Sonstige
Filtern
Erscheinungsjahr
- 2010 (48) (entfernen)
Dokumenttyp
- Konferenzveröffentlichung (48) (entfernen)
Volltext vorhanden
- ja (48) (entfernen)
Schlagworte
- Conference (44)
- Konferenz (44)
- Accident (25)
- Unfall (24)
- Injury (15)
- Statistik (15)
- Verletzung (15)
- Schweregrad (Unfall, Verletzung) (14)
- Severity (accid, injury) (14)
- Statistics (14)
- Analyse (math) (13)
- Analysis (math) (13)
- Fatality (12)
- Tödlicher Unfall (12)
- Safety (9)
- Geschwindigkeit (8)
- Sicherheit (8)
- Speed (8)
- Unfallverhütung (8)
- Car (7)
- Data acquisition (7)
- Datenerfassung (7)
- Frontalzusammenstoß (7)
- Prevention (7)
- Anfahrversuch (6)
- Cause (6)
- Head on collision (6)
- Reconstruction (accid) (6)
- Simulation (6)
- Unfallrekonstruktion (6)
- Ursache (6)
- Collision (5)
- Cyclist (5)
- Deutschland (5)
- Efficiency (5)
- Fußgänger (5)
- Germany (5)
- Leistungsfähigkeit (allg) (5)
- Motorcyclist (5)
- Motorradfahrer (5)
- PKW (5)
- Pedestrian (5)
- Radfahrer (5)
- Schweregrad (Unfall (5)
- Verletzung) (5)
- Zusammenstoß (5)
- Accident rate (4)
- Bewertung (4)
- Crash helmet (4)
- Data bank (4)
- Datenbank (4)
- Driver training (4)
- Impact study (4)
- Method (4)
- Rear end collision (4)
- Schutzhelm (4)
- Severity (accid (4)
- Unfallhäufigkeit (4)
- Verfahren (4)
- Wirksamkeitsuntersuchung (4)
- injury) (4)
- Überschlagen (4)
- Accident prevention (3)
- Age (3)
- Alte Leute (3)
- Alter (3)
- Auffahrunfall (3)
- Berechnung (3)
- Calculation (3)
- Evaluation (assessment) (3)
- Fahrzeug (3)
- Fahrzeugsitz (3)
- Hazard (3)
- Head (3)
- Impact test (3)
- Impact test (veh) (3)
- Improvement (3)
- Insasse (3)
- Kopf (3)
- Medical aspects (3)
- Medizinische Gesichtspunkte (3)
- Mobility (3)
- Mobilität (3)
- Modification (3)
- Old people (3)
- Overturning (veh) (3)
- Pkw (3)
- Risiko (3)
- USA (3)
- Vehicle (3)
- Vehicle occupant (3)
- Verbesserung (3)
- Veränderung (3)
- Abbiegen (2)
- Active safety system (2)
- Adaptation (psychol) (2)
- Adolescent (2)
- Aktives Sicherheitssystem (2)
- Anpassung (psychol) (2)
- Anthropometric dummy (2)
- Befreiung (Bergung) (2)
- Benutzung (2)
- Cervical vertebrae (2)
- Czech Republic (2)
- Decrease (2)
- Deformation (2)
- Development (2)
- Eindringung (2)
- Enforcement (law) (2)
- Entwicklung (2)
- Erste Hilfe (2)
- Europa (2)
- Europe (2)
- Extrication (2)
- Fahranfänger (2)
- Fahrausbildung (2)
- Fahrerweiterbildung (2)
- Fahrgeschicklichkeit (2)
- Fahrzeugführung (2)
- Fernverkehrsstraße (2)
- First aid (2)
- Fracture (bone) (2)
- France (2)
- Frankreich (2)
- Frau (2)
- Gesetzesdurchführung (2)
- Halswirbel (2)
- India (2)
- Indien (2)
- Jugendlicher (2)
- Junction (2)
- Knochenbruch (2)
- Knotenpunkt (2)
- Location (2)
- Main road (2)
- Motorcycle (2)
- Motorrad (2)
- On the spot accident investigation (2)
- Ort (Position) (2)
- Passive safety system (2)
- Passives Sicherheitssystem (2)
- Penetration (2)
- Recently qualified driver (2)
- Risikobewertung (2)
- Risk assessment (2)
- Safety belt (2)
- Schutzeinrichtung (2)
- Seat (veh) (2)
- Shock (2)
- Sicherheitsgurt (2)
- Skill (road user) (2)
- Test (2)
- Tschechische Republik (2)
- Turn (2)
- Untersuchung am Unfallort (2)
- Use (2)
- Vegetation (2)
- Verformung (2)
- Verhütung (2)
- Verminderung (2)
- Versuch (2)
- Versuchspuppe (2)
- Abkommen von der Fahrbahn (Unfall) (1)
- Accident prone location (1)
- Accident proneness (1)
- Accident severity (1)
- Accuracy (1)
- Air bag (restraint system) (1)
- Airbag (1)
- Angle (1)
- Arbeitsgruppe (1)
- Attitude (psychol) (1)
- Audit (1)
- Auffharunfall (1)
- Ausrüstung (1)
- Austria (1)
- Batterie (1)
- Battery (1)
- Baum (1)
- Behaviour (1)
- Bein [menschl] (1)
- Bepflanzung (1)
- Biomechanics (1)
- Biomechanik (1)
- Body (car) (1)
- Bone (1)
- Braking (1)
- Bremsung (1)
- Child (1)
- Clothing (1)
- Cost benefit analysis (1)
- Damage (1)
- Datenübertragung (telekom) (1)
- Dauer (1)
- Delivery vehicle (1)
- Density (1)
- Detection (1)
- Dichte (1)
- Digital model (1)
- Driver (1)
- Driving (1)
- Driving (veh) (1)
- Education (1)
- Eins (1)
- Einstellung (psychol) (1)
- Ejection (1)
- Elastizitätsmodul (1)
- Emergency (1)
- Entdeckung (1)
- Equipment (1)
- Erfahrung (menschl) (1)
- Error (1)
- Erziehung (1)
- Evaluation (1)
- Event data recorder (road vehicle) (1)
- Experience (human) (1)
- Face (human) (1)
- Fahrdatenschreiber (1)
- Fahrer (1)
- Fahrzeugflotte (1)
- Fahrzeugrückhaltesystem (1)
- Fehler (1)
- Fence (1)
- Feuer (1)
- Finite element method (1)
- Fire (1)
- Fleet of vehicles (1)
- Forecast (1)
- Frequency (1)
- Fuel tank (1)
- Geländefahrzeug (1)
- Genauigkeit (1)
- Geradeausverkehr (1)
- Gesetzgebung (1)
- Gesicht (1)
- Gewicht (1)
- Harmonisation (1)
- Harmonisierung (1)
- Head restraint (1)
- Herausschleudern (1)
- Highway design (1)
- Homogeneity (1)
- Homogenität (1)
- Hospital (1)
- Human factor (1)
- Häufigkeit (1)
- Information (1)
- Information documentation (1)
- Japan (1)
- Karosserie (1)
- Kind (1)
- Kleidung (1)
- Knochen (1)
- Kontrolle (1)
- Kopfstütze (1)
- Kraftstofftank (1)
- Krankenhaus (1)
- LKW (1)
- Leg (human) (1)
- Legislation (1)
- Lieferfahrzeug (1)
- Lorry (1)
- Man (1)
- Mann (1)
- Mathematical model (1)
- Menschlicher Faktor (1)
- Text (1)
- Methode der finiten Elemente (1)
- Modulus of elasticity (1)
- Nachricht (1)
- Norm (tech) (1)
- Norway (1)
- Norwegen (1)
- Notfall (1)
- Numerisches Modell (1)
- One (1)
- Organisation (1)
- Organization (1)
- Overlapping (1)
- Overturning (1)
- Quality (1)
- Qualität (1)
- Rechenmodell (1)
- Reconstruction [accid] (1)
- Regression analysis (1)
- Regressionsanalyse (1)
- Richtlinie (1)
- Risikoverhalten (1)
- Risk taking (1)
- Road network (1)
- Run off the road (accid) (1)
- Sachschaden (1)
- Safety fence (1)
- Schlag (1)
- Schweden (1)
- Schätzung (1)
- Seat (1)
- Seitlicher Zusammenstoß (1)
- Sichtbarkeit (1)
- Side impact (1)
- Specification (standard) (1)
- Specifications (1)
- Spinal column (1)
- Sport utility vehicle (1)
- Stahl (1)
- Standardisierung (1)
- Standardization (1)
- Steel (1)
- Straight ahead (traffic) (1)
- Straßenentwurf (1)
- Straßennetz (1)
- Surveillance (1)
- Telefon (1)
- Telephone (1)
- Tension (1)
- Time (1)
- Traveler (1)
- Unfallneigung (1)
- Unfallrekonsruktion (1)
- Unfallschwerpunkt (1)
- United Kingdom (1)
- Vehicle restraint system (1)
- Vereinigtes Königreich (1)
- Verhalten (1)
- Verkehrsinfrastruktur (1)
- Verkehrsteilnehmer (1)
- Sichtbarkeit (1)
- Weight (1)
- Winkel (1)
- Wirbelsäule (1)
- Wirtschaftlichkeitsrechnung (1)
- Woman (1)
- Women (1)
- Working group (1)
- Zeit (1)
- Zug (mech) (1)
- ar (1)
- Österreich (1)
- Überlappung (1)
Institut
- Sonstige (48) (entfernen)
Looking at the total of sum of fatal car accidents the number of single-vehicle accidents and particularly run-offroad (ROR) accidents are most frequent. In Austria on the Autobahn ROR accidents amounts to almost 45% of all fatal accidents, i.e. nearly every second fatal accident is caused by ROR accidents and interaction with infrastructure. Approximately 43 people were killed on Autobahns in ROR accidents with passenger cars. One possibility of protection against impacts with infrastructure is the use of guardrails. However, the initial element identified as a turned down terminal could become a dangerous impact object. These turned down terminals may lead a vehicle to roll over or the car "takes-off" when impacting the turned down guardrail. In many cases it is reported that the vehicle is jumping into road side objects such as traffic sign poles or overpasses. On average, nine people are killed in such accidents every year in Austria.
Small overlap frontal crashes are defined by a damage pattern with most of the vehicle deformation concentrated outboard of the main longitudinal structures. These crashes are prominent among frontal crashes resulting in serious and fatal injuries, even among vehicles that perform well in regulatory and consumer information crash tests. One of the critical aspects of understanding these crashes is knowing the crash speeds that cause the types of damage associated with serious injuries. Laboratory crash tests were conducted using 12 vehicles in three small overlap test conditions: pole, vehicle-to-vehicle collinear, and vehicle-to-vehicle oblique (15-degree striking angle). Field reconstruction techniques were used to estimate the delta V for each vehicle, and these results were compared with actual delta V values based on vehicle accelerometer data. Estimated delta Vs were 50% lower than actual values. Velocity change estimates for small overlap frontal crashes in databases such as NASS-CDS significantly underestimate actual values.
In road traffic accidents, a car-seat and its occupant can be subjected to various crash pulses in the case of a rear impact. This study investigates the influence of crash pulse shape on seat-occupant response and evaluates the corresponding risk of whiplash injury. For this purpose, a rigorously validated seat-occupant system model is used to study different carseat designs and crash pulses. Two different car-seat concepts are also presented which can effectively mitigate whiplash injury for a wide range of crash severity. It is shown that for crash pulses of similar severity, the level of whiplash-risk depends strongly on the combined effects of seat design and crash pulse shape.
A total survey of road traffic accidents involving most severely injured, defined as sustaining a polytrauma or severe monotrauma (ISS > 15) or being killed, was conducted over 14 months in a large study region in Germany. Data on injuries, pre-clinical and clinical care, crash circumstances and vehicle damage were obtained both prospectively and retrospectively from trauma centers, dispatch centers, police and fire departments. 149 patients with a polytrauma and eight with a severe monotrauma were recorded altogether. 22 patients died in hospital. Another 76 victims had deceased at the accident scene. In 2008, 49 % of patients treated with life-threatening injuries were car or van occupants, 21 % motorcyclists, 18 % cyclists and 10 % pedestrians. Among fatalities at the scene, vehicle occupants constituted an even larger portion. The number of road users with life-threatening trauma in the region was extrapolated to the German situation. It suggests that 10 % among the "seriously injured" as defined in national accident statistics are surviving accident victims with a polytrauma or severe monotrauma.
Every second counts when human lives are at stake. The increasingly safe design of vehicles presents rescuers with a serious challenge. Faced with high-strength steels and body reinforcements, even the most powerful cutters reach their limits. Therefore, incident commanders require information on the technical features and components installed, directly in the vehicle. Several tests have shown that such information helps to save valuable minutes. Therefore, a standardised A4 "rescue sheet" containing information on the location of cabin reinforcements, the tank, the battery, airbags, gas generators, control units etc. " and indicating adequate cutting points must be used throughout Europe. Hopefully, in a few years, the new eCall emergency call system will be in place everywhere in Europe. The system will transmit the relevant vehicle-specific data directly to the rescuers on-site. Until then, we need a simple and effective solution that saves lives.
The significant demographic changes are predicted for the European future. The age group over 65 years is permanently increasing and over next 30 years every fourth person will belong to this group. This development will continue so far that by 2050 in many countries will double the percentage of the population aged 65 and more. Many studies analyze the new phenomena of the ageing (graying) society during the last decade. Mobility is integrated part of the life of every citizen, even more it means for the elderly people. The adequate mobility is the precondition for their active life and for their social communication that contribute to their health and functional capacity and their autonomy and independency. The active seniors demand less public support. The mobility of the older citizens is closely linked with health and societal problems and creates an important public challenge. On the other side the participation of seniors in transport due to their limited physical and mental possibilities means for them an increased risk to be injured or killed. The main mobility spaces are roads that can be used not only as a traveler in a vehicle (driver or passenger) but also as a pedestrian or cyclist or even as a motorcyclist. The road traffic is then an opportunity and danger in the same time. The accident analyzes show specific risk features of seniors that are different compared with other age groups. First of all the older road users (65 and more) are facing to the higher risk (number of killed divided by the population size) to be killed in a road accident compared with the group of younger road users (0 - 64). More significant difference can be observed when comparing the road user groups. The fatality percentage of the older pedestrians is 2,5 times higher compared with the group 25 " 64. Similar frequency show the cyclist fatalities. On the other side the vehicle passengers in the younger group have more or less two time higher percentage compared to seniors and in the group of motorcyclists even achieved in 2008 almost five times higher compared with the older group. The share of the old road users fatalities (around 19%) didn"t practically change during the last 10 years in the European average. But comparing the gender involvement (2006) there is an interesting difference " female fatalities make 30, 2%, male fatalities 15, 3% of all fatalities in their groups. The risk of the senior users is more connected with their physical and mental limits than with their risk behavior. According to the Czech statistics (2007) the vehicle drivers over 65 years cause only 3, 6% of all accidents. The solution of the problem is to minimize the risk and to create a safe environment for the elderly people using the roads. In order to achieve this goal a deep knowledge of risk and of accident circumstances, full understanding of the behavior of the seniors and their limitations and accommodating approach of the whole society is necessary. Road risk of the ageing society has to be considered as a part of the health and social policy. These can build a creditable basis for the implementation of the measures that secure safe moving of seniors on the roads.
The role of a national motor vehicle crash causation study-style data set in rollover data analysis
(2010)
On 1 January 2005, The National Highway Traffic Safety Administration, an agency of the United States Department of Transportation, implemented a new data collection strategy designed to assess crash avoidance technologies and report associated behavioral inputs and outcomes. The original goal was a six-year program, however, during the shortened data collection period; it proved a valuable resource for understanding a precrash environment previously obscured by forensic case investigation. Another unintended consequence was an overlap with infrastructure, roadway geometry, and design with the occupant and vehicle outcomes, by virtue of well-defined attributes. External to the collected data, supplementary information was extrapolated, by using manuals published in the United States, by the American Association of State Highway Transportation Officials and selected State Departments of Transportation, in conjunction with the National Motor Vehicle Crash Causation Study (NMVCCS). This provided a backdrop to the infrastructure framework of the rollover problem within which the occupant and vehicle outcomes were studied. If a NMVCCS-style data collection were to be implemented elsewhere, then complementary manuals produced by federal transportation officials might be consulted producing similar relationships. The current study uses NMVCCS data to describe vehicles travelling through diverse design geometries and the outcome for occupants involved in crashes within that system. Codified and extrapolated data form the basis for assessing NMVCCS and its value to the transportation safety community, as the protocols are applicable universally. The benefit in continuing a NMVCCS-style study is noted, as the interaction of roadway infrastructure and occupant protection agencies might find paths to better work together in solving the complex rollover problem using a common data-driven approach.
Tree impacts are still one of the most important focal points of road deaths in Germany. For the year 2008, the latest figures in the national statistics show a share of 28% of road users killed in crashes with trees alongside a road amongst all crashes on rural roads (except the Autobahn). The official German statistics show the attribute "impact on a tree" since 1995. For this first reported year, the share of road users killed in such crashes was 30%. During the last 14 years, fatal accidents with road users killed on rural roads (except the Autobahn) after impacts on a tree declined by 60% from 1,737 (year 1995) to 696 (year 2008). But this is more or less in line with the general evolution of vehicle and traffic safety in Germany. For Germany as a whole the accident statistics do not show a reduction for "treer crashes" which is clearly more than the average for all accidents. But, as shown with the paper, there are different evolutions in the several German States. In public awareness the topic "tree impacts" is mostly associated with the situation in Germany after the reunification. At that time a lot of road users were killed on the avenues in the so called "new countries". The fact that "tree impacts" are still a big share within the figure of killed road users seems to be little-known. Using updated information coming from the official statistics and in-depth-studies, accident researchers can identify a big potential for further improvements of traffic safety on the associated district roads, state roads and federal highways. There is still a need to analyse more details of the accident occurrence with impacts on trees to generate new and updated findings on the current limits and potentials of measures to improve vehicle and traffic safety. To make further efforts in reducing the figures of victims of "tree impacts" the intensification of well-known conventional solutions " for example implementation of guard rails and reduction of speed - is an option. Measures related to vehicle safety technology especially in the field of primary (active) safety will have additional benefit within the physically imposed limits. With this background it can be seen that the subject "tree impacts" should be analysed with a holistic approach taking into account the entire system of driver, vehicle, road, the environment and a social consensus as well.