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- Englisch (337) (entfernen)
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- Conference (253)
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- injury) (45)
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- Motorcyclist (27)
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- Accident reconstruction (26)
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- Geschwindigkeit (26)
- Impact test (veh) (26)
- Fahrerassistenzsystem (25)
- Speed (25)
- Insasse (23)
- Leistungsfähigkeit (allg) (23)
- Prüfverfahren (23)
- Test method (23)
- Active safety system (22)
- Driver assistance system (22)
- Test (22)
- PKW (21)
- Aktives Sicherheitssystem (20)
- Efficiency (20)
- Method (20)
- Passives Sicherheitssystem (20)
- Vehicle occupant (20)
- Risiko (19)
- Versuch (19)
- Passive safety system (18)
- Pkw (18)
- Verfahren (18)
- Interview (17)
- Benutzung (16)
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- Biomechanik (15)
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- Risikobewertung (15)
- Seitlicher Zusammenstoß (15)
- Motorcycle (14)
- Risk assessment (14)
- Safety belt (14)
- Side impact (14)
- Accident rate (13)
- Dummy (13)
- Leg (human) (13)
- Alte Leute (12)
- Auffahrunfall (12)
- Brustkorb (12)
- Fahrzeugsitz (12)
- Improvement (12)
- Rear end collision (12)
- Rechenmodell (12)
- Unfallhäufigkeit (12)
- Verbesserung (12)
- Überschlagen (12)
- Behaviour (11)
- Database (11)
- Development (11)
- Entwicklung (11)
- Mathematical model (11)
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- Schutzhelm (11)
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- Verhalten (11)
- Airbag (10)
- Berechnung (10)
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- Deformation (10)
- Fehler (10)
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- Krankenhaus (10)
- Menschlicher Faktor (10)
- Messung (10)
- Overturning (veh) (10)
- Thorax (10)
- Age (9)
- Alter (9)
- Bein (menschl) (9)
- Bremsung (9)
- Calculation (9)
- Error (9)
- Fahranfänger (9)
- Front (9)
- Hospital (9)
- Impact test (9)
- Japan (9)
- Prognose (9)
- Recently qualified driver (9)
- USA (9)
- Verformung (9)
- Wirbelsäule (9)
- Air bag (restraint system) (8)
- Braking (8)
- Digital model (8)
- Erste Hilfe (8)
- Lorry (8)
- Numerisches Modell (8)
- Prevention (8)
- Antikollisionssystem (7)
- Austria (7)
- Cervical vertebrae (7)
- Fracture (bone) (7)
- Halswirbel (7)
- Impact study (7)
- Interior (veh) (7)
- Knee (human) (7)
- Knochenbruch (7)
- Modification (7)
- Spinal column (7)
- Standardisierung (7)
- Vereinigtes Königreich (7)
- Veränderung (7)
- Österreich (7)
- Adolescent (6)
- China (6)
- Collision avoidance system (6)
- Compatibility (6)
- Cost benefit analysis (6)
- Driver training (6)
- EU (6)
- Fahrausbildung (6)
- Fahrzeuginnenraum (6)
- First aid (6)
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- Knotenpunkt (6)
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- Research report (6)
- Software (6)
- Standardization (6)
- Transport infrastructure (6)
- Vehicle regulations (6)
- Verminderung (6)
- Vorn (6)
- Wirksamkeitsuntersuchung (6)
- Wirtschaftlichkeitsrechnung (6)
- Analyse (Math) (5)
- Angle (5)
- Autobahn (5)
- Correlation (math, stat) (5)
- Decrease (5)
- Deformable barrier (impact test) (5)
- Delivery vehicle (5)
- Eins (5)
- Electronic stability program (5)
- Fahrstabilität (5)
- Forschungsarbeit (5)
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- Impact sled (5)
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- One (5)
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- Technologie (5)
- Technology (5)
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- Verkehrsinfrastruktur (5)
- Winkel (5)
- Abdomen (4)
- Aufprallschlitten (4)
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- Bremse (4)
- Classification (4)
- Coefficient of friction (4)
- Collision test (veh) (4)
- Damage (4)
- Deformierbare Barriere (Anpralltest) (4)
- Design (overall design) (4)
- Detection (4)
- Distraction (4)
- Driver information (4)
- Driving (veh) (4)
- Drunkenness (4)
- Dynamics (4)
- Dynamik (4)
- Einstellung (psychol) (4)
- Elektronisches Stabilitätsprogramm (4)
- Erziehung (4)
- Estimation (4)
- Fahrdatenschreiber (4)
- Fahrgeschicklichkeit (4)
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- Finite element method (4)
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- Motorway (4)
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- Occupant (veh) (4)
- Probability (4)
- Regression analysis (4)
- Regressionsanalyse (4)
- Reibungsbeiwert (4)
- Reproducibility (4)
- Reproduzierbarkeit (4)
- Sachschaden (4)
- Schutzeinrichtung (4)
- Schweden (4)
- Seite (4)
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- Sichtbarkeit (4)
- Straßenentwurf (4)
- Surface texture (4)
- Technische Vorschriften (Kraftfahrzeug) (4)
- Trunkenheit (4)
- Unfallfolgemaßnahme (4)
- United Kingdom (4)
- Unterleib (4)
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- Sichtbarkeit (4)
- Wahrscheinlichkeit (4)
- Woman (4)
- Ablenkung (psychol) (3)
- Anti locking device (3)
- Attitude (psychol) (3)
- Ausrüstung (3)
- Automatic (3)
- Autonomes Fahren (3)
- Autonomous driving (3)
- Befreiung (Bergung) (3)
- Bein (3)
- Bicycle (3)
- Blickfeld (3)
- Brake (3)
- Bus (3)
- Camera (3)
- Coach (3)
- Crash test (3)
- Czech Republic (3)
- Decision process (3)
- Detektion (3)
- Digitale Bildverarbeitung (3)
- Durability (3)
- Education (3)
- Effectiveness (3)
- Electric vehicle (3)
- Elektrofahrzeug (3)
- Entscheidungsprozess (3)
- Equipment (3)
- Event data recorder (road vehicle) (3)
- Extrication (3)
- Fahrrad (3)
- Field of vision (3)
- Gefahrenabwehr (3)
- Griffigkeit (3)
- Information documentation (3)
- Kamera (3)
- Kleidung (3)
- Korea (Süd) (Demokratische Republik) (3)
- Lieferfahrzeug (3)
- Lkw (3)
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- Mann (3)
- Medizinische Untersuchung (3)
- Methode der finiten Elemente (3)
- Norm (tech) (3)
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- Passenger (3)
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- Spain (3)
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- Specification (standard) (3)
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- Abbiegen (2)
- Abkommen von der Fahrbahn (Unfall) (2)
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- Begleitetes Fahren (2)
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- Compliance (specif) (2)
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- Edge (2)
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- Ergonomics (2)
- Ergonomie (2)
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- Eu (2)
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- Experience (human) (2)
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- Expertensystem (2)
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- Fahrsimulator (2)
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- Führerschein (2)
- Geländefahrzeug (2)
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- Langfristig (2)
- Learning (2)
- Long term (2)
- Luftverunreinigung (2)
- Medical examination (2)
- Messgerät (2)
- Methode der finite Elemente (2)
- Mobile phone (2)
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- Model (not math) (2)
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- Motorisierungsgrad (2)
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- Theorie (2)
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- (menschl) (1)
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- Active safety (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)
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- Conference; Germany; Injury; Medical examination; Spinal column; X ray (1)
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Institut
- Sonstige (337) (entfernen)
This study updates previous IIHS studies comparing estimated delta Vs for crash tested vehicles to the distribution of estimated delta Vs in the National Automotive Sampling System (NASS) Crashworthiness Data System (CDS). The delta V estimates for 232 frontal crash tests at 64.4km/h into a deformable barrier with 40 percent overlap are compared with estimates from frontal offset crashes in the 1997-2004 NASS database. All delta V estimates were based on SMASH, the delta V estimating program used by NASS since 1997. Results indicated that for all vehicles tested by IIHS, SMASH delta Vs were, on average, 32 percent lower than impact speeds and about 28 percent lower than the expected delta V. Almost 80 percent of all real-world frontal crashes resulting in AIS 3+ injuries and just over 60 percent of all fatal crashes occur at or below the average estimated delta V calculated for crash tested vehicles.
The increase in light duty trucks (LDT) on the road in the US is a safety concern because of their aggressivity, or risk they present to occupants of cars, especially in side impacts. We use FARS data to look at fatality trends in frontal and side impacts between cars and LDT. FARS data is also used to determine risk, or fatalities per registered vehicle, imposed on car drivers from other vehicle types. We use NASS CDS data to investigate sources of serious injuries in vehicles with side impact. These sources of injury are categorized into three major groups: 1) contact without intrusion, 2) contact with intrusion, and 3) restraints. We find a greater fraction of intrusion related injuries in cars struck on their side by SUV or pick-up trucks than when they are struck by other cars.
This study examines the severity and types of injuries sustained by child pedestrians aged 18 years and below in order to identify the body regions at greatest risk for injury in a pedestrian accident. Detailed medical diagnoses were reviewed retrospectively for 572 child pedestrians admitted to an urban pediatric trauma center with injuries during the time period from January 2001 to December 2005. Eighty percent of these children sustained AIS 2 or greater injuries, most commonly to the lower extremity (41%) and head (34%). Fortyfour percent of admitted children had more significant AIS 3 or greater injuries primarily to the head (58%), thorax (17%) and lower extremities (14%). Testing procedures to assess the child- interaction with the motor vehicle should include injury assessment for the pediatric head, thorax and lower extremities. This understanding of how child pedestrians interact with motor vehicles may provide insight into effective countermeasures with potential for implementation in vehicle designs world-wide.
A legform impactor with biofidelic characteristics (FlexPLI) which is being developed by the Japanese Automobile Research Institute (JARI) is being considered as a test tool for legislation within a proposed Global Technical Regulation on pedestrian protection (UNECE, 2006) and therefore being evaluated by the Technical Evaluation Group (TEG) of GRSP. In previous built levels it already showed good test results on real cars as well as under idealised test conditions but also revealed further need for improvement. A research study at the Federal Highway Research Institute (BASt) deals with the question on how leg injury risks of modern car fronts can be revealed, reflected and assessed by the FlexPLI and how the impactor can be used and implemented as a legislative instrument for the type approval of cars according to current and future legislations on pedestrian protection. The latest impactor built level (GTα ) is being evaluated by a general review and assessment of the certification procedure, the knee joint biofidelity and the currently proposed injury criteria. Furthermore, the usability, robustness and durability as a test tool for legislation is examined and an assessment of leg injuries is made by a series of tests with the FlexPLI on real cars with modern car front shapes as well as under idealised test conditions. Finally, a comparison is made between the FlexPLI and the current european legislation tool, the legform impactor according to EEVC WG 17.
The PDB, BASt and Opel conducted two test series to evaluate possible effects on the results obtained using the EEVC WG17 Lower Legform Impactor as a test tool for the assessment of pedestrian safety. The reproducibility and repeatability of the test results were assessed using six legform impactors while keeping the test parameters constant. In the second series one impactor was used and the test parameters were varied to assess the effects on the readings of the legform. The test parameters were velocity, temperature, relative humidity, the point of first contact regarding the deviation in z-direction and the deviations of the pitch, roll and yaw angle. The tests were performed using an inverse setup, i.e. the legform was hit by a guided linear impactor equipped with a honeycomb deformation element. This setup was chosen to be able to vary each single parameter while avoiding variations of the other test parameters at the same time. The test parameters were varied stronger than allowed in regulatory use in order to determine possible dependencies between the parameters and the readings which were acceleration, bending angle and shear displacement.
Crash involvement studies using routine accident and exposure data : a case for case-control designs
(2009)
Fortunately, accident involvement is a rare event: the chance of an individual road user trip to end up in a crash is close to zero. Thus, according to general epidemiological principles one can expect the case-control study design to be especially suitable for quantifying the relative risk (odds ratio) of accident involvement of road users with a certain risk factor as compared to road users that do not have this characteristic. Ideally, of course, the database for such a case-control study should be established by drawing two independent random samples of cases (accidental units) and controls (nonaccidental units), respectively. If, however, special data collection is not an option, it is nevertheless possible to analyze routine accident and exposure data under a case-control design in order to fully exploit the information contained in already existing databases. As a prerequisite, accident and exposure data from different sources are to be combined in a single file of micro or grouped data in a way consistent with the case-control study design. Among other things, the proposed methodological approach offers the possibility to use in-depth data of the GIDAS type also in investigations of active vehicle safety by combining this data with appropriate vehicle trip data collected in mobility surveys.
Powered Two Wheelers (PTWs) accidents constitute one of the road safety problems in Europe. PTWs fatalities represent 22% at EU level in 2006, having increased during last years, representing an opposite trend compared to other road users" figures. In order to reduce these figures it is necessary to investigate the accident causation mechanisms from different points of view (e.g.: human factor, vehicle characteristics, influence of the environment, type of accident). SAFERIDER project ("Advanced telematics for enhancing the SAFEty and comfort of motorcycle RIDERs", under the European Commission "7th Framework Program") has investigated PTW accident mechanisms through literature review and statistical analyses of National and In-depth accident databases; detecting and describing all the possible PTW's accident configurations where the implementation of ADAS (Advanced Driver Assistance Systems) and IVIS (In-Vehicle Information Systems) could contribute to avoid an accident or mitigate its severity. DIANA, the Spanish in-depth database developed by CIDAUT, has been analyzed for that purpose. DIANA comprises of accident investigation teams, in close cooperation with police forces, medical services, forensic surgeons, garages and scrap yards. An important innovation is the fact that before injured people arrive to hospitals, photographs and explanations about the possible accident injury mechanisms are sent to the respective hospitals (via 3G GPRS technology). By this, additional information to medical staff can be provided in order to predict in advance possible internal injuries and select the best medical treatment. This methodology is presented in this paper. On the other hand, the main results (corresponding to road, rider and PTW characteristics; pre and post-accident manoeuvres; road layout; rider behaviour; impact points; accident causations;...) from the analyses of the PTW accidents used for SAFERIDER are shown. Only accident types relevant to ADAS and IVIS devices have been considered.
Since its beginning in 1999, the German In-Depth Accident Study (GIDAS) evolved into the presumably leading representative road traffic accident investigation in Europe, based on the work started in Hanover in 1973. The detailed and comprehensive description of traffic accidents forms an essential basis for vehicle safety research. Due to the ongoing extension of demands of researchers, there is a continuous progress in the techniques and systematic of accident investigation within GIDAS. This paper presents some of the most important developments over the last years. Primary vehicle safety systems are expected to have a significant and increasing influence on reducing accidents. GIDAS therefore began to include and collect active safety parameters as new variables from the year 2005 onwards. This will facilitate to assess the impact of present and future active safety measures. A new system to analyse causation factors of traffic accidents, called ACASS, was implemented in GIDAS in the year 2008. The whole process of data handling was optimised. Since 2005 the on-scene data acquisition is completely conducted with mobile tablet PCs. Comprehensive plausibility checks assure a high data quality. Multi-language codebooks are automatically generated from the database structure itself and interfaces ensure the connection to various database management systems. Members of the consortium can download database and codebook, and synchronize half a terabyte of photographic documentation through a secured online access. With the introduction of the AIS 2005 in the year 2006, some medical categorizations have been revised. To ensure the correct assignment of AIS codes to specific injuries an application based on a diagnostic dictionary was developed. Furthermore a coding tool for the AO classification was introduced. All these enhancements enable GIDAS to be up to date for future research questions.
In the last years there has been a decline in accident figures in Germany especially for four wheeled vehicles. At the same time, accident figures for motorcycles remained nearly constant. About 17 % of road traffic fatalities in the year 2006 were motorcyclists. 33 % of these riders were killed in single vehicle crashes. This leads to the conclusion that improving driving dynamics and driving stability of powered two wheelers would yield considerable safety gains. However, the well-known measures for cars and trucks with their proven effectiveness cannot be transferred easily to motorcycles. Therefore studies were carried out to examine the safety potential of Anti Lock Braking Systems (ABS) and Vehicle Stability Control (VSC) for motorcycles by means of accident analysis, driving tests and economical as well as technical assessment of the systems. With regard to ABS, test persons were assigned braking tasks (straight and in-curve) with five different brake systems with and without ABS. Stopping distances as well as stress and strain on the riders were measured for 9 test riders who completed 105 braking manoeuvres each. Knowing the ability of ABS to avoid falls during braking in advance of a crash and taking into account the system costs, a cost benefit analysis for ABS for motorcycles was carried out for different market penetration of ABS, i.e. equipment rates, and different time horizons. The potential of VSC for motorcycles was estimated in two steps. First the kinds of accidents that could be prevented by such a system at all have been analysed. For these accident configurations, simulations and driving tests were then performed to determine if a VSC was able to detect the critical driving situation and if it was technically possible to implement an actuator which would help to stabilise the critical situation.
Within the process of integrating passenger airbags in the vehicle fleet a problem of compatibility between the passenger airbag and rear-facing child restraint systems was recognised. Especially in the US several accidents with children killed by the passenger airbag were recorded. Taking into account these accidents the deactivation of a present passenger airbag is mandatory if a child is carried in a rear-facing child restraint system at the front passenger seat in all member states of the European Union. This rule is in force since the deadline of 2003/20/EC at the latest. In the past a passenger airbag either could not be disabled or could only be disabled by a garage. Today there are a lot of different possibilities for the car driver himself to disable the airbag. Solutions like an on/off-switch or the automatic detection of a child restraint system are mentioned as an example. Taking into account the need for the deactivation of front passenger airbags two types of misuse can occur: transportation of an infant while the airbag is (still) enabled and transportation of an adult, while the airbag is disabled, respectively. Within a research project funded by BASt both options of misuse were analysed utilising two different types of surveys amongst users (field observations and interviews, Internet-questionnaires). In addition both analysis of accident data and crash tests for an updated assessment of the injury risk caused by the front passenger airbag were conducted. Both surveys indicate a low risk of misuse. Most of the misuse cases were observed in older cars, which offer no easy way to disable the airbag. For systems, which detect a child seat automatically, no misuse could be found. The majority of misuses in cars equipped with a manual switch were caused by reasons of oblivion. Also the accident analysis indicates a minor risk of misuse. From more than 300 cases of the GIDAS accident sample that were analysed, only 24 children were using the front passenger seat in cars equipped with a front passenger airbag. In most of these cases the airbag was deactivated. When misuse occurred the injury severity was low. However, when analysing German single accidents the fatality risk caused by the front passenger airbag became obvious. From the technical point of view, there were important changes in the design of passenger airbags in recent years. Not only volume and shape were modified, but also the mounting position of the entire airbag module was changed fundamentally. Even if these findings do not allow obtaining general conclusions, a clear tendency of less danger by airbags could be identified. For future vehicle development a safe combination of airbags and rear faced baby seats seems to be possible in the long term. This would mean that both types of misuse could be eliminated. For parents an easier use of child seat and car would be the result.