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The current Brussels EU Regulation No. 1235/2011, valid from May 30, 2012, has introduced an European Tyre Label with wet grip index G classes from A to G for passenger car tyres C1, light commercial vehicles tyres C2 and heavy truck- and bus tyres C3. Every wet grip class for each vehicle category has a defined band of numerical values for the wet grip index G. The legislated wet grip values G in this EU- Regulation are very low. The measured braking distances and corresponding impact speeds of the test vehicles are showing very critical results. Regulation No. 1235/2011 of the European Parliament and the Council for Type Approval of Vehicles (EU) should be changed in such a way, that for C1-tyres (normal passenger cars tyres) the minimum wet grip index G is 1.25. All C2-tyres (light commercial vehicles tyres) should at least meet a minimum wet grip index of G = 1.1. All C3-tyres (heavy trucks and buses tyres) should at least meet a minimum wet grip index of G = 0.95. Due to the missing lower limits for G in the wet grip class F for C1, C2 and C3 tyres according to Commission Regulation (EU) No. 1235/2011, officially valid from 30 May 2012, a tyre-to-road coefficient of adhesion in the extreme of 0 (zero) is legally permitted. This is an apparent flaw in above cited EU Regulation, which causes a potential danger to the road traffic safety for all motor vehicles in Europe with such tyres. The wet grip class F has to be removed urgently from said EURegulation, since a direct liability of the responsible EU-Commission can not be excluded.
In order to improve the protection of children transported in cars, within the CHILD programme (GR3D-CT2002-00791) real world road accidents are thoroughly analysed and then reconstructed in laboratory. Prior to comparing injury severities of real victims to physical parameter values measured on the dummies, the quality of the reconstructions is evaluated by experts who use their experience based on the investigation of numerous and various accidents. This paper presents a new tool aiming at better evaluating and validating accident reconstructions. It is based on statistical evaluation of vehicle deformations which gives weighing factors for every part of the car body structure finally leading to a specific Reconstruction Quality Score (RQS indicator). Furthermore, the reliability of this score, depending on the number of measured points, can be established. This tool includes a function aiming at adjusting the speed for a further reconstruction and at defining the launching speed and the pulse shape for complementary sled tests. Finally, the functions of the RQS software and database are presented.
In-depth road traffic accident research in Spain is a fairly recent activity. In the past, only accident data that had been retrospectively processed by the national and regional traffic police forces was available. In 1999 Applus+IDIADA set up a permanent accident research unit to carry out indepth analysis of road accidents in Spain. Since then accidents involving cars, motorcycles, coaches and vulnerable road users have been thoroughly studied. The Applus+IDIADA accident research team has carried out work for the various traffic polices in Spain and it is currently involved in several research projects in which accidentology is one of the main tasks. The working methodology of the team is presented in the first part of the paper. In the framework of the European research project "Rollover" (GRD2-2001-50086), Applus+IDIADA has collected data, inspected scenarios and performed virtual reconstructions of twenty-six of the total seventy-six rollover accidents studied. The second half of the paper describes how these accident investigations were used to develop a test procedure for identifying possible improvements to the vehicle structure which augment occupant protection in a rollover scenario. In particular, a proposal for a new drop test for rollover assessment is presented. The cases were analysed for severity, in terms of injury to the occupants and damage to the vehicle, and taking into account whether a seatbelt was worn or not. The worst possible cases were identified as those that had severe occupant injuries and sizable damage to the occupant compartment when seatbelts had been worn. The most severe cases were then analysed further for impact position (roll and pitch angles) and the impact velocity. With these parameters taken into account, the most representative combinations could be found. This resulted in a series of configurations for possible drop tests. The results of the tests indicate where passenger vehicle structures need to be improved in order to increase occupant safety in the event of a rollover crash.
Do learner gain sufficient braking capabilities at the end of education for collision avoidance?
(2013)
The paper describes a test design to evaluate the braking behaviour in the course of the driver education. The results show that the braking capabilities increased during the driver education and the learning effects are the same for males and females. The evaluation limit is set to 6 m/s-². At the beginning of education, 50% of the drivers do not reach this limit, although the driver education car is equipped with an emergency brake assist, which is regularly installed in all vehicles since 2009. After the education, 100% of the drivers can reach the limit. The results are mapped to a collision avoidance scenario.
It has been pointed that most of the accidents on the roads are caused by driver faults, inattention and low performance. Therefore, future active safety systems are required to be aware of the driver status to be able to have preventative features. This probe study gives a system structure depending on multi-channel signal processing for three modules: Driver Identification, Route Recognition and Distraction Detection. The novelty lies in personalizing the route recognition and distraction detection systems according to particular driver with the help of driver identification system. The driver ID system also uses multiple modalities to verify the identity of the driver; therefore it can be applied to future smart cars working as car-keys. All the modules are tested using a separate data batch from the training sets using eight drivers" multi-channel driving signals, video and audio. The system was able to identify the driver with 100% accuracy using speech signals of length 30 sec or more and a frontal face image. After identifying the driver, the maneuver/ route recognition was achieved with 100% accuracy and the distraction detection had 72% accuracy in worst case. In overall, system is able to identify the driver, recognize the maneuver being performed at a particular time and able to detect driver distraction with reasonable accuracy.
Es besteht Einigkeit darüber, dass Blutalkoholkonzentrationen (BAK) ab 0,30 Promille experimentell nachweisbare Beeinträchtigungen der Fahrtüchtigkeit hervorrufen. Die vorliegende Arbeit soll fundierte Aussagen über das Ausmaß und die Qualität kognitiver Veränderungen bei niedrigen BAK (um 0,30 Promille) ermöglichen. Es wurden in einer doppelblinden, placebokontrollierten Studie 16 gesunde männliche Probanden untersucht. Die BAK wurden während der Versuche auf etwa 0,30 Promille eingestellt. Es wurden mittels umfangreicher neuropsychologischer Tests untersucht: das allgemeine Intelligenzniveau, subjektive Beeinträchtigungen, mögliche depressive Symptome, die allgemeine Leistungsfähigkeit, die Vigilanz, die geteilte Aufmerksamkeit, die Reaktionszeit und die Gedächtnisleistungen. Die biostatistische Auswertung erfolgte im 2-Perioden-Crossover-Design. Zusammenfassend zeigen die vorliegenden Ergebnisse, dass bereits bei BAK von etwa 0,30 Promille vor allem kognitive Funktionen, die insbesondere auf die Wahrnehmung und die Verarbeitung visueller Informationen angewiesen sind, vor allem je komplexer und zeitkritischer eine Aufgabe wird, wie etwa die Beherrschung einer kritischen Situation im Straßenverkehr, relevant beeinträchtigt sind.
Im Beitrag wird über Rissbildungen in orthotropen Fahrbahnplatten, die im "Schubzahn" des Querträgerstegblechs von den Anschlussschweissnähten trapezförmiger Längsträger ausgehen, berichtet. Der Rissausgangspunkt liegt im Bereich der Ausnehmung des Querträgersteges für die durchlaufenden Längsträger. Durch Optimierung der Querträgerausnehmung und örtliche Verstärkung (Aufpflasterung) des Querträgerstegblechs im Bereich des Schubzahnes soll eine dauerhafte Instandsetzung der aufgetretenen Schäden ermöglicht werden. Durch genauere numerische und versuchstechnische Untersuchungen soll diese Aussage untermauert werden. Einzelheiten der bereits durchgeführten Untersuchungen werden mitgeteilt.
The overall purpose of the ASSESS project is to develop a relevant and standardised set of test and assessment methods and associated tools for integrated vehicle safety systems, primarily focussing on currently available pre-crash sensing systems. The first stage of the project was to define casualty relevant accident scenarios so that the test scenarios will be developed based on accident scenarios which currently result in the greatest injury outcome, measured by a combination of casualty severity and casualty frequency. The first analysis stage was completed using data from a range of accident databases, including those which were nationally representative (STATS19, UK and STRADA, SE) and in-depth sources which provided more detailed parameters to characterise the accident scenarios (GIDAS, DE and OTS, UK). A common analysis method was developed in order to compare the data from these different sources, and while the data sets were not completely compatible, the majority of the data was aligned in such a way that allowed a useful comparison to be made. As the ASSESS project focuses on pre-crash sensing systems fitted to passenger cars, the data selected for the analysis was "injury accidents which involved at least one passenger car". The accident data analysis yielded the following ranked list of most relevant accident scenarios: Rank Accident scenario 1 Driving accident - single vehicle loss of control 2 Accidents in longitudinal traffic (same and opposite directions) 3 Accidents with turning vehicle(s) or crossing paths in junctions 4 Accidents involving pedestrians The ranked list highlights the relatively large role played by "accidents in longitudinal traffic", and "accidents with turning vehicle(s) or crossing paths in junctions" (the second and third most prevalent accident scenarios, respectively). The pre-crash systems addressed in ASSESS propose to yield beneficial safety outcomes with specific regard to these accident scenarios. This indicates that the ASSESS project is highly relevant to the current casualty crash problem. In the second stage of the analysis a selection of these accident scenarios were analysed further to define the accident parameters at a more detailed level .This paper describes the analysis approach and results from the first analysis stage.
Es werden erste Ergebnisse des von der Bundesanstalt für Straßenwesen (BASt) geförderten Forschungsprojekts "Hauptstudie zur Wirksamkeit von Tunnelwänden als Träger photokatalytischer Oberflächen" (FE 9.0184/2011/ARB) vorgestellt. Ziel war die Erarbeitung von technischen Lösungen zur Stickoxidreduktion an einem Tunnelstandort durch die Konzeptionierung und den Bau abgeschlossener photokatalytischer Reaktoren (Tunnelkassetten) sowie deren Validierung im Tunnel "Rudower Höhe" an der Bundesautobahn A113 in Berlin. Dabei wird künstliches UV-Licht als Energiequelle für den Schadstoffabbau eingesetzt. Es wird speziell über die Modellierungen berichtet, mit Hilfe derer die Tunnelkassetten sowohl strömungstechnisch als auch in Hinblick auf den photokatalytischen Abbauwirkungsgrad optimiert wurden.
Seit einigen Jahren steht mit dem pupillographischen Schläfrigkeitstest (PST) ein objektives Messverfahren zur Ermittlung der Tagesschläfrigkeit zur Verfügung, wobei die Zunahme der spontanen Schwankungen des Pupillendurchmessers unter Müdigkeit registriert wird. Es wurde eingesetzt bei verschiedenen Probandengruppen, die einem potenziell erhöhten Risiko von Vigilanzminderungen ausgesetzt sind: chronische Schmerzpatienten (n = 20) beziehungsweise substituierte Heroinabhängige (n = 52) unter Opioiden, ambulante Patienten unter Psychopharmaka (n = 32), Allergiker unter Antihistaminika (n = 40) und medizinisches Nachtdienst-Pflegepersonal (n = 40). Verglichen wurde unter anderem mit zwei Kontrollgruppen (n = 21, n = 10). Bei den Untersuchungen ergaben sich relativ normale Schläfrigkeitswerte bei ambulanten Psychopharmaka-Patienten und Allergikern. Teils exzessiv erhöhte Werte wurden dagegen insbesondere bei substituierten Heroinabhängigen (81 Prozent), opiatversorgten Schmerzpatienten (59 Prozent) und dem Nachtdienstpersonal (70 Prozent) festgestellt.
Zur Ergänzung der bestehenden Routineverfahren in der forensischen Blutalkoholanalytik wurde ein massenspektrometrisches Verfahren mit d6-Ethanol als internem Standard entwickelt. Ziel war die Anwendung eines beweissicheren Bestimmungsverfahrens, bei dem Ethanol über die Retentionszeit und Substanzeigenschaften identifiziert wird. Die Pilotstudie belegt, dass die forensische Blutalkoholbestimmung durch Anwendung eines gaschromatographischen und massenspektrometrischen Verfahrens mit Dampfraumanalyse routinemäßig möglich ist. Im Gegensatz zum GC- und ADH-Verfahren ist die massenspektrometrische Blutalkoholbestimmung beweissicher. Die Autoren empfehlen die Aufnahme in die Richtlinien zur Bestimmung der Blutalkoholkonzentration für forensische Zwecke. Die Arbeit wurde vom Bund gegen Alkohol und Drogen im Straßenverkehr e.V. (B.A.D.S.) unterstützt.
Bei Schrägseilbrücken und Hängebrücken ist die Tragfähigkeit und die Betriebsfestigkeit der Seile von entscheidender Bedeutung. Da in Deutschland seit einigen Jahren wieder verstärkt Schrägseilbrücken gebaut werden, kommt den neueren Entwicklungen auf diesem Gebiet eine besondere Bedeutung zu. Diese neuen Entwicklungen werden im Bericht beschrieben. An erster Stelle steht dabei die Anwendung von Litzenbündeln (LBS) in Deutschland bei der fertiggestellten Ziegelgrabenbrücke im Brückenzug der Rügenbrücke und der im Bau befindlichen Niederrheinbrücke Wesel. Diese im Ausland schon seit vielen Jahrzehnten angewendete Bauart stieß in Deutschland bisher auf Bedenken, insbesondere wegen der Prüfbarkeit und des Korrosionsschutzes. Litzenbündel bestehen im Wesentlichen aus 7-drähtigen Spannstahllitzen und speziellen Verankerungsteilen. Auf der freien Länge des Seils sind die Litzen durch ein HDPE-Rohr gegen äussere Beschädigungen und Umwelteinflüsse geschützt. Da Seile aus Litzenbuendeln bisher nicht bauaufsichtlich geregelt sind, war eine Zustimmung im Einzelfall erforderlich. Die Prüfung der Seile bei den regelmäßig durchzuführenden Bauwerksprüfungen ist verbunden mit einem großen technischen Aufwand, hohen Kosten und Beeinträchtigungen des Verkehrs. Der Bericht geht ausführlich auf mögliche Methoden der Seilprüfung ein. Bei der Ziegelgrabenbrücke wurde die magnetinduktive Prüfung, die sich bei vollverschlossenen Seilen seit vielen Jahren bewährt hat, zum Feststellen von Schäden an den Seilen aus Litzenbündeln angewendet. Neue Entwicklungen bei vollverschlossenen Seilen betreffen insbesondere die Korrosionschutzsysteme und die Ausführung der Ankerköpfe. In beiden Bereichen beschreibt der Bericht die Neuerungen. Bei den Instandsetzungen der vollverschlossenen Seile werden angespochen: dauerhafte Seilspreizung zur Verbesserung der Zugänglichkeit bei der visuellen Prüfung, Seilaustausch am Beispiel der Rheinbrücke Düsseldorf-Flehe und die Instandsetzung des Korrosionschutzes mit verschiedenen Methoden. Wegen der neueren technischen Entwicklungen entsprechen die derzeit gültigen einschlägigen Regelwerke teilweise nicht mehr dem Stand der Technik. Sie müssen daher überarbeitet oder gänzlich neu erstellt werden.
Verschiedene Maßnahmen zur Verbesserung der Luftqualität in Städten waren bisher bei der Verminderung von Stickoxiden nur bedingt erfolgreich. Interessant ist, ob der Einsatz der Photokatalyse hier weiterhelfen kann. Photokatalytische Anwendungen wurden schon in einigen Pilotstudien untersucht, zum Beispiel an Straßen beziehungsweise Modell-Canyons sowie in Tunneln. Teilweise wurden international sehr positive Ergebnisse erzielt, geichzeitig liegen aus anderen internationalen Projekten Ergebnisse unterhalb der Messgenauigkeit vor. Die vorgestellten Ergebnisse werden anhand verschiedener Variablen betrachtet und die erwartbare Atmosphärenrelevanz diskutiert. Zusammengefasst wird, dass basierend auf bekannten Feldmessungen für die Photokatalyse eine mittlere NOx-Reduktion von nur wenigen Prozent (in Hauptstraßenschluchten) zu erwarten ist. Dieses Potenzial muss mit anderen Maßnahmen verglichen werden (Kosten/Nutzenanalyse). Materialien müssen vor ihrem Einsatz in der Atmosphäre sorgfältig auf ihre Aktivität untersucht werden. Erfüllen die Oberflächen die Voraussetzungen, um als aktiv eingestuft zu werden, ist ihr Einsatz zur Luftreinhaltung klar zu empfehlen.
Brücken in ungünstiger geographischer/geomorphologischer Lage " z.B. über Gewässer, in Einschnitten, Schattenlagen und Niederungsbereichen " neigen konstruktionsbedingt gegenüber den angrenzenden bodengebundenen Fahrbahnen zur vorzeitigen Glättebildung, die eine besondere Gefährdung der Verkehrsteilnehmer - vor allem im Spätherbst und im zeitigen Frühjahr - darstellt. Die Erneuerung der Straßenbrücke B 208 / Elbe-Lübeck-Kanal in der Ortslage Berkenthin im Kreis Herzogtum Lauenburg bot auf Grund ihrer besonderen kleinklimatischen Situation die Möglichkeit, im Rahmen eines Pilotprojektes - aufbauend auf den Ergebnissen des Forschungsprojektes 15.401 "Vermeidung von Glatteisbildung auf Brücken" der BASt " die Fahrbahntafel mittels oberflächennaher geothermischer Energie zu temperieren. Die bei Planung, Bau sowie in der nunmehr anlaufenden Nutzungsphase gewonnenen Erkenntnisse sollen den Straßenbaulastträgern Hinweise und Entscheidungshilfen geben, die Verkehrssicherheit wie auch die Nachhaltigkeit bei glättegefährdeten Brücken und Straßenabschnitten durch den Einsatz alternativer Energien zu erhöhen und gleichzeitig den Aufwand für den präventiven Winterdienst zu reduzieren. Der hierfür erforderliche Kapitaleinsatz ist eher in volkswirtschaftlicher Hinsicht und erst in zweiter Linie betriebswirtschaftlich zu bewerten.
Providing effective occupant protection in rollover crashes requires supplying the occupant with a restraint system proven effective in the dynamic rollover accident mode. Preventing ejection and providing restraint sufficient to prevent potentially injurious contacts with both interior and exterior vehicle components is paramount for effective rollover occupant protection. Research has shown that the injury potential can be decreased by closely coupling the occupant to the seat. This paper focuses on the effect of restraint system slack and its relationship to occupant excursion and ejection potential during rollover. Various restraint system configurations are evaluated in rollover-type test environments. A review of prior research is presented prior to presenting new quasi-static vehicle inversion studies conducted with live surrogate occupants. Additionally, dynamic rollover testing utilizing anthropometric test devices (ATDs) is presented. The influence of belt looseness and effects of various restraint designs on the belted occupants' injury potential are discussed.
For the determination of the road surface roughness common methods have been established, like Skid Resistance Tester (SRT) or the Sideway-force Coefficient Routine Investigation Machine (SCRIM). Both methods are used to measure a comparable and reliable maximum friction potential value and to assess the quality of the road surface. However, the comparison of the measurements under real conditions and the results of measurements with SRT and SCRIM showed only minor correlations. The paper shows the comparison between these standardised methods and real vehicle braking tests and discusses the results.
The current paper reports on the results of a pilot study aiming to investigate the effect of mobile telephone use on the driving performance of 5 amateur and 5 professional drivers. Their driving acuity was tested through a driving simulator. Analysis and interpretation of the results occurred comparing the drivers' driving performance while talking, reading messages and writing a message on the mobile phone (intervention time) with the drivers' driving performance engaged in no activity (control time). The variables affected by the mobile phone were the "steering", the "lane offset" and the "duration of lane offset". Moreover, the drivers involved in a car crash in the last five years appeared to differ from those who were not involved in a crash in both "lane offset" and "following distance". The results of this pilot study will inform the design of a large experimental study on 50 professional and 50 amateur drivers.
The objectives of this paper are the analysis of the accident risk of drivers brain pathologies (Mild Cognitive Impairment, Alzheimer- disease, and Parkinson- disease), and the investigation of the impact of driver distraction on the accident risk of patients with brain pathologies, through a driving simulator experiment. The three groups of patients are compared to a healthy group of similar demographics, with no brain pathology. In particular, 125 drivers of more than 55 years old (34 "controls"" and 91 "patients") went through a large driving simulator experimental process, in which incidents were scheduled to occur. They drove in rural and urban areas, in low and high traffic volumes and in three distraction conditions (undistracted driving, conversation with a passenger and conversation through a mobile phone). The statistical analyses indicated several interesting findings; brain pathologies affect significantly accident risk and distraction affects more the groups of patients than the control one.
Today's volumes of traffic require more and more responsibility from each individual road user in their interactions. Those who drive motor vehicles have the singular obligation to minimise the risk of accidents and hence the severity of injuries, particularly with a view to the most vulnerable road users such as motor bikes, bikes and pedestrians. Since responsible and pro-active driving depends first and foremost on the visual information relayed by our eyes and the visual channel this requires good command of the traffic and all-round visibility from our driver's seat. Granted that human error can never be fully excluded, improving visibility around the car is nevertheless an urgent priority. To do so, we need to rate visibility in the most realistic driving situations. Since the existing visibility metrics and methodology are not applicable to real-life driving situations, this study aimed at developing a new visibility rating methodology based on real-life accident scenarios. On the basis of the cases documented by the accident research project, this study analysed criteria indicative of diminishing visibility on the one hand and revealing some peculiarities in connection with the visibility issue on the other. Based on the above, the project set out to develop a rating methodology allowing to assess all-round visibility in various road situations taking into account both driver and road geometries. In this context, the assessment of visibility while turning a corner, crossing an intersection and joining traffic on a major road (priority through route) is of major importance. The first tests have shown that critical situations can be avoided by adapting the relevant geometries and technical solutions and that significant improvements of road safety can be derived therefrom.
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.