Sonstige
Filtern
Dokumenttyp
- Wissenschaftlicher Artikel (14) (entfernen)
Sprache
- Englisch (14) (entfernen)
Schlagworte
- Safety (5)
- Sicherheit (5)
- Bewertung (4)
- Accident (3)
- Anfahrversuch (3)
- Autobahn (3)
- Evaluation (assessment) (3)
- Fahrzeug (3)
- Impact test (3)
- Injury (3)
- Motorway (3)
- Unfall (3)
- Vehicle (3)
- Verletzung (3)
- Air pollution (2)
- Behaviour (2)
- Collision (2)
- Compatibility (2)
- Deformation (2)
- Europa (2)
- Europe (2)
- Fatality (2)
- Frontalzusammenstoß (2)
- Head on collision (2)
- Kompatibilität (2)
- Luftverunreinigung (2)
- Measurement (2)
- Medical aspects (2)
- Medizinische Gesichtspunkte (2)
- Messung (2)
- Prüfverfahren (2)
- Schweregrad (Unfall (2)
- Test (2)
- Test method (2)
- Tödlicher Unfall (2)
- Verformung (2)
- Verhalten (2)
- Verletzung) (2)
- Versuch (2)
- Zusammenstoß (2)
- injury) (2)
- Abfluss (1)
- Absorption (1)
- Air transport (1)
- Anthropmetric dummy (1)
- Apparatus (measuring) (1)
- Arzneimittel (1)
- Attitude (psychol) (1)
- Auffahrunfall (1)
- Aufprallschlitten (1)
- Biomechanics (1)
- Biomechanik (1)
- Boden (1)
- Cadaver (1)
- Calibration (1)
- Cervical vertebrae (1)
- Correlation (1)
- Crash Test (1)
- Decke (Straße) (1)
- Deformable barrier (impact test) (1)
- Deformierbare Barriere (Anpralltest) (1)
- Deicing (1)
- Deutschland (1)
- Development (1)
- Diagnostik (1)
- Diffusion (1)
- Dispersion (stat) (1)
- Driver (1)
- Driver assistance system (1)
- Driving (veh) (1)
- Driving aptitude (1)
- Droge (1)
- Drugs (1)
- Drunkenness (1)
- Dummy (1)
- Education (1)
- Efficiency (1)
- Eichung (1)
- Einstellung (psychol) (1)
- Emergency (1)
- Enteisung (1)
- Entwicklung (1)
- Environment (1)
- Environment protection (1)
- Erste Hilfe (1)
- Erziehung (1)
- Evaluation (Assessment) (1)
- Fahrer (1)
- Fahrerassistenzsystem (1)
- Fahrstreifen (1)
- Fahrtauglichkeit (1)
- Fahrzeugführung (1)
- Fein (mater) (1)
- Feinstaub (1)
- Fernverkehrsstrasse (1)
- Feuer (1)
- Fine (mater) (1)
- Fire (1)
- First aid (1)
- Forschungsarbeit (1)
- Germany (1)
- Geschwindigkeit (1)
- Greenhouse effect (1)
- Ground water (1)
- Grundwasser (1)
- Halswirbel (1)
- Head (1)
- Heavy metal (1)
- Highway design (1)
- Hospital (1)
- Impact sled (1)
- Impact test (veh) (1)
- Improvement (1)
- Information (1)
- Insasse (1)
- Jahreszeit (1)
- Kopf (1)
- Korn (1)
- Kornverteilung (1)
- Korrelation(Math (1)
- Krankenhaus (1)
- Landstraße (1)
- Leichnam (1)
- Leistungsfähigkeit (allg) (1)
- Level of service (1)
- Lufttransport (1)
- Main road (1)
- Medication (1)
- Merging (1)
- Messgerät (1)
- Motorcyclist (1)
- Motorradfahrer (1)
- Network (traffic) (1)
- Nitric acid (1)
- Notfall (1)
- Particle (1)
- Particle size distribution (1)
- Particulate matter (1)
- Pollutant (1)
- Rear end collision (1)
- Research project (1)
- Risikoverhalten (1)
- Risk taking (1)
- Run off (1)
- Rural road (1)
- Safety fence (1)
- Salpetersäure (1)
- Schadstoff (1)
- Schutzeinrichtung (1)
- Schwermetall (1)
- Season (1)
- Severity (accid (1)
- Severity (acid (1)
- Simulation (1)
- Soil (1)
- Speed (1)
- Spinal column (1)
- Standardabweichung (1)
- Standardisierung (1)
- Standardization (1)
- Stat) (1)
- Straßenentwurf (1)
- Surfacing (1)
- Traffic lane (1)
- Transport infrastructure (1)
- Treibhauseffekt (1)
- Trunkenheit (1)
- Tunnel (1)
- Umwelt (1)
- Umweltschutz (1)
- Vehicle occupant (1)
- Verbesserung (1)
- Verkehrsinfrastruktur (1)
- Verkehrsnetz (1)
- Verkehrsqualität (1)
- Verkehrsverflechtung (1)
- Virtual reality (1)
- Virtuelle Realität (1)
- Weather (1)
- Wirbelsäule (1)
- Witterung (1)
Institut
- Sonstige (14) (entfernen)
The United Nations Economic Commission for Europe Informal Group on GTR No. 7 Phase 2 are working to define a build level for the BioRID II rear impact (whiplash) crash test dummy that ensures repeatable and reproducible performance in a test procedure that has been proposed for future legislation. This includes the specification of dummy hardware, as well as the development of comprehensive certification procedures for the dummy. This study evaluated whether the dummy build level and certification procedures deliver the desired level of repeatability and reproducibility. A custom-designed laboratory seat was made using the seat base, back, and head restraint from a production car seat to ensure a representative interface with the dummy. The seat back was reinforced for use in multiple tests and the recliner mechanism was replaced by an external spring-damper mechanism. A total of 65 tests were performed with 6 BioRID IIg dummies using the draft GTR No.7 sled pulse and seating procedure. All dummies were subject to the build, maintenance, and certification procedures defined by the Informal Group. The test condition was highly repeatable, with a very repeatable pulse, a well-controlled seat back response, and minimal observed degradation of seat foams. The results showed qualitatively reasonable repeatability and reproducibility for the upper torso and head accelerations, as well as for T1 Fx and upper neck Fx. However, reproducibility was not acceptable for T1 and upper neck Fz or for T1 and upper neck My. The Informal Group has not selected injury or seat assessment criteria for use with BioRID II, so it is not known whether these channels would be used in the regulation. However, the ramping-up behavior of the dummy showed poor reproducibility, which would be expected to affect the reproducibility of dummy measurements in general. Pelvis and spine characteristics were found to significantly influence the dummy measurements for which poor reproducibility was observed. It was also observed that the primary neck response in these tests was flexion, not extension. This correlates well with recent findings from Japan and the United States showing a correlation between neck flexion and injury in accident replication simulations and postmortem human subjects (PMHS) studies, respectively. The present certification tests may not adequately control front cervical spine bumper characteristics, which are important for neck flexion response. The certification sled test also does not include the pelvis and so cannot be used to control pelvis response and does not substantially load the lumbar bumpers and so does not control these parts of the dummy. The stiffness of all spine bumpers and of the pelvis flesh should be much more tightly controlled. It is recommended that a method for certifying the front cervical bumpers should be developed. Recommendations are also made for tighter tolerance on the input parameters for the existing certification tests.
The first version of German Highway Capacity Manual was published in 2001. Now, a new version is published in 2015 (HBS 2015). For the new German Highway Capacity Manual, most major chapters are revised and some of them are totally rewritten. The chapter for merge, diverge, and small weaving segments is rewritten in accordance with forthcoming developments in the past 10 years. In this paper, an overview of the chapter in the new German Highway Capacity Manual is presented. Procedures dealing with performance analyses and level of service (LOS) of those segments are introduced both for freeways and rural highways. Differences between the former version and the new version of the chapter in the German Highway Capacity Manual are indicated and discussed. In most of the existing highway capacity manuals, LOS of merge, diverge, and small weaving segments is traditionally defined by speed, volume, or density in critical areas. In that traditional concept several capacity values of different critical areas (merge, diverge, and weaving) as well as upstream and downstream basic segments within the influence areas are evaluated separately. In the new HBS 2015, a new model which considers the total merge, diverge, and weaving segment as an entire object is incorporated. A combined volume-to-capacity ratio (freeways) or a combined density (rural highways) is used for defining the LOS of the total segment. The parameters of the new procedure are functions of the number of lanes of the major road, the number of lanes in the on-ramp or off-ramp, and the predefined geometric design of those segments. The coefficients are calibrated with field data or defined by experts" experiences within a matrix of coefficients. With those procedures, the traffic quality (LOS) can be obtained directly as a function of the volumes or densities on the major road and on the on-ramp or off-ramp respectively. The new procedure has the following advantages: a) a uniform function for all types of merge, diverge, and small weaving segments, b) traffic quality assessment for all critical areas under investigation in one step, and c) the procedure can easily be calibrated. For applications in practice, a set of graphs is provided.
Established in 1997, the European New Car Assessment Programme (Euro NCAP) provides consumers with a safety performance assessment for the majority of the most popular cars in Europe. Thanks to its rigorous crash tests, Euro NCAP has rapidly become an important driver safety improvement to new cars. After ten years of rating vehicles, Euro NCAP felt that a change was necessary to stay in tune with rapidly emerging driver assistance and crash avoidance systems and to respond to shifting priorities in road safety. A new overall rating system was introduced that combines the most important aspects of vehicle safety under a single star rating. The overall rating system has allowed Euro NCAP to continue to push for better fitment and higher performance for vehicles sold on the European market. In the coming years, the safety rating is expected to play an important role in the support of the roll-out of highly automated vehicles.
To improve vehicle safety in frontal collisions, the crash compatibility between the colliding vehicles is crucial. Compatibility aims to improve both the self and partner protection properties of vehicles. Although compatibility has received worldwide attention for many years, no final assessment approach has been defined. Within the Frontal Impact and Compatibility Assessment Research (FIMCAR) project, different frontal impact test procedures (offset deformable barrier [ODB] test as currently used for Economic Commission for Europe [ECE] R94, progressive deformable barrier test as proposed by France for a new ECE regulation, moveable deformable barrier test as discussed worldwide, full-width rigid barrier test as used in Federal Motor Vehicle Safety Standard [FMVSS] 208, and full-width deformable barrier test) were analyzed regarding their potential for future frontal impact legislation. The research activities focused on car-to-car frontal impact accidents based on accident investigations involving newer cars. Test procedures were developed with both a crash test program and numerical simulations. The proposal from FIMCAR is to use a full-width test procedure with a deformable element and compatibility metrics in combination with the current offset test as a frontal impact assessment approach that also addresses compatibility. By adding a full-width test to the current ODB test it is possible to better address the issues of structural misalignment and injuries resulting from high acceleration accidents as observed in the current fleet. The estimated benefit ranges from a 5 to 12 percent reduction of fatalities and serious injuries resulting from frontal impact accidents. By using a deformable element in the full-width test, the test conditions are more representative of real-world situations with respect to acceleration pulse, restraint system triggering time, and deformation pattern of the front structure. The test results are therefore expected to better represent real-world performance of the tested car. Furthermore, the assessment of the structural alignment is more robust than in the rigid wall test.
The strong prevalence of human error as a crash causation factor in motorcycle accidents calls for countermeasures that help tackling this issue. Advanced rider assistance systems pursue this goal, providing the riders with support and thus contributing to the prevention of crashes. However, the systems can only enhance riding safety if the riders use them. For this reason, acceptance is a decisive aspect to be considered in the development process of such systems. In order to be able to improve behavioural acceptance, the factors that influence the intention to use the system need to be identified. This paper examines the particularities of motorcycle riding and the characteristics of this user group that should be considered when predicting the acceptance of advanced rider assistance systems. Founded on theories predicting behavioural intention, the acceptance of technologies and the acceptance of driver support systems, a model on the acceptance of advanced rider assistance systems is proposed, including the perceived safety when riding without support, the interface design and the social norm as determinants of the usage intention. Since actual usage cannot be measured in the development stage of the systems, the willingness to have the system installed on the own motorcycle and the willingness to pay for the system are analyzed, constituting relevant conditions that allow for actual usage at a later stage. Its validation with the results from user tests on four advanced rider assistance systems allows confirming the social norm and the interface design as powerful predictors of the acceptance of ARAS, while the extent of perceived safety when riding without support did not have any predictive value in the present study.
Immediate user self-evacuation is crucial in case of fire in road tunnels. This study investigated the effects of information with or without additional virtual reality (VR) behavioural training on self-evacuation during a simulated emergency situation in a road tunnel. Forty-three participants were randomly assigned to three groups with accumulating preventive training: The control group only filled in questionnaires, the informed group additionally read an information brochure on tunnel safety, and the VR training group received an additional behavioural training in a VR tunnel scenario. One week later, during the test session, all participants conducted a drive through a real road tunnel in which they were confronted with a collision of two vehicles and intense smoke. The informed and the behaviourally trained participants evacuated themselves more reliably from the tunnel than participants of the control group. Trained participants showed better and faster behavioural responses than informed only participants. Interestingly, the few participants in the control group who reacted adequately to the scenario were all female. A 1 year follow-up online questionnaire showed a decrease of safety knowledge, but still the trained group had somewhat more safety relevant knowledge than the two other groups. Information and especially VR behavioural training both seem promising to foster adequate self-evacuation during crisis situations in tunnels, although long term beneficial behavioural effects have to be demonstrated. Measures aiming to improve users/ behaviour should take individual difference such as gender into account.
Chronic non-cancer pain (CNCP) is a major health problem. Patients are increasingly treated with chronic opioid therapy (COT). Several laboratory studies have demonstrated that long-term use of opioids does not generally impair driving related skills. But there is still a lack of studies investigating on-the-road driving performance in actual traffic. The present study assessed the impact of COT on road-tracking and car-following performance in CNCP patients. Twenty CNCP patients, long-term treated with stable doses of opioid analgesics, and 19 healthy controls conducted standardized on-the-road driving tests in normal traffic. Performance of controls with a blood alcohol concentration (BAC) of 0.5 g/L was used as a reference to define clinically relevant changes in driving performance. Standard Deviation of Lateral Position (SDLP), a measure of road-tracking control, was 2.57 cm greater in CNCP patients than in sober controls. This difference failed to reach statistical significance in a superiority test. Equivalence testing indicated that the 95% CI around the mean SDLP change was equivalent to the SDLP change seen in controls with a BAC of 0.5 g/L and did not include zero. When corrected for age differences between groups the 95% CI widened to include both the alcohol reference criterion and zero. No difference was found in car-following performance. Driving performance of CNCP patients did not significantly differ from that of controls due to large inter-individual variations. Hence in clinical practice determination of fitness to drive of CNCP patients who receive opioid treatments should be based on an individual assessment.
Trauma management (TM) covers two types of medical treatment: the initial one provided by Emergency Medical Services (EMS) and a further one provided by permanent medical facilities. There is a consensus in the professional literature that to reduce the severity and the number of road crash victims, the TM system should provide rapid and adequate initial care of injury, combined with sufficient further treatment at a hospital or trauma centre. Recognizing the important role of TM for reducing road crash injury outcome, it was decided, within the EU funded SafetyNet project, to develop road safety performance indicators (SPIs) which would characterize the level of TM systems" performance in European countries and enable country comparisons. The concept of TM SPIs was developed based on a literature study of performance indicators in TM, a survey of available practices in Europe and data availability examinations. A set of TM SPIs was introduced including 14 indicators which characterize five issues such as: availability of EMS stations; availability and composition of EMS medical staff; availability and composition of EMS transportation units; characteristics of the EMS response time, and availability of trauma beds in permanent medical facilities. Basic information on the TM systems was collected in close cooperation with the national expert group. A dataset with TM SPIs for 21 countries was created. It was demonstrated that the countries can be compared using selected TM SPIs. Moreover, a more general comparison of the TM systems' performance in the countries is possible, using multiple ranking and statistical weighting techniques. By both methods, final estimates were received enabling the recognition of groups of countries with similar levels of the TM system's performance. The results of various trials were consistent as to the recognition of countries with high or low level of the TM systems" performance, where in grouping countries with intermediate levels of the TM system's performance some differences were observed. The SafetyNet project's practice demonstrated that data collection for estimating TM SPIs is not an easy task but is realizable for the majority of countries. The TM SPIs" message is currently limited to the availability of trauma care services. Further development of the TM SPIs should focus on characteristics of actual treatment supplied, based on combined police and medical road crash related databases.
The goal of the project FIMCAR (Frontal Impact and Compatibility Assessment Research) was to define an integrated set of test procedures and associated metrics to assess a vehicle's frontal impact protection, which includes self- and partner-protection. For the development of the set, two different full-width tests (full-width deformable barrier [FWDB] test, full-width rigid barrier test) and three different offset tests (offset deformable barrier [ODB] test, progressive deformable barrier [PDB] test, moveable deformable barrier with the PDB barrier face [MPDB] test) have been investigated. Different compatibility assessment procedures were analysed and metrics for assessing structural interaction (structural alignment, vertical and horizontal load spreading) as well as several promising metrics for the PDB/MPDB barrier were developed. The final assessment approach consists of a combination of the most suitable full-width and offset tests. For the full-width test (FWDB), a metric was developed to address structural alignment based on load cell wall information in the first 40 ms of the test. For the offset test (ODB), the existing ECE R94 was chosen. Within the paper, an overview of the final assessment approach for the frontal impact test procedures and their development is given.
Measuring and characterizing airborne particulate matter (PM) is an important research area because PM can lead to impacts on health and to visibility reduction, material damage and groundwater pollution. In regard to road dust, suspension and re-suspension and the contribution of non-exhaust PM to total traffic emissions are expected to increase as a result of predicted climate scenarios. European environmental regulations have been enforced to reduce exhaust particle emissions from road traffic, but little attention has been paid to reducing non-exhaust coarse particle emissions due to traffic. Therefore, a monitoring program for coarse PM has been initiated in early 2013 to assess the predicted increase in the abundance of non-exhaust particles. Particle sampling was performed with the passive-sampler technique Sigma-2. The subsequent single-particle analysis allows for characterization of individual particles, determination of PM size distribution, and calculation of PM mass concentrations. Two motorways n ear Cologne (Koeln), Germany were selected as sampling sites, and the experimental setup in the field was realized with a so-called twin-site method. The present study reports single-particle analysis data for samples collected between May 31, 2013 and May 30, 2014. Coarse PM, generated through multi-source mechanisms, consists of, e.g., tire-wear, soot aggregates, and mineral dust. The highest mass concentration occurs at both motorways in spring, and the observed PM mainly contains traffic-abrasion particles. The field measurements show that the minimum PM concentration was found in the 5 to 12-°C temperature range, whereas the maximum concentration was observed in both the "5 to 5-°C and the 12 to 24-°C ranges, in agreement with previous laboratory measurements. Correlation between super-coarse (d p 10"80 μm, geometric equivalent diameter) PM concentration and precipitation displays a significant increase in concentration with decreasing number of precipitation events (dry weather periods).