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)
The strong prevalence of human error as a crash causation factor in motorcycle accidents calls for countermeasures that help tackling this issue. Advanced rider assistance systems pursue this goal, providing the riders with support and thus contributing to the prevention of crashes. However, the systems can only enhance riding safety if the riders use them. For this reason, acceptance is a decisive aspect to be considered in the development process of such systems. In order to be able to improve behavioural acceptance, the factors that influence the intention to use the system need to be identified. This paper examines the particularities of motorcycle riding and the characteristics of this user group that should be considered when predicting the acceptance of advanced rider assistance systems. Founded on theories predicting behavioural intention, the acceptance of technologies and the acceptance of driver support systems, a model on the acceptance of advanced rider assistance systems is proposed, including the perceived safety when riding without support, the interface design and the social norm as determinants of the usage intention. Since actual usage cannot be measured in the development stage of the systems, the willingness to have the system installed on the own motorcycle and the willingness to pay for the system are analyzed, constituting relevant conditions that allow for actual usage at a later stage. Its validation with the results from user tests on four advanced rider assistance systems allows confirming the social norm and the interface design as powerful predictors of the acceptance of ARAS, while the extent of perceived safety when riding without support did not have any predictive value in the present study.
A means of assessing the passive safety of automobiles is a desirable instrument for legislative bodies, the automobile industry, and the consumer. As opposed to the dominating motor vehicle assessment criteria, such as engine power, spaciousness, aerodynamics and consumption, there are no clear and generally accepted criteria for assessing the passive safety of cars. The proposed method of assessment combines the results of experimental safety tests, carried out according to existing legally prescribed or currently discussed testing conditions, and a biomechanical validation of the loading values determined in the test. This evaluation is carried out with the aid of risk functions which are specified for individual parts of the body by correlating the results of accident analysis with those obtained by computer simulation. The degree of conformance to the respective protection criterion thus deduced is then weighted with factors which take into account the frequency of occurrence and the severity of the accident on the basis of resulting costs. Each of the test series includes at least two frontal and one lateral crash test against a deformable barrier. The computer-aided analysis and evaluation of the simulation results enables a vehicle-specific overall safety index as well as partial and individual safety values to be determined and plotted graphically. The passive safety provided by the respective vehicle under test can be defined for specific seating positions, special types of accident, or for individual endangered parts of the body.
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
The head impact of pedestrians in the windscreen area shows a high relevance in real-world accidents. Nevertheless, there are neither biomechanical limits nor elaborated testing procedures available. Furthermore, the development of deployable protection systems like pop-up bonnets or external airbags has made faster progress than the corresponding testing methods. New requirements which are currently not considered are taken into account within a research project of BASt and the EC funded APROSYS (Advanced PROtection SYStems) integrated project relating to passive pedestrian protection. Testing procedures for head impact in the windscreen area should address these new boundary conditions. The presented modular procedure combines the advantages of virtual testing, including full-scale multi-body and finite element simulations, as well as hardware testing containing impactor tests based on the existing procedures of EEVC WG 17. To meet the efforts of harmonization in legislation, it refers to the Global Technical Regulation of UNECE (GTR No. 9). The basis for this combined hardware and virtual testing procedure is a robust categorization covering all passenger cars and light commercial vehicles and defining the testing zone including the related kinematics. The virtual testing part supports also the choice of the impact points for the hardware test and determines head impact timing for testing deployable systems. The assessment of the neck rotation angle and sharp edge contact in the rear gap of pop-up bonnets is included. For the demonstration of this procedure, a hardware sedan shaped vehicle was modified by integrating an airbag system. In addition, tests with the Honda Polar-II Dummy were performed for an evaluation of the new testing procedure. Comparing these results, it was concluded that a combination of simulation and updated subsystem tests forms an important step towards enhanced future pedestrian safety systems considering the windscreen area and the deployable systems.
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.
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 main objective of EC CASPER research project is to reduce fatalities and injuries of children travelling in cars. Accidents involving children were investigated, modelling of human being and tools for dummies were advanced, a survey for the diagnosis of child safety was carried out and demands and applications were analysed. From the many research tasks of the CASPER project, the intention of this paper is to address the following: • In-depth investigation of accidents and accident reconstruction. These will provide important points for the injury risk curve, in order to improve it. Different accident investigation teams collected data from real road accidents, involving child car passengers, in five different European countries. Then, a selection of the most appropriate cases for the injury risk curve and the purposes of the project was made for an in-depth analysis. The final stage of this analysis was to conduct an accident reconstruction to validate the results obtained. The in-depth analysis included on-scene accident investigation, creating virtual simulations of the accident/possible reconstruction, and conducting the reconstruction. In the cases of successful reconstructions, new points were introduced to the injury risk curves. Accident reconstructions of selected cases were carried out in test laboratories as the next step following in-depth road accident investigation. These cases were reconstructed using similar child restraint systems (CRS) and the same type make and model as in the real accidents. Reconstructing real cases has several limitations, such as crash angle, cars" approximation paths and crash speed. However, a few changes and applications on the testing conditions were applied to reduce the limitations and improved the representations of the real accidents. After conducting the reconstructions, a comparison between the deformations of the cars on the real accident and the vehicles from the reconstructions was made. Additionally, a correlation between the data captured from the dummies and the injury data from the real accident was sought. This finalises an in-depth analysis of the accident, which will provide new relevant points to the injury risk curve. The CASPER project conducted a large research programme on child safety. On technical points, a promising research area is the developing injury risk curves as a result of in-depth accident investigations and reconstructions. This abstract was written whilst the project was not yet finished and final results are not yet known, but they will be available by the time of the conference. All the works and findings will not necessarily be integrated in the industrial versions of evaluation tools as the CASPER project is a research program.
Despite the steadily declining number of pedestrian fatalities and injuries in most European countries during recent decades, pedestrian protection is still of great importance in the European Union as well as in Germany. This is because they still constitute a large proportion of road user casualties and are more likely to suffer serious and fatal injuries than most other road users. In 1999 only car occupants suffered more fatal injuries than pedestrians in Germany. In December 1998, EEVC WG 17 completed their review and updating of the EEVC WG 10 pedestrian test procedure that made it possible to evaluate the protection afforded to pedestrians by the front of passenger cars in an accident. Within the scope of this procedure, four different impactors are used representing those parts of the body which are injured very often and/or very seriously in vehicle-pedestrian-collisions. In a project executed by IKA and BASt, a small family car was tested according to the EEVC WG 17 test procedure. Afterwards modifications to the car were carried out in order to improve the pedestrian protection provided by the vehicle design. There were certain restrictions placed on the level of modifications undertaken, e.g. only minor modifications to vehicle styling and to the vehicle structures, which provide passenger protection. The redesigned vehicle was tested again using the WG 17 test procedure. The test results of the modified vehicle were compared with those of the standard vehicle and evaluated. The results show that considered measures for pedestrian protection in many areas of the vehicle front structure and the use of innovative techniques can lead to a significant reduction of the loads of pedestrians at an acceptable expense.
This paper provides an overview of the research work of the European Enhanced Vehicle-safety Committee (EEVC) in the field of crash compatibility between passenger cars. Since July 1997 the EC Commission is partly funding the research work of EEVC. The running period of this project will be two years. The progress of five working packages of this research project is presented: Literature review, Accident analysis, Structural survey of cars, Crash testing, and Mathematical modelling. According to the planned time schedule the progress of research work is different for the five working packages.
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.
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
The term driver assistance systems in the chapter title shall be understood to include vehicle automation. This chapter starts with a homogeneous and consistent classification and nomenclature of all kinds of driver assistance systems known and under discussion today (including vehicle automation). It thereby builds upon familiar classification schemes by the German Federal Highway Research Institute (BASt) and the standardization body SAE international. Detailed evaluation of the German legal situation for driver assistance systems and vehicle automation is provided in the following Sect. 2. In Sect. 3, an overview is given on the legal system in the US to reveal aspects relevant for vehicle automation. This is intended as initial information for those not acquainted to the US legal system which has been the first to regulate automation in several federal states. Finally, in Sect. 4, the current rating scheme of the European New Car Assessment Programme (EuroNCAP) is presented in comparison to legal instruments. The model of a consumer protection based approach proves to be a flexible instrument with great advantages in promoting new technologies. Technical vehicle regulations on the other hand rule minimum requirements. Both approaches are needed to achieve maximum vehicle safety.
For the assessment of vehicle safety in frontal collisions, the crash compatibility between the colliding vehicles is crucial. Compatibility compromises both the self protection and the partner protection properties of vehicles. For the accident data analysis, the CCIS (GB) and GIDAS (DE) in-depth data bases were used. Selection criteria were frontal car accidents with car in compliance with ECE R94. For this study belted adult occupants in the front seats sustaining MAIS 2+ injuries were studied. Following this analysis FIMCAR concluded that the following compatibility issues are relevant: - Poor structural interaction (especially low overlap and over/underriding) - Compartment strength - Frontal force mismatch with lower priority than poor structural interaction In addition injuries arising from the acceleration loading of the occupant are present in a significant portion of frontal crashes. Based on the findings of the accident analysis the aims that shall be addressed by the proposed assessment approach were defined and priorities were allocated to them. The aims and priorities shall help to decide on suitable test procedures and appropriate metrics. In general it is anticipated that a full overlap and off-set test procedure is the most appropriate set of tests to assess a vehicle- frontal impact self and partner protection.
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.
Evaluation of the performance of competitive headforms as test tools for interior headform testing
(2009)
The European Research Project APROSYS has evaluated the interior headform test procedure developed by EEVC WG 13, representing the head contact in the car during a lateral impact. One important aspect within this test procedure was the selection of an appropriate impactor. The WG13 procedure currently uses the Free Motion Headform as used within the FMVSS 201. The ACEA 3.5 kg headform used in Phase 1 of the European Directive and the future European Regulation on Pedestrian Protection is still discussed as a possible alternative. This paper reports work performed by the Federal Highway Research Institute (BASt) as a part of the APROSYS Task 1.1.3. The study compares the two headform impactors according to FMVSS and ACEA, in a series of basic tests in order to evaluate their sensitivity towards different impact angles, impact accuracy, the effect of differences to impactors of the same type and the effects of the repeatability and reproducibility of the test results. The test surface consisted of a steel tube covered with PU foam and PVC, representing the car interior to be tested. Despite of the higher mass of the FMH the HIC values of this impactor were generally lower than those of the ACEA headform. The FMH showed a higher repeatability of test results but a high sensitivity on the angle of roll, the spherical ACEA impactor performed better with regards to the reproducibility. In case of the ACEA impactor-, the angle of roll had no influence.
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.
It is well known that most accidents with pedestrians are caused by the driver not being alert or misinterpreting the situation. For that reason advanced forward looking safety systems have a high potential to improve safety for this group of vulnerable road users. Active pedestrian protection systems combine reduction of impact speed by driver warning and/or autonomous braking with deployment of protective devices shortly before the imminent impact. According to the Euro NCAP roadmap the Autonomous Emergency Braking system tests for Pedestrians Protection will be set in force from 2016 onwards. Various projects and organisations in Europe are developing performance tests and assessment procedures as accompanying measures to the Euro NCAP initiative. To provide synthesised input to Euro NCAP so-called Harmonisation Platforms (HP-) have been established. Their main goal is to foster exchange of information on key subjects, thereby generating a clear overview of similarities and differences on the approaches chosen and, on that basis, recommend on future test procedures. In this paper activities of the Harmonisation Platform 2 on the development of Test Equipment are presented. For the testing targets that mimic humans different sensing technologies are required. A first set of specifications for pedestrian targets and the propulsion systems as collected by Harmonisation Platform 2 are presented together with a first evaluation for a number of available tools.
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.
In line with the new definition introduced by the European Commission (EC), the number of seriously injured road casualties in Germany for 2014 is assessed in this study. The number of MAIS3+ casualties is estimated by two different methodological approaches. The first approach is based on data from the German Inâ€Depth Accident Study (GIDAS), which is closely related to the German Road Traffic Accident Statistics. The second approach is based on data from the German TraumaRegister DGU-® (TRâ€DGU), which includes many more hospitals but not all MAIS3+ injuries.
Although the number of road accident casualties in Europe (EU27) is falling the problem still remains substantial. In 2011 there were still over 30,000 road accident fatalities. Approximately half of these were car occupants and about 60 percent of these occurred in frontal impacts. The next stage to improve a car's safety performance in frontal impacts is to improve its compatibility. The objective of the FIMCAR FP7 EU-project was to develop an assessment approach suitable for regulatory application to control a car's frontal impact and compatibility crash performance and perform an associated cost benefit analysis for its implementation. This paper reports the cost benefit analyses performed to estimate the effect of the following potential changes to the frontal impact regulation: • Option 1 " No change and allow current measures to propagate throughout the vehicle fleet. • Option 2 " Add a full width test to the current offset Deformable Barrier (ODB) test. • Option 3 " Add a full width test and replace the current ODB test with a Progressive Deformable Barrier (PDB) test. For the analyses national data were used from Great Britain (STATS 19) and from Germany (German Federal Statistical Office). In addition in-depth real word crash data were used from CCIS (Great Britain) and GIDAS (Germany). To estimate the benefit a generalised linear model, an injury reduction model and a matched pairs modelling approach were applied. The benefits were estimated to be: for Option 1 "No change" about 2.0%; for Option 2 "FW test" ranging from 5 to 12% and for Option 3 "FW and PDB tests" 9 to 14% of car occupant killed and seriously injured casualties.