Sonstige
Filtern
Erscheinungsjahr
Dokumenttyp
Sprache
- Englisch (53)
- Deutsch (5)
- Mehrsprachig (1)
Schlagworte
- Anfahrversuch (21)
- Test method (20)
- Impact test (veh) (19)
- Prüfverfahren (19)
- Bewertung (18)
- Conference (18)
- Evaluation (assessment) (18)
- Konferenz (18)
- Dummy (14)
- Injury (14)
- Verletzung (14)
- Anthropometric dummy (13)
- Safety (13)
- Sicherheit (13)
- Fußgänger (12)
- Pedestrian (12)
- Driver assistance system (11)
- Accident (10)
- Collision (10)
- Deutschland (10)
- Fahrerassistenzsystem (10)
- Frontalzusammenstoß (10)
- Germany (10)
- Head on collision (10)
- Simulation (10)
- Unfall (10)
- Zusammenstoß (9)
- Analyse (math) (8)
- Analysis (math) (8)
- Biomechanics (8)
- Biomechanik (8)
- Child (7)
- Fahrzeug (7)
- Head (7)
- Kind (7)
- Kopf (7)
- Passives Sicherheitssystem (7)
- Radfahrer (7)
- Schweregrad (Unfall (7)
- Verletzung) (7)
- injury) (7)
- Cyclist (6)
- Europa (6)
- Europe (6)
- Insasse (6)
- Passive safety system (6)
- Schweregrad (Unfall, Verletzung) (6)
- Severity (accid, injury) (6)
- Vehicle (6)
- Vehicle occupant (6)
- Car (5)
- Compatibility (5)
- Driver (5)
- Fahrer (5)
- Impact test (5)
- Knee (human) (5)
- Kompatibilität (5)
- Seitlicher Zusammenstoß (5)
- Severity (accid (5)
- Side impact (5)
- Accident prevention (4)
- Alte Leute (4)
- Brustkorb (4)
- Deformable barrier (impact test) (4)
- Deformation (4)
- Deformierbare Barriere (Anpralltest) (4)
- Fahrzeugsitz (4)
- Improvement (4)
- Knie (menschl) (4)
- Leg (human) (4)
- Reproducibility (4)
- Reproduzierbarkeit (4)
- Safety belt (4)
- Seat (veh) (4)
- Sicherheitsgurt (4)
- Standardisierung (4)
- Standardization (4)
- Thorax (4)
- Unfallverhütung (4)
- Verbesserung (4)
- Aufprallschlitten (3)
- Autonomes Fahren (3)
- Autonomous driving (3)
- Behaviour (3)
- Bein (menschl) (3)
- Belastung (3)
- Bemessung (3)
- Benutzung (3)
- Braking (3)
- Bremsung (3)
- Database (3)
- Datenbank (3)
- Design (overall design) (3)
- Fahrzeuginnenraum (3)
- Fatality (3)
- Front (3)
- Gesetzgebung (3)
- Impact sled (3)
- Interior (veh) (3)
- Legislation (3)
- Load (3)
- Modification (3)
- Motorcyclist (3)
- Motorradfahrer (3)
- Old people (3)
- Pkw (3)
- Statistics (3)
- Statistik (3)
- Technische Vorschriften (Kraftfahrzeug) (3)
- Technologie (3)
- Technology (3)
- Tödlicher Unfall (3)
- Use (3)
- Vehicle regulations (3)
- Verformung (3)
- Verhalten (3)
- Veränderung (3)
- Abdomen (2)
- Active safety system (2)
- Airbag (2)
- Aktives Sicherheitssystem (2)
- Anti locking device (2)
- Ausrüstung (2)
- Automatic (2)
- Automatisch (2)
- Autonomes Fahrzeug (2)
- Autonomous vehicle (2)
- Cervical vertebrae (2)
- Classification (2)
- Cost benefit analysis (2)
- Crash Test (2)
- Development (2)
- Driver information (2)
- Efficiency (2)
- Entwicklung (2)
- Equipment (2)
- Error (2)
- Fahrerinformation (2)
- Fahrstabilität (2)
- Fehler (2)
- Forecast (2)
- Forschungsarbeit (2)
- Forschungsbericht (2)
- Gewicht (2)
- Halswirbel (2)
- Hospital (2)
- Human body (2)
- Intelligent transport system (2)
- Klassifizierung (2)
- Krankenhaus (2)
- Leistungsfähigkeit (allg) (2)
- Measurement (2)
- Menschlicher Körper (2)
- Messung (2)
- Motorcycle (2)
- Motorrad (2)
- Norm (tech) (2)
- On the spot accident investigation (2)
- Prognose (2)
- Research project (2)
- Research report (2)
- Risiko (2)
- Risk (2)
- Severity (acid (2)
- Specification (standard) (2)
- Spinal column (2)
- Test (2)
- Traffic (2)
- Unfallrekonstruktion (2)
- Unterleib (2)
- Untersuchung am Unfallort (2)
- Vehicle handling (2)
- Verkehr (2)
- Versuch (2)
- Vorn (2)
- Weight (2)
- Windschutzscheibe (2)
- Windscreen (veh) (2)
- Wirbelsäule (2)
- Wirtschaftlichkeitsrechnung (2)
- (menschl) (1)
- Abnutzung (1)
- Accident rate (1)
- Accident reconstruction (1)
- Active safety (1)
- Adult (1)
- Aged people (1)
- Air bag (restraint system) (1)
- Aktive Sicherheit (1)
- Angle (1)
- Anhänger (1)
- Anthropmetric dummy (1)
- Antiblockiereinrichtung (1)
- Antiblockiersystem (1)
- Antikollisionssystem (1)
- Apparatus (measuring) (1)
- Asphaltstraße (Oberbau) (1)
- Attitude (psychol) (1)
- Auffahrunfall (1)
- Autobahn (1)
- Baustelle (1)
- Behinderter (1)
- Bein (1)
- Bicycle (1)
- Bicyclist (1)
- Bridge (1)
- Bruch (mech) (1)
- Brücke (1)
- Cadaver (1)
- Cause (1)
- Chassis (1)
- Collision avoidance system (1)
- Communication (1)
- Construction site (1)
- Cooperative intelligent transport system (1)
- Crashtest (1)
- Damage (1)
- Data acquisition (1)
- Data security (1)
- Datenerfassung (1)
- Datensicherheit (1)
- Dauerhaftigkeit (1)
- Deceleration (1)
- Delivery vehicle (1)
- Demografie (1)
- Demography (1)
- Detection (1)
- Detektion (1)
- Disabled person (1)
- Driving (veh) (1)
- Durability (1)
- Dynamic penetration test (1)
- EU directive (1)
- EU-Richtlinie (1)
- Einstellung (psychol) (1)
- Electroencephalography (1)
- Electronic stability program (1)
- Elektroencephalographie (1)
- Elektronisches Stabilitätsprogramm (1)
- Empfindlichkeit (1)
- Erwachsener (1)
- Eye movement (1)
- Fahrassistenzsystem (1)
- Fahrleistung (1)
- Fahrrad (1)
- Fahrwerk (1)
- Fahrzeugführung (1)
- Failure (1)
- Fatigue (human) (1)
- Finite element method (1)
- Flexible pavement (1)
- Foot (not a measure) (1)
- Force (1)
- Frau (1)
- Fuß (1)
- Haftung (jur) (1)
- Head (human) (1)
- Height (1)
- Hinten (1)
- Höhe (1)
- Hüfte (menschl) (1)
- Impact study (1)
- Incident detection (1)
- Intelligentes Transportsystem (1)
- Intelligentes Verkehrssystem (1)
- Interface (1)
- Intersection (1)
- Interview (1)
- Kleintransporter (1)
- Knie (1)
- Knotenpunkt (1)
- Kommunikation (1)
- Kooperatives System (ITS) (1)
- Kopf (menschl) (1)
- Kraft (1)
- Kraftfahrzeug (1)
- Kunststoff (1)
- Landstraße (1)
- Leichnam (1)
- Lenken (Fahrzeug) (1)
- Liability (1)
- Lidschlag (1)
- Lkw (1)
- Lorry (1)
- Mathematical model (1)
- Medical examination (1)
- Medizinische Untersuchung (1)
- Messgerät (1)
- Methode der finiten Elemente (1)
- Motorway (1)
- Müdigkeit (1)
- Optimum (1)
- Overlapping (1)
- Pavement Management System (1)
- Pavement management system (1)
- Pelvis (1)
- Pfahl (1)
- Pile (1)
- Plastic material (1)
- Prevention (1)
- Prototyp (1)
- Prototype (1)
- Prüefverfahren (1)
- Public transport (1)
- Quality (1)
- Qualität (1)
- Rammsondierung (1)
- Rear (1)
- Rear end collision (1)
- Rechenmodell (1)
- Reconstruction (accid) (1)
- Richtlinien (1)
- Robot (1)
- Roboter (1)
- Rural road (1)
- Rutting (wheel) (1)
- Sachschaden (1)
- Safety fence (1)
- Safety glass (1)
- Schnittstelle (1)
- Schutz (1)
- Schutzeinrichtung (1)
- Seite (1)
- Sensitivity (1)
- Sensor (1)
- Sicherheitsglas (1)
- Side (1)
- Social factors (1)
- Soziale Faktoren (1)
- Spain (1)
- Spanien (1)
- Specifications (1)
- Spurrinne (1)
- Stadt (1)
- Stand der Technik (Bericht) (1)
- State of the art report (1)
- Steering (process) (1)
- Straßenverkehrsrecht (1)
- Stress (psychol) (1)
- Störfallentdeckung (1)
- Telecommunication (1)
- Telekommunikation (1)
- Telematics (1)
- Telematik (1)
- Traffic control (1)
- Traffic regulations (1)
- Trailer (1)
- Transport (1)
- USA (1)
- Unfallhäufigkeit (1)
- United kingdom (1)
- Urban area (1)
- Ursache (1)
- Vehicle mile (1)
- Vereinigtes Königreich (1)
- Verhütung (1)
- Verkehrssteuerung (1)
- Verzögerung (1)
- Vorne (1)
- Wear (1)
- Winkel (1)
- Wirkungsanalyse (1)
- Woman (1)
- Zusammenstoss (1)
- Öffentlicher Verkehr (1)
- Überdeckung (1)
Institut
- Abteilung Fahrzeugtechnik (59) (entfernen)
Test and assessment procedures for passive pedestrian protection based on developments by the European Enhanced Vehicle-safety Committee (EEVC) have been introduced in world-wide regulations and consumer test programmes, with considerable harmonization between these programmes. Nevertheless, latest accident investigations reveal a stagnation of pedestrian fatality numbers on European roads running the risk of not meeting the European Union- goal of halving the number of road fatalities by the year 2020. The branch of external road user safety within the EC-funded research project SENIORS under the HORIZON 2020 framework programme focuses on investigating the benefit of modifications to pedestrian test and assessment procedures and their impactors for vulnerable road users with focus on the elderly. Injury patterns of pedestrians and cyclists derived from the German In-Depth Accident Study (GIDAS) show a trend of AIS 2+ and AIS 3+ injuries getting more relevant for the thorax region in crashes with newer cars (Wisch et al., 2017), while maintaining the relevance for head and lower extremities. Several crash databases from Europe such as GIDAS and the Swedish Traffic Accident Data Acquisition (STRADA) also show that head, thorax and lower extremities are the key affected body regions not only for the average population but in particular for the elderly. Therefore, the SENIORS project is focusing on an improvement of currently available impactors and procedures in terms of biofidelity and injury assessment ability towards a better protection of the affected body regions, incorporating previous results from FP 6 project APROSYS and subsequent studies carried out by BASt. The paper describes the overall methodology to develop revised FE impactor models. Matched human body model and impactor simulations against generic test rigs provide transfer functions that will be used for the derivation of impactor criteria from human injury risk functions for the affected body regions. In a later step, the refined impactors will be validated by simulations against actual vehicle front-ends. Prototyping and adaptation of test and assessment procedures as well as an impact assessment will conclude the work of the project at the final stage. The work will contribute to an improved protection of vulnerable road users focusing on the elderly. The use of advanced human body models to develop applicable assessment criteria for the revised impactors is intended to cope with the paucity of actual biomechanical data focusing on elderly pedestrians. In order to achieve optimized results in the future, the improved test methods need to be implemented within an integrated approach, combining active with passive safety measures. In order to address the developments in road accidents and injury patterns of vulnerable road users, established test and assessment procedures need to be continuously verified and, where needed, to be revised. The demographic change as well as changes in the vehicle fleet, leading to a variation of accident scenarios, injury frequencies and injury patterns of vulnerable road users are addressed by the work provided by the SENIORS project, introducing updated impactors for pedestrian test and assessment procedures.
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.
Supported by field accident data and monitoring results of European Regulation (EC) No. 78/2009, recent plans of the European Commission regarding a way forward to improve passive safety of vulnerable road users include, amongst other things, an extension of the head test area. The inclusion of passive cyclist safety is also being considered by Euro NCAP. Although passenger car to cyclist collisions are often severe and have a significant share within the accident statistics, cyclists are neither considered sufficiently in the legislative nor in the consumer ratings tests. Therefore, a test procedure to assess the protection potential of vehicle fronts in a collision with cyclists has been developed within a current research project. For this purpose, the existing pedestrian head impact test procedures were modified in order to include boundary conditions relevant for cyclists as the second big group of vulnerable road users. Based on an in-depth analysis of passenger car to cyclist accidents in Germany the three most representative accident constellations have been initially defined. The development of the test procedure itself was based on corresponding simulations with representative vehicle and bicycle models. In addition to different cyclist heights, reaching from a 6-year-old child to a 95%-male, also four pedal positions were considered. By reconstruction of a real accident the defined simulation parameters could be validated in advance. The conducted accident kinematics analysis shows for a large portion of the constellations an increased head impact area, which can reach beyond the roof leading edge, as well as high average values for head impact velocity and angle. Based on the simulation data obtained for the different vehicle models, cyclist-specific test parameters for impactor tests have been derived, which have been further examined in the course of head and leg impact tests. In order to study the cyclist accident kinematics under real test conditions, different full scale tests with a Polar-II dummy positioned on a bicycle have been conducted. Overall, the tests showed a good correlation with the simulations and support the defined boundary test conditions. Typical accident scenarios and simulations reveal higher head impact locations, angles and velocities. An extended head impact area with modified test parameters will contribute to an improved protection of vulnerable road users including cyclists. However, due to significantly differing impact kinematics and postures between the lower extremities of pedestrians and cyclists, these injuries cannot be addressed by the means of current test tools such as the flexible pedestrian legform impactor FlexPLI. Based on the findings obtained within the project as well as the existing pedestrian protection requirements a cyclist protection test procedure for use in legislation and consumer test programmes has been developed, whose requirements have been transferred into a corresponding test specification. This specification provides common head test boundary conditions for pedestrians and cyclists, whereby the existing requirements are modified and two parallel test procedures are avoided.
A flexible pedestrian legform impactor (FlexPLI) with biofidelic characteristics is aimed to be implemented within global legislation on pedestrian protection. Therefore, it is being evaluated by a technical evaluation group (Flex-TEG) of GRSP with respect to its biofidelity, robustness, durability, usability and protection level (Zander, 2008). Previous studies at the Federal Highway Research Institute (BASt) and other laboratories already showed good progress concerning the general development, but also the need for further improvement and further research in various areas. An overview is provided of the different levels of development and all kinds of evaluation activities of the Flex-TEG, starting with the Polar II full scale pedestrian dummy as its origin and ending up with the latest legform impactor built level GTR that is expected to be finalized by the end of the year 2009. Using the latest built levels as a basis, gaps are revealed that should be closed by future developments, like the usage of an upper body mass (UBM), the validation of the femur loads, injury risk functions for the cruciate knee ligaments and an appropriate certification method. A recent study on an additional upper body mass being applied for the first time to the Flex-GT is used as means of validation of recently proposed modified impact conditions. Therefore, two test series on a modern vehicle front using an impactor with and without upper body mass are compared. A test series with the Flex-GTR will be used to study both the comparability of the impact behavior of the GT and GTR built level as well as the consistency of test results. Recommendations for implementation within legislation on pedestrian protection are made.
A flexible pedestrian legform impactor (FlexPLI) has been evaluated by a Technical Evaluation Group (Flex-TEG) of the Working Party on Passive Safety (GRSP) of the United Nations Economic Commission for Europe (UN-ECE). It will be implemented within phase 2 of the global technical regulation (GTR 9) as well as within a new ECE regulation on pedestrian safety as a test tool for the assessment of lower extremity injuries in lateral vehicle-to-pedestrian accidents (UN-ECE 2010-1, 2010-2 and 2010-3). Due to its biofidelic properties in the knee and tibia section, the FlexPLI is found to having an improved knee and tibia injury assessment ability when being compared to the current legislative test tool, the lower legform impactor developed by the Pedestrian Safety Working Group of the European Enhanced Vehicle-safety Committee (EEVC WG 17). However, due to a lack of biofidelity in terms of kinematics and loadings in the femur part of the FlexPLI, an appropriate assessment of femur injuries is still outstanding. The study described in this paper is aimed to close this gap. Impactor tests with the FlexPLI at different impact heights on three vehicle frontends with Sedan, SUV and FFV shape are performed and compared to tests with a modified FlexPLI with upper body mass. Full scale validation tests using a modified crash test dummy with attached FlexPLI that are carried out for the first time prove the more humanlike responses of the femur section with applied upper body mass. Apart from that they also show that the impact conditions described in the current technical provisions for tests with the FlexPLI don"t necessarily compensate the missing torso mass in terms of knee and tibia loadings either. Therefore it can be concluded that an applied upper body mass will contribute to a more biofidelic overall behavior of the legform and subsequently an improved injury assessment ability of all lower extremity injuries addressed by the FlexPLI. Nevertheless, the validity of the original as well as the modified legform for tests against vehicles with extraordinary high bumpers as well as flat front vehicles still needs to be evaluated in detail. A first clue is given by the application of an additional accelerometer to the legform.
A reduction of around 48% of all road fatalities was achieved in Europe in the past years including a reduced number of fatalities with an older age. However, among all road fatalities, the proportion of elderly is steadily increasing. In an ageing society, the European (Horizon2020) project SENIORS aims to improve the safe mobility of older road users, who have different transportation habits compared to other age groups. To increase their level of safe mobility by determining appropriate requirements for vehicle safety systems, the characteristics of current road traffic collisions involving the elderly and the injuries that they sustain need to be understood in detail. Hereby, the paper focuses on their traffic participation as pedestrian, cyclist or passenger car occupant. Following a literature review, several national and international crash databases and hospital statistics have been analysed to determine the body regions most frequently and severely injured, specific injuries sustained and types of crashes involved, always comparing older road users (65 years and more) with mid-aged road users (25-64 years). The most important crash scenarios were highlighted. The data sources included European statistics from CARE, data on national level from Germany, Sweden, Italy, United Kingdom and Spain as well as in-depth crash information from GIDAS (Germany), RAIDS (UK), CIREN and NASS-CDS (US). In addition, familiar hospital data from Germany (TraumaRegister DGU-®), Italy (Italian Register of Acute Traumas) and UK hospital statistics (TARN) were included in the study to gain further insight into specific injury patterns. Comprehensive data analyses were performed showing injury patterns of older road users in crashes. When comparing with mid-aged road users, all databases showed that the thorax body region is of particularly high importance for the older car occupant with injury severities of AIS 2 or AIS 3+, whereas the body regions lower extremities, head and thorax need to be considered for the older pedestrians and cyclists. Besides these comparisons, the most frequent and severe top 5 injuries were highlighted per road user group. Further, the most important crash configurations were identified and injury risk functions are provided per age group and road user group. Although several databases have been analysed, the picture on the road safety situation of older road users in Europe was not complete, as only Western European data was available. The linkage between crash data and hospital data could only be made on a general level as their inclusion criteria were quite different.
Europe has benefited from a decreasing number of road traffic fatalities. However, the proportion of older road users increases steadily. In an ageing society, the SENIORS project aims to improve the safe mobility of older road users by determining appropriate requirements towards passive vehicle safety systems. Therefore, the characteristics of road traffic crashes involving the elderly people need to be understood. This paper focuses on car occupants and pedestrians or cyclists in crashes with modern passenger cars. Ten crash databases and four hospital statistics from Europe have been analysed to answer the questions on which body regions are most frequently and severely injured in the elderly, and specific injuries sustained by always comparing older (65 years and above) with midâ€aged road users (25â€64 years). It was found that the body region thorax is of particularly high importance for the older car occupant with injury severities of AIS2 or AIS3+, where as the lower extremities, head and the thorax need to be considered for older pedestrians and cyclists. Further, injury risk functions were provided. The hospital data analysis showed less difference between the age groups. The linkage between crash and hospital data could only be made on a general level as their inclusion criteria were quite different.
The presence and performance of Advanced Driver Assistance Systems (ADAS) has increased over last years. Systems available on the market address also conflicts with vulnerable road users (VRUs) such as pedestrians and cyclists. Within the European project PROSPECT (Horizon2020, funded by the EC) improved VRU ADAS systems are developed and tested. However, before determining systems" properties and starting testing, an up-to-date analysis of VRU crashes was needed in order to derive the most important Use Cases (detailed crash descriptions) the systems should address. Besides the identified Accident Scenarios (basic crash descriptions), this paper describes in short the method of deriving the Use Cases for car-to-cyclist crashes. Method Crashes involving one passenger car and one cyclist were investigated in several European crash databases looking for all injury severity levels (slight, severe and fatal). These data sources included European statistics from CARE, data on national level from Germany, Sweden and Hungary as well as detailed accident information from these three countries using GIDAS, the Volvo Cars Cyclist Accident database and Hungarian in-depth accident data, respectively. The most frequent accident scenarios were studied and Use Cases were derived considering the key aspects of these crash situations (e.g., view orientation of the cyclist and the car driver- manoeuvre intention) and thus, form an appropriate basis for the development of Test Scenarios. Results Latest information on car-to-cyclist crashes in Europe was compiled including details on the related crash configurations, driving directions, outcome in terms of injury severity, accident location, other environmental aspects and driver responsibilities. The majority of car-to-cyclist crashes occurred during daylight and in clear weather conditions. Car-to-cyclist crashes in which the vehicle was traveling straight and the cyclist is moving in line with the traffic were found to result in the greatest number of fatalities. Considering also slightly and seriously injured cyclists led to a different order of crash patterns according to the three considered European countries. Finally the paper introduced the Use Cases derived from the crash data analysis. A total of 29 Use Cases were derived considering the group of seriously or fatally injured cyclists and 35 Use Cases were derived considering the group of slightly, seriously or fatally injured cyclists. The highest ranked Use Case describes the collision between a car turning to the nearside and a cyclist riding on a bicycle lane against the usual driving direction. A unified European dataset on car-to-cyclist crash scenarios is not available as the data available in CARE is limited, hence national datasets had to be used for the study and further work will be required to extrapolate the results to a European level. Due to the large number of Use Cases, the paper shows only highest ranked ones.
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.
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 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.
The term test procedure refers to a method that describes how a system has to be tested to identify and assess specific behavior or properties by experiments. This also includes the specification of required tools, equipment, boundary conditions, and evaluation methods. Test procedures are an essential tool to check whether desired product properties are present, which of course also applies to the development of driver assistance systems. In addition to development and release testing that mainly is performed by the vehicle or system manufacturer, there are tests with the purpose of an independent product testing that are conducted by external test organizations. These tests are needed for vehicle type approval (for admission to a specific market), in the context of applying the standard for functional safety (in both cases mainly executed by technical services (being accredited as certification laboratory)) or for customer information purposes (by a test institute for consumer protection). The focus of this chapter is these "external" test methods. After a taxonomy of test procedures, the differences between legislation (type approval) and consumer testing are highlighted. Typical tests and the associated test setup, tools, and assessment criteria are discussed, and an outlook toward testing in the near and mid-future is given.
PROSPECT (Proactive Safety for Pedestrians and Cyclists) is a collaborative research project involving most of the relevant partners from the automotive industry (including important active safety vehicle manufacturers and tier-1 suppliers) as well as academia and independent test labs, funded by the European Commission in the Horizon 2020 research program. PROSPECT's primary goal is the development of novel active safety functions, to be finally demonstrated to the public in three prototype vehicles. A sound benefit assessment of the prototype vehicle's functionality requires a broad testing methodology which goes beyond what has currently been used. Since PROSPECT functions are developed to prevent accidents in intersections, a key aspect of the test methodology is the reproduction of natural driving styles on the test track with driving robots. For this task, data from a real driving study with subjects in a suburb of Munich, Germany was used. Further data from Barcelona will be available soon. The data suggests that intersection crossing can be broken down into five phases, two phases with straight deceleration / acceleration, one phase with constant radius and speed turning, and two phases where the bend is imitated or ended. In these latter phases, drivers mostly combine lateral and longitudinal accelerations and drive what is called a clothoid, a curve with curvature proportional to distance travelled, in order to change lateral acceleration smoothly rather than abrupt. The data suggests that the main parameter of the clothoid, the ratio distance travelled to curvature, is mostly constant during the intersections. This parameter together with decelerations and speeds allows the generation of synthetic robot program files for a reproduction of natural driving styles using robots, allowing a much greater reproducibility than what is possible with human test drivers. First tests show that in principle it is possible to use the driving robots for vehicle control in that manner; a challenge currently is the control performance of the robot system in terms of speed control, but it is anticipated that this problem will be solved soon. Further elements of the PROSPECT test methodology are a standard intersection marking to be implemented on the test track which allows the efficient testing of all PROSPECT test cases, standard mobile and light obstruction elements for quick reproduction of obstructions of view, and a concept for tests in realistic surroundings. First tests using the PROSPECT test methodology will be conducted over the summer 2017, and final tests of the prototype vehicles developed within PROSPECT will be conducted in early 2018
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.
Motorcycling is a fascinating kind of transportation. While the riders' direct exposure to the environment and the unique driving dynamics are essential to this fascination, they both cause a risk potential which is several times higher than when driving a car. This chapter gives a detailed introduction to the fundamentals of motorcycle dynamics and shows how its peculiarities and limitations place high demands on the layout of dynamics control systems, especially when cornering. The basic principles of dynamic stabilization and directional control are addressed along with four characteristic modes of instability (capsize, wobble, weave, and kickback). Special attention is given to the challenges of braking (brake force distribution, dynamic over-braking, kinematic instability, and brake steer torque induced righting behavior). It is explained how these challenges are addressed by state-of-the-art brake, traction, and suspension control systems in terms of system layout and principles of function. It is illustrated how the integration of additional sensors " essentially roll angle assessment " enhances the cornering performance in all three categories, fostering a trend to higher system integration levels. An outlook on potential future control systems shows exemplarily how the undesired righting behavior when braking in curves can be controlled, e.g., by means of a so-called brake steer torque avoidance mechanism (BSTAM), forming the basis for predictive brake assist (PBA) or even autonomous emergency braking (AEB). Finally, the very limited potential of brake and chassis control to stabilize yaw and roll motion during unbraked cornering accidents is regarded, closing with a promising glance at roll stabilization through a pair of gimbaled gyroscopes.
Economic constraints nowadays require transporting greater volumes of freight at lower cost. Yet, physical profiles of trucks do not all generate the same effects on road infrastructure for a given tonnage hauled. The objective then lies in finding an optimal service level that reduces the damage caused to infrastructure. Results derived for the impact of trucks on pavements are presented. The impact of truck traffic trends on road bridges will also be discussed.rn
Die Initiative der Einführung kooperativer Systeme in einem Korridor von Rotterdam über Frankfurt/Main nach Wien, dem sogenannten C-ITS Corridor, und damit auch in Deutschland wurde im Juni 2013 durch die Unterzeichnung einer entsprechenden Absichtserklärung des Bundesministeriums für Verkehr, Bau und Stadtentwicklung mit den Verkehrsministern der Niederlande und Österreichs offiziell gestartet. In vielen Forschungsprojekten wurden vorher die Grundlagen erarbeitet, um eine solche Einführung technisch überhaupt erst möglich zu machen. Im Beitrag werden diese Ergebnisse nochmals kurz aufgegriffen und um den aktuellen Stand bei den Entwicklungen im C-ITS Corridor erweitert. Als erstes Einführungsszenario wurden die Baustellenwarnung und Kooperatives Verkehrsmanagement unter Einbeziehung von Fahrzeugdaten gewählt. Nicht verschwiegen werden sollen hierbei auch die wesentlichen Herausforderungen, die im Übergang von Forschung und Feldtests zu realen Anwendungen liegen.
New vehicle types are extensively tested to check almost all factors that influence ride and handling. With reference to the Association of German Car Tuners" (VDAT e.V.) valuations, approximately 10% of all cars in Germany are being modified by their owners. 28 % of those modifications" sales are divergent wheel-tire combinations, 13 % are tuning measures on the chassis suspension or wheel spacers. In almost all cases the singular modifications present a general permission for specific vehicles they have been tested in. Combined tuning measures, however, are often checked by just one inspector, following a procedure of mostly subjective assessment criteria. Today, critical attributes are only being observed, in case a vehicle is involved in an accident and the modifications are identified as crash causal factors or as a cofactor on the development of a crash. For the first time, a field study allows a survey of safety affecting chassis modifications. The test layout has to comply with some basic conditions. Different vehicle concepts with a wide margin of modifications are required to get a high transferability of the results. A total amount of more than 150 tested vehicles serves the same purpose. The tests are limited concerning the installation time of measurement techniques and the requirement that no damage, defilement or immoderate wear of the vehicles are accepted by their owners. Due to such factors as well as the driver Ìs acceptance, the vehicles are controlled by its owners instead of robots or test drivers. For keeping down the driver- influence, the lane has narrow boundaries and the driver has to drive in strictly adherence to the given instructions. After gathering all modifications, as well as static and kinematic parameters like the toe and camber angle, dynamic testing of predominantly lateral dynamics is conducted. Besides standardized tests like the ISO 3888-2 (Obstacle Avoidance) or the ISO 14512 (Braking on Surfaces with Split Coefficient of Friction), to test the influence of modified kingpin offsets caused by wheel spacers, some deviant tests are conducted. Those are required due to the demand of objective test results for road tests with vertical induced stimulation of the chassis suspension. Hence, new tests on corner braking with and without vertical stimulation have been developed. The interpretation of data includes thresholds, e.g. the maximum entrance velocity without hitting cones, on the one hand, and the analysis of characteristics of data concerning time and frequency range, "1-second values" and peak response times on the other hand. Besides the thresholds as indicators for the achievable velocities, which are mainly affected by friction coefficients, the vehicle reaction in the course of time characterizes the vehicle reaction in the threshold range and consequently the operational demands on the driver. The field study has started and promises the first long-range analysis of chassis modifications. The results offer a basis for hypothesis and resultant further test layouts for oncoming studies of the identified critical tuning measures.
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.
When the EEVC proposed the full-scale side impact test procedure, it recommended that consideration should be given to an interior headform test in addition. This was to evaluate areas of contact not assessed by the dummy. EEVC Working Group 13 has been researching the parameters of a possible European headform test procedure in four phases. Earlier stages of the research have been presented at previous ESV conferences. The conclusions from these have suggested that the US free motion headform should be used in any European test procedure and that it should be a free flight test, not guided. This research has now culminated in proposals for a European test procedure. This paper presents the proposed EEVC side impact interior headform test procedure, giving the rationale for the test and the first results from the validation phase of the test protocol.