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Der Allgemeine Deutsche Automobil-Club e.V. (ADAC) und die Bundesanstalt für Straßenwesen (BASt) veranstalteten am 13. Oktober 2006 in Baden-Baden das 6. Symposium "Sicher fahren in Europa". Die Fachvorträge befassten sich mit den Themenbereichen: Ansätze zu mehr Verkehrssicherheit, - Verbesserung der Fahrzeugsicherheit, - Besondere Zielgruppen. Die CD-ROM dokumentiert die Grußworte, die Referate und die Podiumsdiskussion.
At the 2005 ESV conference, the International Harmonisation of Research Activities (IHRA) side impact working group proposed a 4 part draft test procedure, to form the basis of harmonisation of regulation world-wide and to help advances in car occupant protection. This paper presents the work performed by a European Commission 6th framework project, called APROSYS, an further development and evaluation of the proposed procedure from a European perspective. The 4 parts of the proposed procedure are: - A Mobile Deformable Barrier test; - An oblique Pole side impact test; - Interior headform tests; - Side Out of Position (OOP) tests. Full scale test and modelling work to develop the Advanced European Mobile Deformable Barrier (AE-MDB) further is described, resulting in a recommendation to revise the barrier face to include a bumper beam element. An evaluation of oblique and perpendicular pole tests was made from tests and numerical simulations using ES-2 and WorldSID 50th percentile dummies. It was concluded that an oblique pole test is feasible but that a perpendicular test would be preferable for Europe. The interior headform test protocol was evaluated to assess its repeatability and reproducibility and to solve issues such as the head impact angle and limitation zones. Recommendations for updates to the test protocol are made. Out-of-position (OOP) tests applicable for the European situation were performed, which included additional tests with Child Restraint Systems (CRS) which use is mandatory in Europe. It was concluded that the proposed IHRA OOP tests do cover the worst case situations, but the current test protocol is not ready for regulatory use.
The use of proper child restraint systems (CRS) is mandatory for children travelling in cars in most countries of the world. The analysis of the quantity of restrained children shows that more than 90% of the children in Germany are restrained. Looking at the quality of the protection, a large discrepancy between restrained and well protected children can be seen. Two out of three children in Germany are not properly restrained. In addition, considerable difference exists with respect to the technical performance of CRS. For that reason investigations and optimisations on two different topics are necessary: The technical improvement of CRS and the ease of use of CRS. Consideration of the knowledge gained by the comparison of different CRS in crash tests would lead to some improvements of the CRS. But improvement of child safety is not only a technical issue. People should use CRS in the correct way. Misuse and incorrect handling could lead to less safety than correct usage of a poor CRS. For that reason new technical issues are necessary to improve the child safety AND the ease of use. Only the combination of both parts can significantly increase child safety. For the assessment of the safety level of common CRS, frontal and lateral sled tests simulating different severity levels were conducted comparing pairs of CRS which were felt to be good and CRS which were felt to be poor. The safety of some CRS is currently at a high level. All well known products were not damaged in the performed tests. The performance of non-branded CRS was mostly worse than that of the well known products. Although the branded child restraint systems already show a high safety level it is still possible to further improve their technical performance as demonstrated with a baby shell and a harness type CRS.
Jahresbericht 2006
(2007)
Der Jahresbericht der Bundesanstalt für Straßenwesen gibt einen Überblick über die Arbeitsschwerpunkte der BASt im Jahr 2006. Neben grundlegenden Informationen über die BASt werden 31 Projekte aus den fünf Forschungsabteilungen der BASt vorgestellt. Abgerundet wird der Jahresbericht mit den Aktivitäten der Öffentlichkeitsarbeit, der Internationalen Zusammenarbeit, einer Zusammenstellung der zum Teil in der BASt entwickelten und gepflegten Datenbanken und -sammlungen sowie Zahlen und Fakten des Jahres 2006.
There is a need for detecting characteristics of pedestrian movement before car-pedestrian collisions to trigger a fully reversible pedestrian protection system. For this purpose, a pedestrian sensor system has been developed. In order to evaluate the effectiveness of the sensor system, the in-depth knowledge of car-pedestrian impact scenarios is needed. This study aims at the evaluation of the sensor system. The accident data are selected from the STRADA database. The accident scenarios available in this database were evaluated and the knowledge of the most common scenarios was developed in terms of the pedestrian trajectory, the pedestrian speed, the car trajectory, the car velocity, etc. A mathematical model was then established to evaluate the sensor system with different detective angles. It was found that in order to detect all the pedestrians in the most common scenarios on time the sensor detective angle must be kept larger than 60 degrees.
Institute for Traffic Accident Research and Data Analysis <Tokyo>rnAbstract: Analyses were conducted to clarify the features of rear-end collisions, using an integrated accident database developed by the Institute for Traffic Accident Research and Data Analysis (ITARDA). Focusing on neck injuries in rear-end collisions, analyses were made of the relation to struck-vehicle properties. Regarding the relation to the initial year of registration, the results did not show that newer vehicles tended to have a lower no-neck-injury rate, which was defined in this study as an index. On the contrary, in some passenger car classes, it was observed that the no-neck-injury rate was higher in newer vehicles. The effect of an active head restraint system, which is one type of anti-whiplash device, was analyzed by using not only the no-neck-injury rate but also a regression analysis. The results showed that the effect of an active head restraint system on suppressing the incidence of neck injuries was statistically significant.rn
In recent years the boundaries between active and passive safety blurred more and more. Passive safety in the traditional term includes all safety aspects to prevent occupants to be injured or at least injury severity should be reduced. Passive Safety starts with the collision (first vehicle contact) and ends with rescue (open vehicle doors). Within this phase the occupant has to be protected by the passenger compartment whereby no intrusion should occur. Active safety on the other side was developed to interact prior to the collision whereby the goal is to prevent accidents. The extensive interaction between active and passive safety led to the terminologies "Primary" and "Secondary" safety whereas the expression Integrated Safety Concept was generated. Within this study the most well documented single vehicle accidents with cars not equipped with ESP were identified from the PENDANT database and reconstructed. Additional cases were found in the database ZEDATU of TU Graz. In comparison each case was simulated with the assumption that the cars were equipped with ESP. The differences regarding accident avoidance or crash severity as well as reduction of injury risk were analysed.
The price of a new car increased almost every year for a long period. In recent years however, the budget available to most people for purchasing a car either did not grow or became even smaller. Therefore it was in the interest of some OEMs to offer economical car models in the so-called "8,000- Euro class". Here an important question arose regarding the safety of these vehicles. There is no question that the very high safety level of cars reached in Europe during the last decades should not be sacrificed as a consequence of smaller budgets. Customers with sense of responsibility have the right to be properly informed about the balance between safety and price so that they can make a deliberate decision when buying either a new or a used car. Against this background, the German magazine "AutoBILD" commissioned DEKRA to conduct fullscale frontal crash tests with a view to publishing the results. These tests have been carried out in accordance with the corresponding Euro NCAP crash test requirements and performance criteria. The tested vehicles were two new Logans produced by the manufacturer Dacia, two used cars of the type VW Golf IV (registration date 2000) and one new VW Fox. This paper describes the safety features of the vehicles and the results of the five crash tests to demonstrate state-of-the-art safety levels and what levels may be expected from vehicles in the "8,000- Euro class". Looking at real-world crashes it is of interest to think about future trends in a more detailed manner. Therefore it will be more and more necessary to supplement the federal statistics with more detailed in-depth information about the consequences of accidents and the safety performance of crashed vehicles.
During the last 5 years, the number of cars fitted with side airbags has dramatically increased. They are now standard equipment, even on many smaller cars or less luxurious vehicles. While some side airbags offer thoracic protection alone, there are those that combine thoracic and head protection (of which most deploy from the seat). Other systems employ separate airbags for head and thorax protection, which are designed to be effective noticeably in a crash against a pole. This paper proposes an evaluation of the effectiveness of side airbags in preventing thoracic injuries to passenger car occupants involved in side crashes. First, the target population (who can take benefit of side airbag deployment and in what circumstances) is defined. Side airbags can be especially effective in cases of impacts on the door with intrusion at a certain impact speed. Then, an example case of a side impact with side airbag deployment is given were side airbag deployment is thought to have had a positive effect on injury outcome. A further case is presented where the impact configuration is likely to have reduced the effect of side airbag deployment on injury outcome. Finally, the estimation of side airbag effectiveness (in terms of additional occupant protection brought exclusively by the airbag) is proposed by comparing injury risk sustained by occupants in (more or less) similar cars (fitted or non fitted with airbags) because, during these years, car structure, and side airbag conception have considerably evolved. In-depth accident data from France, the UK and Germany has been collected. Out of 2,035 side impact accident cases available in the databases, we selected 435 occupants of passenger cars (built from 1998 onwards) involved in an injury accident between year 1998 and year 2004 for EES (Energy Equivalent Speed) values between 20km/h and 50km/h. The occupants, belted or not, were sat on the struck side, whatever the obstacle and type of accidents (intersection, loss of control, etc.). For multiple impact crashes, the side impact is assumed to be the more severe one. Passenger cars were fitted with (96) or without (339) side airbags. Most of the potential risk explanatory variables were correctly and reliably reported in the databases (velocity " impact zone " impact angle " occupant characteristics, etc.). The analysis compared injury risks for different levels of EES and different types of side airbags. A logistic regression model was also computed with injury variables (such as thoracic AIS 2+ or AIS 3+) as the dependant variable and other variables (including airbag type and EES) as explanatory injury risk factors. Results revealed statistically non-significant reductions in thoracic AIS 2+ and AIS 3+ injury risk in side airbag equipped cars in the impact violence range selected (odds ratio between 0.84 and 0.98 depending on types of airbags). The results are discussed. The non-significance is assumed to be due to a low number of cases. Statistical analysis for head injuries was not possible due to the low number of accident cases with passenger cars fitted with head airbags in the databases. Moreover, the discrepancies between the data coming from different countries (especially calculation of EES) might have introduced instability in the analysis.
This paper uses the national accident statistics of Great Britain to evaluate the effectiveness of Electronic Stability Control Systems (ESC) to reduce crash involvement rates. The crash experience of 8,951 cars is analysed and compared to a closely matching set of non-ESC cars using case-control methods. This is one of the largest ESC samples analysed to date. Overall the cars with ESC are involved in 3% fewer crashes although the effectiveness is substantially higher under conditions of adverse road friction. ESC equipped cars are involved in 15% fewer fatal crashes although this reduction represents the combined effect of ESC and passive safety improvements.