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
The project UR:BAN "Cognitive assistance (KA)" aims at developing future assistance systems providing improved performance in complex city traffic. New state-of-the-art panoramic sensor technologies now allow comprehensive monitoring and evaluation of the vehicle environment. In order to improve protection of vulnerable road users such as pedestrians and cyclists, a particular objective of UR:BAN is the evaluation and prediction of their behaviour and actions. The objective of subproject "WER" is development support by providing quantitative estimates of traffic collisions at the very start and predict potential in terms of optimized accident avoidance and reduction of injury severity. For this purpose an integrated computer simulation toolkit is being devised based on real world accidents (GIDAS as well as video documented accidents), allowing the prediction of potential effectiveness and future benefit of assistance systems in this accident scenario. Subsequently, this toolkit may be used for optimizing the design of implemented assistance systems for improved effectiveness.
The evaluation of the expected benefit of active safety systems or even ideas of future systems is challenging because this has to be done prospectively. Beside acceptance, the predicted real-world benefit of active safety systems is one of the most important and interesting measures. Therefore, appropriate methods should be used that meet the requirements concerning representativeness, robustness and accuracy. The paper presents the development of a methodology for the assessment of current and future vehicle safety systems. The variety of systems requires several tools and methods and thus, a common tool box was created. This toolbox consists of different levels, regarding different aspects like data sources, scenarios, representativeness, measures like pre-crash-simulations, automated crash computation, single-case-analyses or driving simulator studies. Finally, the benefit of the system(s) is calculated, e.g. by using injury risk functions; giving the number of avoided/mitigated accidents, the reduction of injured or killed persons or the decrease of economic costs.
The paper gives an overview of the recent (mostly 2012) figures of killed bus/coach occupants (drivers and passengers) in 27 Member States of the European Union as reported by CARE. The Evolution of the figures of bus/coach occupants killed in road accidents urban, rural without motorway and on motorways from 1991 to 2010 in 15 Member States of the EU supplements this information. More detailed are the figures reported for Germany by the Federal Statistics. The paper displays long-term evaluations (1957 to 2012) for killed, seriously and slightly injured occupants in all kinds of buses/coaches. Midterm evaluations (1995 to 2012) of the figures of fatalities and casualties are displayed for different busses according to their identification of road using as coaches, urban buses, school buses, trolley buses and "other buses". To be able to compare the evolutions of the safety of vehicle occupants it is customary to use different risk indicators. Calculations and illustrations for three often used indicators with their development over time are given: fatalities, seriously injured and slightly injured per 100,000 vehicles registered, per 1 billion (109) vehicle-kilometres travelled and per 1 billion (109) person-kilometres. These indicators are shown for occupants of cars, goods vehicles and buses/coaches. For the period from 1957 until 2012 it is obvious, that for all three vehicle categories analysed there was a clear long-term trend towards more occupant safety in terms of casualties per vehicles registered and per vehicle mileage. This was most significant for car occupants but it can be seen for bus/coach occupants and goodsvehicle occupants as well. Figures of killed occupants and of casualties related to person-kilometres are calculated and displayed for the shorter period 1995 to 2012. Here it becomes obvious that the bus/coach is still the safest mode of transport for the occupants of road vehicles. Graphs for the casualty risk indices still show significantly higher risks for car occupants despite the corresponding curve moved sustainable downwards. It is remarkable, that the risks of being killed or injured for the occupants of urban buses is growing whereas the corresponding risk for the occupants of coaches in line traffic tends downwards. The article ends with a short comparison and discussion of the risk indicators which are actually published for the occupants (driver and passengers) of cars and the passengers of buses/coaches, railroads, trams and airplanes. The interpretation of such information depends on the perception and it seems that for a complete view not only one indicator should be used and the evolutions of the indicator values during longer periods (as displayed with examples in the paper) should also be taken into account.
This work aimed for getting the main features of accidents involving Light Goods Vehicles (LGV), using accident cases collected in the In-Depth Accidents Studies built up at IFSTTAR-LMA (France), in order to analyse thoroughly the proceedings of these accidents and identify the major factors for the different types of LGV. This work was based on the analysis of 88 accident cases involving LGV with a Maximum Authorised Mass inferior to 3.5 tonnes. In particular kinematics reconstruction of these accidents were performed to calculate the average impact speeds and to better understand the compatibility problems between LGV and antagonist vehicles. Specific features have been reviewed to pick up problems concerning safety, maintenance, loading, LGV design: general conditions of the accident, vehicle features, and passive safety. The main results of this study are presented in this paper.
In 2014 the sixth 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.
EEVC Status report
(2001)
Despite the steadily declining number of pedestrian fatalities and injuries in most European countries during recent decades, pedestrian protection is still of great importance in the European Union as well as in Germany. This is because they still constitute a large proportion of road user casualties and are more likely to suffer serious and fatal injuries than most other road users. In 1999 only car occupants suffered more fatal injuries than pedestrians in Germany. In December 1998, EEVC WG 17 completed their review and updating of the EEVC WG 10 pedestrian test procedure that made it possible to evaluate the protection afforded to pedestrians by the front of passenger cars in an accident. Within the scope of this procedure, four different impactors are used representing those parts of the body which are injured very often and/or very seriously in vehicle-pedestrian-collisions. In a project executed by IKA and BASt, a small family car was tested according to the EEVC WG 17 test procedure. Afterwards modifications to the car were carried out in order to improve the pedestrian protection provided by the vehicle design. There were certain restrictions placed on the level of modifications undertaken, e.g. only minor modifications to vehicle styling and to the vehicle structures, which provide passenger protection. The redesigned vehicle was tested again using the WG 17 test procedure. The test results of the modified vehicle were compared with those of the standard vehicle and evaluated. The results show that considered measures for pedestrian protection in many areas of the vehicle front structure and the use of innovative techniques can lead to a significant reduction of the loads of pedestrians at an acceptable expense.
EEVC Working Group 15 (Compatibility Between Passenger Cars) has carried out research for several years thanks to collaborative project funded by the E.C. and also by exchanging results of projects funded by national programmes. The main collaborative activity of the EEVC WG15 for the last four years was a research project partly funded by the European Commission, where the group made the first attempt to investigate compatibility between passenger cars in a comprehensive research program. Accident, crash test, and mathematical modelling data were analysed. The main result was that structural incompatibilities were frequently found and identified as the main source of incompatibility problems but were not easy to quantify. Unfortunately as little vehicle information other than mass is recorded in most accident databases, most analyses have only been able to show the effect of mass or mass ratio. Common ideas to improve compatibility have been reached by this group and from discussion with other research groups. They will be investigated in the next phase, where research work will concentrate on the development of methods to assess compatibility of passenger cars. The main idea is that the prerequisite to improve crash compatibility between cars is to improve structural interaction. The most important issue is that improved compatibility must not compromise a vehicle- self protection. Test methods should lead to vehicles which show good structural interaction in car to car accidents. Test methods to prove good compatibility may be an adaptation of existing regulatory test procedures (offset deformable barrier test or full width test like in the USA) for frontal impact or may be new compatibility tests. Additional criteria, e.g. impact force distribution, and maximum vehicle deceleration or maximum vehicle impact force should result in compatible cars. Attempts will be made to estimate the benefit of a more compatible car fleet for the European Community.
A means of assessing the passive safety of automobiles is a desirable instrument for legislative bodies, the automobile industry, and the consumer. As opposed to the dominating motor vehicle assessment criteria, such as engine power, spaciousness, aerodynamics and consumption, there are no clear and generally accepted criteria for assessing the passive safety of cars. The proposed method of assessment combines the results of experimental safety tests, carried out according to existing legally prescribed or currently discussed testing conditions, and a biomechanical validation of the loading values determined in the test. This evaluation is carried out with the aid of risk functions which are specified for individual parts of the body by correlating the results of accident analysis with those obtained by computer simulation. The degree of conformance to the respective protection criterion thus deduced is then weighted with factors which take into account the frequency of occurrence and the severity of the accident on the basis of resulting costs. Each of the test series includes at least two frontal and one lateral crash test against a deformable barrier. The computer-aided analysis and evaluation of the simulation results enables a vehicle-specific overall safety index as well as partial and individual safety values to be determined and plotted graphically. The passive safety provided by the respective vehicle under test can be defined for specific seating positions, special types of accident, or for individual endangered parts of the body.
Many big cities in Europe and elsewhere in the world have problems managing the traffic especially during rush hours. The improvement of the parking problematic and environmental protection as well are important aspects for the future traffic design of urban areas. To improve the traffic situation the development of new traffic concepts and alternative vehicles are required. The BMW company has developed a new type of two-wheel vehicle. This two-wheeler constitutes a totally new concept. BMW implemented a lot of safety features, such as a structure made up of rollover bars and a crush element instead of a front protecting plate. Furthermore the driver can secure himself with two safety belts. The paper contains a description of the novel two-wheel vehicle concept designed so far. BMW's concept and the safety features are also explained. The Federal Highway Research Institute (BASt) was given the task of assessing the concept as a whole with regard to the active and passive safety and the exemption of the obligation to wear a helmet. The expertise concluded that the BMW two-wheeler concept has a very high safety standard. Some extracts of the expertise, in particular the investigations concerning the exemption of the obligation to wear a helmet are presented. Common legal requirements for the vehicle registration of vehicle concepts similar to the BMW two-wheeler in Germany have been formulated.
This paper provides an overview of the research work of the European Enhanced Vehicle-safety Committee (EEVC) in the field of crash compatibility between passenger cars. Since July 1997 the EC Commission is partly funding the research work of EEVC. The running period of this project will be two years. The progress of five working packages of this research project is presented: Literature review, Accident analysis, Structural survey of cars, Crash testing, and Mathematical modelling. According to the planned time schedule the progress of research work is different for the five working packages.
Side-impact safety of passenger cars is assessed in Europe in a full-scale test using a moving barrier. The front of this barrier is deformable and represents the stiffness of an 'average' car. The EU Directive 96/27/EC on side impact protection has adopted the EEVC Side Impact Test Procedure, including the original performance specification for the barrier face when impacting a flat dynamometric rigid wall. The requirements of the deformable barrier face, as laid down in the Directive, are related to geometrical characteristics, deformation characteristics and energy dissipation figures. Due to these limited requirements, many variations are possible in designing a deformable barrier face. As a result, several barrier face designs are in the market. However, research institutes and car manufacturers report significant difference in test results when using these different devices. It appears that the present approval test is not able to distinguish between the different designs that may perform differently when they impact real vehicles. Therefore, EEVC Working Group 13 has developed a number of tests to evaluate the different designs. In these tests the barrier faces are loaded and deformed in a specific and/or more representative way. Barrier faces of different design have been evaluated. In the paper the set-up and the reasoning behind the tests is presented. Results showing specific differences in performance are demonstrated.
Past European collaborative research involving government bodies, vehicle manufacturers and test laboratories has resulted in a prototype barrier face called the Advanced European Mobile Deformable Barrier (AE-MDB) for use in a new side impact test procedure . This procedure offers a better representation of the current accident situation and, in particular, the barrier concept is a better reflection of front-end stiffness seen in today- passenger car fleet compared to that of the current legislative barrier face. Based on the preliminary performance corridors of the prototype AE-MDB, a refined AE-MDB specification has been developed. A programme of barrier to load cell wall testing was undertaken to complete and standardise the AE-MDB specification. Barrier faces were supplied by the four leading manufacturers to demonstrate that the specification could be met by all. This paper includes background, specification and proof of compliance.
At the 2001 ESV-Conference the EEVC working group on compatibility (WG 15) reported the first phase of the research work to investigate the major factors influencing compatibility between passenger cars. Following this, WG15 performed an interim study, which was partly subventioned by the European Commission, the results of which are reported in this paper. In the next phase of work, it is intended to complete the development of a suite of test procedures and associated performance criteria to assess the compatibility of passenger cars in frontal impacts The main areas of work for the interim study were: - in depth accident data analysis - the development of methods to assess the potential benefit of improved compatibility - crash testing. The accident analysis identified the major compatibility problems to be poor structural interaction, stiffness mismatching and compartment strength. Different methods to assess the potential benefit of improved compatibility were applied to in depth accident data. Full scale crash testing including a car to car test was performed to help develop the following candidate compatibility test procedures: - a full width wall test with a deformable aluminium honeycomb face and a high resolution load cell wall - an offset barrier test with the EEVC barrier face and a high resolution load cell wall - an offset barrier test with the progressively deformable barrier (PDB) face. The results of the interim study will be presented in detail and the proposed methodology of the next phase to complete the development of a suite of test procedures for the assessment of car to car compatibility in frontal impacts will be outlined
The development of tyre- and truck-manufacturers leads to the direction to introduce wide base single tyres (size 495/45R22,5) instead of twin tyres on the driving axle of trucks, tractors and busses. To study the driving behaviour and safety of various trucks and units with different tyre combinations and loading conditions was the aim of the study. A computer-aided simulation was used for this investigation. Drive tests with a 40 t unit with prototype single tyres on the drive axle were carried out to verify the simulation. Alterations in driving behaviour and driving safety are mainly dependent on the tyre cornering stiffness. The prototype wide single tyres had a higher lateral stiffness which leads to a higher degree of under-steering (safer driving behaviour). The altered spring base on the drive axle had no influence on the side- tilt stability of vehicle combinations but the solo truck profited from the higher rear axle roll stiffness (less danger for roll-over accidents). As far as the driving safety is concerned nothing speaks against wide base tyres on the drive axle. The simulation of a tyre defect in a bend (assuming 40% of the max. transferable side force for the flat tyre) showed no increased danger using wide single tyres. Later driving tests showed however the need of tyre run flat possibilities to avoid jack-knifing of road trains. Also tyre pressure monitoring systems and electronic stability programs for the trucks are advised.
The European Enhanced Vehicle-safety Committee wants to promote the use of more biofidelic child dummies and biomechanical based tolerance limits in regulatory and consumer testing. This study has investigated the feasibility and potential impact of Q-dummies and new injury criteria for child restraint system assessment in frontal impact. European accident statistics have been reviewed for all ECE-R44 CRS groups. For frontal impact, injury measures are recommended for the head, neck, chest and abdomen. Priority of body segment protection depends on the ECE-R44 group. The Q-dummy family is able to reflect these injuries, because of its biofidelity performance and measurement capabilities for these body segments. Currently, the Q0, Q1, Q1.5, Q3 and Q6 are available representing children of 0, 1, 1.5, 3 and 6 years old. These Q-dummies cover almost all dummy weight groups as defined in ECE-R44. Q10, representing a 10 year-old child, is under development. New child dummy injury criteria are under discussion in EEVC WG12. Therefore, the ECE-R44 criteria are assessed by comparing the existing P-dummies and new Q-dummies in ECE-R44 frontal impact sled tests. In total 300 tests covering 30 CRSs of almost all existing child seat categories are performed by 11 European organizations. From this benchmark study, it is concluded that the performance of the Q-dummy family is good with respect to repeatability of the measurement signals and the durability of the dummies. Applying ECE-R44 criteria, the first impression is that results for P- and Q-dummy are similar. For child seat evaluation the potential merits of the Q-dummy family lie in the extra measurement possibilities of these dummies and in the more biofidelic response.
Topics of this report are: Securing mobility and making mobility sustainable - Strategies for road safety: Safe behavior, Safe vehicles, Safe infrastructure, Telematics, International vehicle-engineering measures " Accident statistics " Accident research " Passive vehicle safety " Active vehicle safety " Driver assistance systems " Environmental protection through vehicle engineering.
In the EC FP6 Integrated Project Advanced Protection Systems, APROSYS, the first WorldSID small female prototype was developed and evaluated by BASt, FTSS, INRETS, TRL and UPM-INSIA during 2006 and 2007. Results were presented at the ESV 2007 conference (Been et al., 2007). With the prototype dummy scoring a biofidelity rating higher than 6.7 out of 10 according to ISO/TR9790, the results were very promising. Also opportunities for further development were identified by the evaluation group. A revised prototype, Revision1, was subsequently developed in the 2007-2008 period to address comments from the evaluation group. The Revision1 dummy includes changes in the half arms and the suit (anthropometry and arm biomechanics), the thorax and abdomen ribs and sternum (rib durability), the abdomen/lumbar area and the lower legs (mass distribution). Also a two-dimensional chest deflection measurement system was developed to measure deflection in both lateral and anterior-posterior direction to improve oblique thorax loading sensitivity. Two Revision1 prototype dummies have now been evaluated by FTSS, TRL, UPM-INSIA and BASt. The updated prototype dummies were subjected to an extensive matrix of biomechanical tests, such as full body pendulum tests and lateral sled impact tests as specified by Wayne State University, Heidelberg University and Medical College of Wisconsin. The results indicated a significant improvement of dummy biofidelity. The overall dummy biofidelity in the ISO rating system has significantly improved from 6.7 to 7.6 on a scale between 0-10. The small female WorldSID has now obtained the same biofidelity rating as the WorldSID mid size male dummy. Also repeatability improved with respect to the prototype. In conclusion the recommended updates were all executed and all successfully contributed in achieving improved performance of the dummy.