Sonstige
Filtern
Erscheinungsjahr
- 2007 (41) (entfernen)
Sprache
- Englisch (41) (entfernen)
Schlagworte
- Conference (36)
- Konferenz (36)
- Accident (18)
- Unfall (17)
- Statistics (16)
- Schweregrad (Unfall, Verletzung) (15)
- Severity (accid, injury) (15)
- Statistik (14)
- Analyse (math) (13)
- Data acquisition (13)
- Datenerfassung (13)
- Injury (12)
- Tödlicher Unfall (11)
- Verletzung (11)
- Analysis (math) (10)
- Fatality (10)
- Accident prevention (8)
- Safety (8)
- Sicherheit (8)
- Fußgänger (7)
- Pedestrian (7)
- Unfallverhütung (7)
- Cause (6)
- Data bank (6)
- Datenbank (6)
- Simulation (6)
- Ursache (6)
- Anfahrversuch (5)
- Car (5)
- Child (5)
- Frontalzusammenstoß (5)
- Germany (5)
- Head on collision (5)
- Kind (5)
- PKW (5)
- Reconstruction (accid) (5)
- Unfallrekonstruktion (5)
- Bein (menschl) (4)
- Bewertung (4)
- Deutschland (4)
- Europa (4)
- Europe (4)
- Evaluation (assessment) (4)
- Fahrzeug (4)
- Impact test (veh) (4)
- Leg (human) (4)
- Motorcyclist (4)
- Motorradfahrer (4)
- Passive safety system (4)
- Passives Sicherheitssystem (4)
- Safety belt (4)
- Seitlicher Zusammenstoß (4)
- Sicherheitsgurt (4)
- Side impact (4)
- Vehicle (4)
- Age (3)
- Airbag (3)
- Alter (3)
- Benutzung (3)
- Biomechanics (3)
- Biomechanik (3)
- Cyclist (3)
- Driver (3)
- Fahrer (3)
- Human body (3)
- Knee (human) (3)
- Knie (menschl) (3)
- Leistungsfähigkeit (allg) (3)
- Mathematical model (3)
- Menschlicher Körper (3)
- On the spot accident investigation (3)
- Prüfverfahren (3)
- Radfahrer (3)
- Rechenmodell (3)
- Risikobewertung (3)
- Test method (3)
- Untersuchung am Unfallort (3)
- Use (3)
- Vehicle occupant (3)
- Active safety system (2)
- Adolescent (2)
- Air bag (restraint system) (2)
- Anthropometric dummy (2)
- Auffahrunfall (2)
- Brustkorb (2)
- China (2)
- Collision (2)
- Crash helmet (2)
- Deformable barrier (impact test) (2)
- Development (2)
- Dummy (2)
- Efficiency (2)
- Eins (2)
- Electronic stability program (2)
- Entwicklung (2)
- Fahrzeuginnenraum (2)
- Forschungsarbeit (2)
- Front (2)
- Geschwindigkeit (2)
- Insasse (2)
- Interior (veh) (2)
- Interview (2)
- Japan (2)
- Jugendlicher (2)
- Kopf (2)
- Method (2)
- Motorcycle (2)
- Motorrad (2)
- One (2)
- Overturning (veh) (2)
- Rear end collision (2)
- Reproducibility (2)
- Reproduzierbarkeit (2)
- Risiko (2)
- Risk assessment (2)
- Schutzhelm (2)
- Seite (2)
- Side (2)
- Speed (2)
- USA (2)
- Verfahren (2)
- Zusammenstoß (2)
- injury) (2)
- Überschlagen (2)
- Accident rate (1)
- Airbag (restraint system) (1)
- Aktives Sicherheitssystem (1)
- Anti locking device (1)
- Antiblockiereinrichtung (1)
- Attitude (psychol) (1)
- Audit (1)
- Austria (1)
- Belastung (1)
- Bicycle (1)
- Cervical vertebrae (1)
- Colthing (1)
- Cross roads (1)
- Cycle track (1)
- Decrease (1)
- Deformierbare Barriere (Anpralltest) (1)
- Deformierte Barriere (Anpralltest) (1)
- Delivery vehicle (1)
- Deutschalnd (1)
- Driver information (1)
- Driver training (1)
- Drunkenness (1)
- Dtetection (1)
- Einstellung (psychol) (1)
- Electronic driving aid (1)
- Elektronisches Stabilitätsprogram (1)
- Elektronisches Stabilitätsprogramm (1)
- Entdeckung (1)
- Error (1)
- Fahrausbildung (1)
- Fahrerassistenzsystem (1)
- Fahrrad (1)
- Fahrzeugsitz (1)
- Fehler (1)
- Finland (1)
- Finnland (1)
- France (1)
- Frankreich (1)
- Frau (1)
- Geländefahrzeug (1)
- Geschwindigkeitsbeschränkung (1)
- Gesetzgebung (1)
- Halswirbel (1)
- Head (1)
- Head restraint (1)
- Highway design (1)
- Human factor (1)
- Impact test (1)
- Improvement (1)
- Ireland (1)
- Irland (1)
- Junction (1)
- Kleidung (1)
- Knotenpunkt (1)
- Kontrolle (1)
- Kopfstütze (1)
- Kreuzung (1)
- Legislation (1)
- Lieferfahrzeug (1)
- Load (1)
- Lorry (1)
- Man (1)
- Mann (1)
- Menschlicher Faktor (1)
- Modification (1)
- Overlapping (1)
- Perception (1)
- Pfahl (1)
- Pile (1)
- Planning (1)
- Planung (1)
- Policy (1)
- Politik (1)
- Radweg (1)
- Regression analysis (1)
- Regressionsanalyse (1)
- Research project (1)
- Research projekt (1)
- Risk (1)
- Road network (1)
- Rsk (1)
- Safety fence (1)
- Schutz (1)
- Schutzeinrichtung (1)
- Schweden (1)
- Schweregrad (Unfall (1)
- Seat (veh) (1)
- Sensor (1)
- Severity (accid (1)
- Sichtbarkeit (1)
- Speed limit (1)
- Spinal calum (1)
- Sport utility vehicle (1)
- Stand der Technik (Bericht) (1)
- Standardisierung (1)
- Standardization (1)
- State of the art report (1)
- Statistik (math) (1)
- Steifigkeit (1)
- Stiffness (1)
- Straßenentwurf (1)
- Straßennetz (1)
- Surveillance (1)
- Thorax (1)
- Traffic restraint (1)
- Trunkenheit (1)
- Unfallhäufigkeit (1)
- Unfallverhütug (1)
- United Kingdom (1)
- Variance analysis (1)
- Varianzanalyse (1)
- Verbesserung (1)
- Vereinigtes Königreichl (1)
- Verkehrsbeschränkung (1)
- Verletzung) (1)
- Verminderung (1)
- Veränderung (1)
- Sichtbarkeit (1)
- Vorn (1)
- Vorne (1)
- Wahrnehmung (1)
- Wirbelsäule (1)
- Woman (1)
- efficiency (1)
- fatality (1)
- head (1)
- Österreich (1)
- Überlappung (1)
Institut
- Sonstige (41) (entfernen)
Empirical vehicle crashworthiness studies are usually based on national or in-depth traffic accident surveys: Data on accident-involved cars/drivers are analysed in order to quantify the chance of driver injury and to assess certain risk factors like car make and model. As the cars/drivers involved in the same accident form a "cluster", where the size of the cluster equals the number of accident-involved parties, traffic accident survey data are typical multi-level data with accidents as first-level or primary and cars/drivers as secondlevel or secondary units (car occupants in general are to be considered as third level units). Consequently, appropriate statistical multi-level models are to be used for driver injury risk estimation purposes as these models properly account for the cluster structure of traffic accident survey data. In recent years various types of regression models for clustered data have been developed in the statistical sciences. This paper presents multi-level statistical models, which are generally applicable for vehicle crashworthiness assessment in the sense that data on single and multiple car crashes can be analysed simultaneously. As a special case of multi-level modelling driver injury risk estimation based on paired-by-collision car/driver data is considered. It is demonstrated that assessment results may be seriously biased, if the cluster structure inherent in traffic accident survey data is erroneously ignored in the data analysis stage.
In the context of this study, different data sources for accident research were examined regarding their possible data access and evaluated concerning the individual quality and extent of the data. Analyses of accidents require detailed and comprehensive information in particular concerning vehicle damages, injury patterns and descriptions of the accident sequence. The police documentation supplies the basic accident statistics and is amended in the context of the forensic treatment by further information, e.g. by medical and technical appraisals and witness questionings. As a new approach to the data acquisition for the analysis of fatal traffic accidents, the information was made usable which was collected by the police and by the investigations of the public prosecutor. The best strategy for obtaining reliable, extensive and complete data consists of combining the information from these two sources: the very complete, but elementary statistic data of the Niedersächsisches Landesamt für Statistik (Lower Saxony State Authority of Statistics), based on the police documentation as well as the very extensive accident information resulting from the investigation documentation of the public prosecutor after conclusion of the procedure, the so-called Court Records. Of all 715 fatal traffic accidents, which happened in the year 2003 in the German State of Lower Saxony, 238 cases were selected by means of a statistically coincidental selective procedure based on a statistically representative manner (every third accident). These cases cover the investigation documents of the 11 responsible public prosecutor- offices, which were requested and evaluated while preserving the data security. Of the 238 cases 202 cases were available, which were individually coded and stored in a data base using 160 variables. Thus a data base of a sample of representative data for fatal accidents in Lower Saxony was set up. The data base contains extensive information concerning general accident data (35 variables), concerning road and road surface data (30 variables), concerning vehicle-specific data (68 variables) as well as concerning personal and injury data (27 variables).
The incidence and treatment of sternal fractures among traffic accidents are of increasing importance to ensure best possible outcomes. Analysis of technical indicators of the collision, preclinical and clinical data of patients with sterna fractures from 1985-2004 among 42,055 injured patients were assessed by an Accident Research Unit. Two time groups were categorized: 1985-1994 (A) vs. 1995-2004 (B). 267/42,055 patients (0.64%) suffered a sterna fracture. Regarding the vehicle type, the majority occurred after car accidents in 0.81% (251/31,183 pts), followed by 0.19% (5/2,633pts) driving motorbike, and 0.11% (4/3,258pts) driving a truck. 91% wore a safety belt. Only 13% of all passengers suffering a sternal fracture had an airbag on board (33/255 car/trucks), with an airbag malfunction in 18%. The steering column was deformed in 39%, the steering wheel in 36%. Cars in the recent years were significantly older (7.67-±5 years (B) vs. 5.88-±5 years (A), p=0.003). Cervical spine injuries are frequent (23% vs. 22%), followed by multiple rib fractures (14% vs. 12%) and lung injuries (12% vs. 11%). We found 9/146 (6%) and 3/121 patients (3%) with heart contusion among the 267 sternal fractures. MAIS was 2.56-±1.3 vs. 2.62-±1.3 (A vs. B, p=0.349). 18% of patients were polytraumatized, with 11.2% dying at the scene, 2.3% in the hospital. Sternal fractures occur most often in old cars to seat-belted drivers often without any airbag. Severe multiple rib fractures and lung contusion are concomitant injuries in more than 10% each indicating the severity of the crash. Over a twentyyear period, the injury severity encountered was not different with 18% polytrauma patients suffering sternal fractures.
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.
In Finland all fatal motor vehicle accidents are studied in-depth on-the-spot by multidisciplinary (police, road and vehicle engineers, physician and behavioural scientist) road accident investigation teams (legislation 2001, work started 1968), which operate in every province. The purpose of the teams is to uncover risk factors that turned an ordinary driving situation into a serious accident and give safety recommendations for improving road safety. The investigation teams do not take a stand on guilt or insurance compensation. When analysing accidents the teams use the concepts of key event, immediate, background and injury risk factors. Compiled investigation folders of each case contain investigation forms from each member, preinvestigation protocol, photographs, sketches etc. About 500 items of information are collected from each accident party. The collected information is also coded into a computer database. Both the database and the investigation folders are widely utilized by researchers and authorities conducting safety work.
The fact that ADAC Air Rescue handles approximately 4,000 road accident missions every year gave rise to set up an accident research programme for which ADAC Air Rescue provides its data. This data is of initial informational quality and will be supplemented by data from the police, experts, fire brigades as well as hospitals and forensic institutes. Although the number of cases is still rather low, certain tendencies can be identified. The causes for most accidents occur when joining or intersecting traffic, followed by speeding in road bends and tailgating. Many accidents involve HGV rear end collisions, often causing serious injuries, considerable damage and technical problems for the rescue operations. With regard to the various impact types, it has become obvious that most of the extremely serious injuries are inflicted during a passenger car side impact. In addition, access to and removal of trapped passengers is becoming more and more complicated, partly due to the increasing use of high-strength materials, and rescue operations tend to be more time consuming.
Annually within the European Union, there are over 50,000 road accident fatalities and 2 million other casualties, of which the majority are either the occupants of cars or other road users in collision with a car. The European Commission now has competency for vehicle-based injury countermeasures through the Whole Vehicle Type Approval system. As a result, the Commission has recognised that casualty reduction strategies must be based on a full understanding of the real-world need under European conditions and that the effectiveness of vehicle countermeasures must be properly evaluated. The PENDANT study commenced in January 2003 in order to explore the possibility of developing a co-ordinated set of targeted, in-depth crash data resources to support European Union vehicle and road safety policy. Three main work activity areas (Work Packages) commenced to provide these resources. This paper describes some of the outcomes of Work Package 2 (WP2, In-depth Crash Investigations and Data Analysis). In WP2, some 1,100 investigations of crashes involving injured car occupants were conducted in eight EU countries to a common protocol based on that developed in the STAIRS programme. This paper describes the purposes, methodology and results of WP2. It is expected that the results will be used as a co-ordinated system to inform European vehicle safety policy in a systematic, integrated manner. Furthermore, the results of the data analyses will be exploited further to provide new directions to develop injury countermeasures and regulations.
Automotive Engineering, Mechanical Engineering and TechnologyrnAbstract: The degrees of injury severity, as a rule injuries scaled by AIS of specific regions of the human body, investigated out of road traffic accidents correspond to the body-specific loading values, which are found out with the aid of experimental or mathematical simulation of crash tests with motor vehicles or with sled tests. The coherence between the injured human being on the one hand and the physical and the theoretical model respectively on the other hand is established by the risk function, which describes the probability of degrees of injury severity in dependence on the protection criteria. Due to the different physical characteristics in the simulation, e.g. accelerations, forces, compressions and their velocity, the compilation of these quantities, comparable to the MAIS, the maximal occurred single AIS obtained in accident analysis is much more difficult in the simulation than in the accident occurrence. Therefore it is obvious to normalize the loading values gained out of simulation and to summarise them to an entire value in a suitable manner, the safety index.rn
Bicyclists are minimally or unprotected road users. Their vulnerability results in a high injury risk despite their relatively low own speed. However, the actual injury situation of bicyclists has not been investigated very well so far. The purpose of this study was to analyze the actual injury situation of bicyclists in Germany to create a basis for effective preventive measures. Technical and medical data were prospectively collected shortly after the accident at the accident scenes and medical institutions providing care for the injured. Data of injured bicyclists from 1985 to 2003 were analyzed for the following parameters: collision opponent, collision type, collision speed (km/h), Abbreviated Injury Scale (AIS), Maximum AIS (MAIS), incidence of polytrauma (Injury Severity Score >16), incidence of death (death before end of first hospital stay). 4,264 injured bicyclists were included. 55% were male and 45% female. The age was grouped to preschool age in 0.9%, 6 to 12 years in 10.8%, 13 to 17 years in 10.4%, 18 to 64 years in 64.7%, and over 64 years in 13.2%. The MAIS was 1 in 78.8%, 2 in 17.0%, 3 in 3.0%, 4 in 0.6%, 5 in 0.4%, and 6 in 0.2%. The incidence of polytrauma was 0.9%, and the incidence of death was 0.5%. The incidence of injuries to different body regions was as follows: head, 47.8%; neck, 5.2%, thorax, 21%; upper extremities, 46.3%; abdomen, 5.8%; pelvis, 11.5%, lower extremities, 62.1%. The accident location was urban in 95.2%, and rural in 4.8%. The accidents happened during daylight in 82.4%, during night in 12.2%, and during dawn/dusk in 5.3%. The road situation was as follows: straight, 27.3%; bend, 3.0%; junction, 32.0%; crossing, 26.4%; gate, 5.9%; others, 5.4%. The collision opponents were cars in 65.8%, trucks in 7.2%, bicycles in 7.4%, standing objects in 8.8%, multiple objects in 4.3%, and others in 6.5%. The collision speed was grouped <31 in 77.9%, 31-50 in 4.9%, 51-70 in 3.7%, and >70 in 1.5%. The helmet use rate was 1.5%. 68% of the registered head injuries were located in the effective helmet protection area. In bicyclists, head and extremities are at high risk for injuries. The helmet use rate is unsatisfactorily low. Remarkably, two thirds of the head injuries could have been prevented by helmets. Accidents are concentrated to crossings, junctions and gates. A significant lower mean injury severity was observed in victims using separate bicycle lanes. These results do strongly support the extension or addition of bicycle lanes and their consequent use. However, the lanes are frequently interrupted at crossings and junctions. This emphasizes also the important endangering of bicyclists coming from crossings, junctions and gates, i.e. all situations in which contact of bicyclists to motorized vehicles is possible. Redesigning junctions and bicycle traffic lanes to minimize the possibility of this dangerous contact would be preventive measures. A more consequent helmet use and use and an extension of bicycle paths for a better separation of bicyclists and motorized vehicle would be simple but very effective preventive measures.