Sonstige
Die Ergebnisse der vorliegenden Studie zeigen, dass die Art, wie ein Fahrer mit Belastungen im Straßenverkehr umgeht, in Zusammenhang steht mit seinem Fahrstil und den Fahrfehlern, die er macht. Dabei zeigt sich, dass insbesondere ein konfrontativer Bewältigungsstil die Konfliktneigung im Straßenverkehr erhöht und dass diese Fahrer nicht nur andere belasten, sondern dass dieser Bewältigungsstil auch dazu führt, dass diese Fahrer selbst mehr Stress und Belastungen erleben.
Road safety is a major preoccupation of the European Commission and the road transport industry and depends on numerous significant factors. In order to improve road safety and to plan effective safety improvement actions for truck transport, we must first identify the problems to be addressed, i.e. what are the main causes of truck accidents. The ETAC project, initiated by the European Commission and the IRU, was launched in order to set up a heavy goods vehicle accident causation study across European countries to identify future actions which could contribute to the improvement of road safety. The results will be based on a detailed analysis of truck accident data collected in seven European countries according to a common methodology which has been elaborated through numerous national and European projects. This paper describes the common methodology used to collect the information on the scene of the accident and to analyse the data so that the reconstruction of the crash events may be carried out. CEESAR proposes a methodology using its experience gained from over 10 years of accident data collection. This methodology is based on an in-depth investigation of the parameters involved in-an accident and linked to the driver, the vehicle, the road and their environment. In-depth investigation requires accident investigator presence on the scene of the accident in order to collect volatile information such as marks on the road, weather conditions, visibility, state and equipment of the vehicle, driver interview. Later, passive and active information is gathered, either at the hospital for the driver, at the garage for the vehicle or on the spot for the road geometry. A reconstruction carried out with the help of specific software and the analysis of the data collected and calculated enables the identification of the main causes of the accident and the future actions to plan in order to improve road safety as regards truck traffic.
Sedan type vehicles in which adult rear seat passengers were present and which were involved in frontal collisions were investigated, and the influence of unbelted rear seat passengers on the injuries of front seat occupants was studied. Unbelted rear seat passengers move forward during impact. It was observed that there were not only cases in which front seat occupants sustained injuries caused by direct contact with rear seat passengers, but also cases where front seat occupants received severe injuries due to additional force from rear seat passengers, either impacting directly or indirectly as a result of deformation of the front seat. Severe injuries of front seat occupants were observed in the latter cases. This research validates the importance of seat-belt use for rear seat passengers, not only to protect themselves but also to mitigate injuries of front seat occupants.
Motorcycle safety research
(2007)
Honda- global motorcycle sales exceeded the 10 million units mark since 2004, and further expansion is expected. As a responsibility for a company to provide mobility, Honda is focusing on motorcycle safety as top priority and has been working on various activities for both aspects of hardware and software. Here, we present Honda- activity for the safety technology of motorcycles. At present, Honda is promoting motorcycle safety in the four themes of prevention and collision safety such as safety education, recognition assistance, accident prevention and injury reduction. First, in the area of the safety education, the "Honda Safety Driving Promotion Center" was established in 1970, and motorcycle riders and vehicle driver trainings have been organized, and the traffic training centers are used as an actual practice field not only in Japan but also in many other regions in the world. Through our training activities, the new area of safety training with hardware assistance was developed and Honda- unique technology was accumulated such as the riding simulator which can provide experience of potentially dangerous situations without risk. Especially, the "riding trainer", the popular version of the riding simulator, was introduced at several motor shows in various countries and launched in September 2005. It was distributed first in Europe and is expected to expand globally aiming at 3000 units worldwide.. And in Europe, the newest version, which includes the suburban roads program, jointly developed with ADAC, will be released in near future. In the area of recognition assistance, "vehicle to vehicle communication technology" is under development using the advantage of being a manufacturer of both motorcycles and cars. This technology is under research as Honda "ASV-3" in Japan, and as part of C2C activity in Europe. As for the accident prevention, advanced brake systems for motorcycles to assist more effective brake operation have been expanded, Honda signed the European Road Safety Charter in April 2004 with the advanced brake systems commitment and furthermore, they are expanding according to vehicle characteristics and region. Then all models above 250 cc will have a version of the system by 2010. And as the last theme, "motorcycle airbag system" is introduced which is equipped on a mass production motorcycle for the first time in the world. It has been researched and developed for a long time as an injury reduction technology for collision accidents. Honda automobile technology was used for the research and development of the motorcycle airbag, and many specific issues such as the analysis of the collision conditions particular to motorcycles have been solved to realize today- success. It might be known that ADAC in-house crash test held in August this year confirmed the high effectiveness of the airbag system and showed a positive result. This motorcycle airbag system is equipped to the Honda Gold Wing and launched in North America in August, 2006. Also in Europe, it will be sold by the end of this year. Each theme of Honda motorcycle safety technology can be seen at the Honda booth.
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.
Detailed investigations and reconstructions of real accidents involving vulnerable road users
(2005)
The aim of this research is to improve knowledge about vulnerable road users accidents and more specifically pedestrians or cyclists. This work has been based on a complete analysis of real accidents. From accidents chosen from an in-depth multidisciplinary investigation (psychology, technical, medical), we have tried to identify the configuration of the impact: car speed, pedestrian or cyclist orientations. Then, we have made a numerical modelling of the same configuration with a multibody software. In particular, we have reproduced the anthropometry of the victim and the front shape of the car. A first simulation has been performed on this starting configuration. Next, effects of some parameters such as car velocity or victim position at impact have been numerically studied in order to find the best correlations with all indications produced by the in-depth analysis. Finally, the retained configuration was close to the presumed real accident conditions because it reproduces in particular the same impact points on the car, the same injuries, and is according to the driver statement. This double approach associating an in-depth accident analysis and a numerical simulation has been applied on pedestrian-to-car and bicyclist-tocar accidents. It has allowed us to better understand the real kinematics of such impacts. Even if this method is based on a case to case study, it underlines which parameters are relevant on a vulnerable road user accident investigation and reconstruction.
Das Ziel des DRUGS-Kurses ist eine dauerhafte Distanzierung vom Drogenkonsum durch Drogenabstinenz. Der Kursteilnehmer verpflichtet sich, für die Dauer des Kurses jeglichen Drogenkonsum zu unterlassen. Während des Kurses erfolgt eine Abstinenzkontrolle durch ein forensisch verwertbares Drogenscreening. Auf die Basisstufe entfallen die ersten vier Sitzungen. Darauf folgt eine vierwöchige Selbstbeobachtungsphase, in der auch das Drogenscreening durchgeführt wird. Die in der Selbstbeobachtungsphase gemachten Erfahrungen werden in der anschließenden Aufbauphase besprochen und optimiert. Der individualpsychologische Ansatz berücksichtigt insbesondere die Psychodynamik in der Gruppe. Die Teilnehmer, welche Drogenkonsum oft mit Gruppennormen und -zwängen verbinden, können hier auch die Erfahrung machen, dass sie als Einzelne in der Lage sind, Gruppennormen mitzugestalten und sich davon, wo nötig, zu distanzieren und eine eigene Position in der Gruppe einzunehmen. Die Gruppe bietet auch das Übungsfeld für Verhaltensweisen, welche in der sozialen Gruppe außerhalb des Kurses notwendig sind.
Real world accident reconstruction with the Total Human Model for Safety (THUMS) in Pam-Crash
(2013)
Further improvement of vehicle safety needs detailed analysis of real world accidents. According to GIDAS (German In-Depth Accident Study) most car to car front accidents occur at mid-crash severity. In this range thoracic injuries already occur. In this study a real world frontal crash with mid-crash severity out of the AARU database was reconstructed. The selected car to car accident was reconstructed by AARU by means of pc-crash software in order to get the initial dynamic accident conditions. These initial conditions were used to reconstruct the complete accident in more detail using FE models for the car structure and the occupants. Occupant simulations were performed with FE HIII-dummy models and the THUMS using Pam-Crash code. An initial THUMS validation was performed in order to verify the model-´s biofidelity by means of table-top test simulations. THUMS bone stiffness values were modified to match the real word occupant age. A comparison between driver and passenger restraint system loading was done, as well as an injury prediction comparison between the HIII-dummy model and THUMS response for both cases. Detailed comparison between the HIII-dummy models and THUMS regarding thoracic loading are discussed.
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.