysteme. Als relevante Szenarien werden die lokale Gefahrenwarnung und die optimale Verkehrsflusssteuerung für Lichtsignalanlagen identifiziert. Bei der lokalen Gefahrenwarnung ist zu unterschieden, ob sicherheitsrelevante Informationen von den beteiligten Verkehrs- bzw. Fahrerassistenzsystemen nur weitergeleitet oder auch bearbeitet und ausgewertet werden. Die untersuchten Fälle berücksichtigen verschiedene Fehlerquellen und unterscheiden danach, ob die involvierte Infrastruktur von öffentlicher Hand oder von einem privaten Unternehmen betrieben wird. Ergebnisse des Forschungsprojektes sind: a) Haftungsrechtliche Anspruchsgrundlagen ergeben sich aus dem allgemeinen Deliktsrecht (-§ 823 BGB), der Produkt- und Produzentenhaftung (ProdHaftG bzw. -§ 823 BGB), dem Straßenverkehrsrecht (-§-§ 7, 18 StVG), sowie der Amtshaftung (-§ 839 BGB i.V.m. Art. 34 GG). b) Informatorische oder warnende kooperative Verkehrs- und Fahrerassistenzsysteme dienen alleine einer zusätzlichen Unterstützung des Fahrers und können diesen nicht von der Pflicht befreien, die im Verkehr gebotene Sorgfalt zu beachten. c) Die Hersteller von kooperativen Verkehrs- und Fahrerassistenzsystemen müssen wie bei jedem anderen Produkt auch die berechtigten Sicherheitserwartungen der Käufer erfüllen. d) Die öffentliche Hand kommt durch das Betreiben der genannten Systeme ihrer Straßenverkehrssicherungspflicht nach. Nur wenn sie diese nicht mit der nötigen Sorgfalt erfüllt, kommt eine Haftung in Betracht. e) Durch die Verwendung von informatorischen oder warnenden kooperativen Verkehrs- und Fahrerassistenzsystemen ist keine grundsätzliche Haftungsverschiebung festzustellen. Weitere Empfehlungen: Informatorische oder warnende kooperative Verkehrs- und Fahrerassistenzsysteme können ohne zusätzliches systemspezifisches Haftungsrisiko in den Straßenverkehr eingeführt werden.
A series of drop tests and vehicle tests with the adult head impactor according to Regulation (EC) 631/2009 and drop tests with the phantom head impactor according to UN Regulation No. 43 have been carried out by the German Federal Highway Research Institute (BASt) on behalf of the German Federal Ministry of Transport, Building and Urban Development (BMVBS). Aim of the test series was to study the injury risk for vulnerable road users, especially pedestrians, in case of being impacted by a motor vehicle in a way described within the European Regulations (EC) 78/2009 and (EC) 631/2009. Furthermore, the applicability of the phantom head drop test described in UN Regulation No. 43 for plastic glazing should be investigated. In total, 30 drop tests, thereof 18 with the adult head impactor and 12 with the phantom head impactor, and 49 vehicle tests with the adult head impactor were carried out on panes of laminated safety glass (VSG), polycarbonate (PC) and laminated polycarbonate (L-PC). The influence of parameters such as the particular material properties, test point locations, fixations, ambient conditions (temperature and impact angle) was investigated in detail. In general, higher values of the Head Injury Criterion (HIC) were observed in tests on polycarbonate glazing. As the HIC is the current criterion for the assessment of head injury risk, polycarbonate glazing has to be seen as more injurious in terms of vulnerable road user protection. In addition, the significantly higher rebound of the head observed in tests with polycarbonate glazing is suspected to lead to higher neck loads and may also cause higher injury risks in secondary impacts of vulnerable road users. However, as in all tests with PC glazing no damage of the panes was observed, the risk of skin cut injuries may be expected to be reduced significantly. The performed test series give no indication for the test procedure prescribed in UN Regulation No. 43 as a methodology to approve glass windscreen not being feasible for polycarbonate glazing, as all PC panes tested fulfilled the UN R 43 requirements. The performance of the windscreen area will not be relevant for vehicle type approval according to the upcoming UN Regulation for pedestrian protection. However, it is recommended that pedestrian protection being considered for plastic windscreens to ensure at least the same level of protection as glass windscreens.
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).