Sonstige
Filtern
Erscheinungsjahr
Dokumenttyp
- Konferenzveröffentlichung (100)
- Buch (Monographie) (18)
- Wissenschaftlicher Artikel (4)
- Arbeitspapier (1)
Schlagworte
- Verletzung (123) (entfernen)
Institut
The paper gives an overview of the recent (mostly 2012) figures of killed bus/coach occupants (drivers and passengers) in 27 Member States of the European Union as reported by CARE. The Evolution of the figures of bus/coach occupants killed in road accidents urban, rural without motorway and on motorways from 1991 to 2010 in 15 Member States of the EU supplements this information. More detailed are the figures reported for Germany by the Federal Statistics. The paper displays long-term evaluations (1957 to 2012) for killed, seriously and slightly injured occupants in all kinds of buses/coaches. Midterm evaluations (1995 to 2012) of the figures of fatalities and casualties are displayed for different busses according to their identification of road using as coaches, urban buses, school buses, trolley buses and "other buses". To be able to compare the evolutions of the safety of vehicle occupants it is customary to use different risk indicators. Calculations and illustrations for three often used indicators with their development over time are given: fatalities, seriously injured and slightly injured per 100,000 vehicles registered, per 1 billion (109) vehicle-kilometres travelled and per 1 billion (109) person-kilometres. These indicators are shown for occupants of cars, goods vehicles and buses/coaches. For the period from 1957 until 2012 it is obvious, that for all three vehicle categories analysed there was a clear long-term trend towards more occupant safety in terms of casualties per vehicles registered and per vehicle mileage. This was most significant for car occupants but it can be seen for bus/coach occupants and goodsvehicle occupants as well. Figures of killed occupants and of casualties related to person-kilometres are calculated and displayed for the shorter period 1995 to 2012. Here it becomes obvious that the bus/coach is still the safest mode of transport for the occupants of road vehicles. Graphs for the casualty risk indices still show significantly higher risks for car occupants despite the corresponding curve moved sustainable downwards. It is remarkable, that the risks of being killed or injured for the occupants of urban buses is growing whereas the corresponding risk for the occupants of coaches in line traffic tends downwards. The article ends with a short comparison and discussion of the risk indicators which are actually published for the occupants (driver and passengers) of cars and the passengers of buses/coaches, railroads, trams and airplanes. The interpretation of such information depends on the perception and it seems that for a complete view not only one indicator should be used and the evolutions of the indicator values during longer periods (as displayed with examples in the paper) should also be taken into account.
In North America, frontal crash tests in both the regulatory environment and consumer-based safety rating schemes have historically been based on full-width and moderate-overlap (40%) vehicle to barrier impacts. The combination of improved seat-belt technologies, notably belt tensioning and load limiting systems, together with advanced airbags, has proven very effective in providing occupant protection in these crash modes. Recently, however, concern has been raised over the contribution of narrower frontal impacts, involving primarily the vehicle corners, to the incidence of fatality and serious injury as a result of the potential for increased occupant compartment intrusion and performance limitations of current restraint systems. Drawing on data documented in the National Automotive Sampling System (NASS)/ Crashworthiness Data System (CDS) for calendar years 1999 to 2012, the present study examines the characteristics of existing and proposed corner crash test configurations, and the nature of real-world collisions that approximate the test environments. In this analysis, particular emphasis is placed on crash pulse information extracted from vehicle-based event data recorders (EDR's).
This study aimed at developing an injury estimation algorithm for AACN technologies for Germany and compared them to findings based on Japanese data. The data to build and to verify the algorithm was obtained from the German in-depth Accident Database (GIDAS) and split into a training and a validation dataset. Significant input variables and the generalized linear regression model to predict severe injuries (ISS>15) were selected to maximize area under the receiver operating characteristic curve (AUC). Probit regression with the input parameter multiple impact, delta v, seatbelt use and impact direction gave the largest AUC of 0.91. Sensitivity of the algorithm was validated at 90% and specificity at 76% for an injury risk threshold of 2%. It appears that no major differences between Japan and Germany exist for injury estimation based on delta v and impact direction. However, far side impact and multiple crash events appear to be associated with a larger risk increase in the German data.
Analysis of pedestrian leg contacts and distribution of contact points across the vehicle front
(2015)
Determining the risk to pedestrians that are impacted by areas of the front bumper not currently regulated in type-approval testing requires an understanding of the target population and the injury risk posed by the edges of the bumper. National statistics show that approximately 10% of all accident casualties are pedestrians, with 20% to 30% of these pedestrian casualties being killed or seriously injured. However, the contact position across the front of the bumper is not recorded in national statistics and so in-depth accident databases (OTS, UK and GIDAS, Germany) were used to examine injury risk in greater detail. The results showed that some injury types and severities of injuries appear to peak around the bumper edges. Although there are sometimes inconsistencies in the data, generally there is no evidence to suggest that the edges of the bumper are less likely to be contacted or cause injury.
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.
Interdisciplinary accident research and research projects of AARU Audi Accident Research Unit
(2017)
AARU (Audi Accident Research Unit) is an interdisciplinary research project of the University Hospital Regensburg in cooperation with AUDI AG. Specific objective is to comprehend the respective accident scenario and retrieve generally applicable findings as to technical, medical and psychological processes. In order to prevent traffic accidents and to alleviate vehicle accident consequences, postulates of general traffic safety, human-machine interaction, technical design and function of new vehicles and occupant as well as third party protection shall be inferred from these findings. Specifically, each accident with new Audi, Lamborghini and Ducati vehicles involved is analyzed interdisciplinary, discussed in a case meeting and anonymously documented with more than 2,000 parameters. The database is continually used for solving safety relevant issues. Parallel to accident analysis, research projects are performed in the fields medicine, psychology and engineering in order to gain comprehensive insight and identify potential additional areas of activity of accident research.
Die Bundesanstalt für Straßenwesen (BASt) bringt zum Ende jeden Jahres eine Prognose der Unfall- und Verunglücktenzahlen des noch laufenden Jahres heraus, um so über die Entwicklung der Verkehrssicherheit in Deutschland Bilanz ziehen zu können. Dabei wird das Unfallgeschehen nach dem Schweregrad der Konsequenzen, der Ortslage sowie Alter und Art der Verkehrsbeteiligung der Verunglückten in 27 Zeitreihen unterteilt. Zu diesem Zeitpunkt sind die Daten lediglich für die ersten acht oder neun Monate erhältlich. Um Bilanz zu ziehen, werden die Anzahlen der letzten drei oder vier Monate prognostiziert. Gesamtziel des hier beschriebenen Forschungsvorhabens ist die Optimierung der jährlichen Unfallprognosen durch Anwendung von strukturellen Zeitreihenmodellen, bei denen die Vorhersagen aus dem Trend der vorliegenden Monate, und der Dynamik der vorhergehenden Jahre abgeleitet werden. Um dem Einfluss der Witterungsverhältnisse Rechnung zu tragen, werden dabei meteorologische Variablen in das Vorhersagemodell aufgenommen. Um die Modelle zu testen, werden die endgültigen Daten der letzten 15 Jahre jeweils aus den vorläufigen Daten der ersten Monate vorhergesagt und mit den tatsächlich beobachteten endgültigen Unfall- und Verunglücktenzahlen verglichen. Die Resultate zeigen, dass im Vergleich zu den bisherigen Vorhersagen mithilfe der hier vorgestellten Modelle die Vorhersagen für 25 der 27 Reihen präziser werden. Lediglich zwei Reihen zeigen einen leichten Anstieg des Vorhersagefehlers. Beim Vergleich von Modellen mit und ohne meteorologischen Variablen zeigt sich, dass 23 der 27 Reihen besser vorhergesagt werden können, wenn man das Wetter berücksichtigt. Neben der verbesserten Vorhersage ermöglicht die Aufnahme der Wettervariablen auch eine Einschätzung, wie groß der Einfluss der Witterungsgegebenheiten auf das Unfallgeschehen ist. Es zeigt sich also, dass die Anwendung von strukturellen Zeitreihenmodellen und die Berücksichtigung von meteorologischen Variablen zu einer deutlichen Verbesserung der Vorhersagegenauigkeit führen. Die Verbesserung der Vorhersagen durch die Aufnahme von Wettervariablen bestätigt nochmals den Einfluss der Witterungsumstände auf das Unfallgeschehen.
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.
One main objective of the EU-Project SENIORS is to provide improved methods to assess thoracic injury risk to elderly occupants. In contribution to this task paired simulations with a THOR dummy model and human body model will be used to develop improved thoracic injury risk functions. The simulation results can provide data for injury criteria development in chest loading conditions that are underrepresented in PMHS test data sets that currently proposed risk functions are based on. To support this approach a new simplified generic but representative sled test fixture and CAE model for testing and simulation were developed. The parameter definition and evaluation of this sled test fixture and model is presented in this paper. The justification and definition of requirements for this test set-up was based on experience from earlier studies. Simple test fixtures like the gold standard sled fixture are easy to build and also to model in CAE, but provide too severe belt-only loading. On the other hand a vehicle buck including production components like airbag and seat is more representative, but difficult to model and to be replicated at a different laboratory. Furthermore some components might not be available for physical tests at later stage. The basis of the SENIORS generic sled test set-up is the gold standard fixture with a cable seat back and foot rest. No knee restraint was used. The seat pan design was modified including a seat ramp. The three-point belt system had a generic adjustable load limiter. A pre-inflated driver airbag assembly was developed for the test fixture. Results of THOR test and simulations in different configurations will be presented. The configurations include different deceleration pulses. Further parameter variations are related to the restraint system including belt geometry and load limiter levels. Additionally different settings of the generic airbag were evaluated. The test set-up was evaluated and optimized in tests with the THOR-M dummy in different test configurations. Belt restraint parameters like D-ring position and load limiter setting were modified to provide moderate chest loading to the occupant. This resulted in dummy readings more representative of the loading in a contemporary vehicle than most available PMHS sled tests reported in the literature. However, to achieve a loading configuration that exposes the occupant to even less severe loading comparable to modern vehicle restraints it might be necessary to further modify the test set-up. The new generic sled test set-up and a corresponding CAE model were developed and applied in tests and simulations with THOR. Within the SENIORS project with this test set-up also volunteer and PMHS as well as HBM simulations are performed, which will be reported in other publications. The test environment can contribute in future studies to the assessment of existing and new frontal impact dummies as well as dummy improvements and related instrumentation. The test set-up and model could also serve as a new standard test environment for PMHS and volunteer tests as well as HBM simulations.
Recently, EuroNCAP updated the upper legform test protocols. The main objective of this study is to establish the upper legform test in KIDAS (Korean In-depth Accident Study) taking into account domestic pedestrian accident data as well as anthropometric data to protect elderly pedestrians whose average height and weight is much smaller and lighter than other age groups, especially compared to Europeans. Therefore 230 cases of pedestrian accidents from KIDAS were investigated to explore the injury severity of body regions as well as age related injury patterns. Injuries of all body regions were examined, with a special focus on injuries of abdomen and pelvic area. On the other hand, in order to explore Korea's pedestrian accident environment, national police data and KIDAS (Korean In-depth Accident Study) data were compared. The results should be taken into account in future analyses and possible improvements, such as regulations and KNCAP test protocols, of the pedestrian safety policy in Korea.
[Introduction:] A large number of road users involved in road traffic crashes recover from their injuries, but some of them never recover fully and suffer from some kind of permanent disability. In addition to loss of life or reduced quality of life, road accidents carry many and diverse consequences to the survivors such as legal implications, economic burden, job absences, need of care from a third person, home and vehicle adaptations as well as psychological consequences. Within an EU funded project MOVE/C4/SUB/2011-294/SI2.628846 (REHABIL AID) these consequences were analyzed more detailed.
While cyclists and pedestrians are known to be at significant risk for severe injuries when exposed to road traffic accidents (RTAs) involving trucks, little is known about RTA injury risk for truck drivers. The objective of this study is to analyze the injury severity in truck drivers following RTAs. Between 1999 and 2008 the Hannover Medical School Accident Research Unit prospectively documented 43,000 RTAs involving 582 trucks. Injury severity including the abbreviated injury scale (AIS) and the maximum abbreviated injury scale (MAIS) were analyzed. Technical parameters (e.g. delta-v, direction of impact), the location of accident, and its dependency on the road type were also taken into consideration. The results show that the safety of truck drivers is assured by their vehicles, the consequence being that the risk of becoming injured is likely to be low. However, the legs especially are at high risk for severe injuries during RTAs. This probability increases in the instance of a collision with another truck. Nevertheless, in RTAs involving trucks and regular passenger vehicles, the other party is in higher risk of injury.
Still correlated with high mortality rates in traffic accidents traumatic aortic ruptures were frequently detected in unprotected car occupants in the early years. This biomechanical analysis investigates the different kinds of injury mechanisms leading to traumatic aortic injuries in todays traffic accidents and how the way of traffic participation affects the frequency of those injuries over the years. Based on GIDAS reported traffic accidents from 1973 to 2014 are analyzed. Results show that traumatic aortic injuries are mainly observed in high-speed accidents with high body deceleration and direct load force to the chest. Mostly chest compression is responsible for the load direction to the cardiac vessels. The main observed load vector is from caudal-ventral and from ventral solely, but also force impact from left and right side and in roll-over events with chest compression lead to traumatic aortic injuries. Classically, the injury appeares at the junction between the well-fixed aortic arch and the pars decendens following a kind of a scoop mechanism, a few cases with a hyperflexion mechanism are also described. In our analysis the deceleration effect alone never led to an aortic rupture. Comparing the past 40 years aortic injuries shift from unprotected car occupants to today's unprotected vulnerable road users like pedestrians, cyclists and motorcyclists. Still the accident characteristics are linked with chest compression force under high speed impact, no seatbelt and direct body impact.
When assessing the consequences of accidents normally the injury severity and the damage costs are considered. The injury severity is either expressed within the police categories (slight injury, severe injury or fatal injury) or the AIS code that rates the fatality risk of a given injury. Both injury metrics are assessing the consequences of the accident directly after the accident. However, not all consequences of accidents are visible directly after the accident and the duration of the consequences are different. Besides a physiological reduction of functionality social and psychological implications such as reduced mobility options, problems to continue the original job etc. are happening. In order to assess long term consequences of accidents the MHH Accident Research Unit established a brief questionnaire that is distributed to accident involved people of the Hannover subset of the GIDAS data set approx. one year after the accident beginning with the accident year 2013. The basic idea of using a brief questionnaire (in fact only one page) is to obtain a relatively large return rate because the questionnaire appears to be simple and quickly answered. This appears to be important because it is believed that the majority of accident involved people will not report long term consequences. In order to allow a more detailed survey amongst those responders that are reporting long term consequences they are asked for a written consent for the additional questionnaire that will be distributed at a time that is not yet defined. Long term consequences are reported for all addressed areas, medical, physiological, psychological and sociological by people without injuries, with minor injuries and with severe injuries.
The incidence of side impacts was investigated from GIDAS data. Both vehicle-fixed object and vehicle-vehicle collisions were analysed as these are enclosed within the consumer testing program. Vehicle-fixed object collisions were stratified according to ESC availability. Results indicated that vehicles equipped with ESC rarely have pure-lateral impacts. An increase in oblique collisions was seen for the vehicles with ESC whereby most vehicle were driving in left curves. The analysis of vehicle-vehicle collisions developed injury risk curves were developed at the AIS3+ injury severity for the vehicle-vehicle side impacts. Results suggested that greatest injury risk occurred when a Pre Euro NCAP vehicle was struck by a Post Euro-NCAP vehicle. The remaining curves did not show different behaviour, indicating that stiffness increased have been equally combated. This was attributable to the few Post Euro-NCAP vehicles that had a deployed curtain airbag available in the sample. The integration of Euro NCAP testing has shown to improve vehicle crashworthiness for pole collisions, as those vehicles with ESC rarely incur lateral impacts.
Car occupants have a high level of mortality in road accidents, since passenger cars are the prevalent mode of transport. In 2013, car occupant fatalities accounted for 45% of all road accident fatalities in the EU. The objective of this research is the analysis of basic road safety parameters related to car occupants in the European countries over a period of 10 years (2004-2013), through the exploitation of the EU CARE database with disaggregate data on road accidents. Data from the EU Injury Database for the period 2005 - 2008 are used to identify injury patterns, and additional insight into accident causation for car occupants is offered through the use of in-depth accident data from the EC SafetyNet project Accident Causation System (SNACS). The results of the analysis allow for a better understanding of the car occupants' safety situation in Europe, thus providing useful support to decision makers working for the improvement of road safety level in Europe.
To elucidate the risk of pedestrians, bicycle and motorbike users, data of two accident research units from 1999 to 2014 were analysed in regard to demographic data, collision details, preclinical and clinical data using SPSS. 14.295 injured vulnerable road users were included. 92 out of 3610 pedestrians ("P", 2.5%), 90 out of 8307 bicyclists ("B", 1.1%) and 115 out of 4094 motorcycle users ("M", 2.8%) were diagnosed with spinal fractures. Thoracic fractures were most frequent ahead of lumbar and cervical fractures. Car collisions were most frequent mechanism (68, 62 and 36%). MAIS was 3.8, 2.8 and 3.2 for P, B and A with ISS 32, 16 and 23. AIS-head was 2.2, 1.3 and 1.5). Vulnerable road users are at significant risk for spine fractures. These are often associated with severe additional injuries, e.g. the head and a very high overall trauma severity (polytrauma).
In this study, we compared the injury severity of occupants according to the seating position and the crashing direction in motor vehicle accidents. In the driver's point of view, it was separated the seating position as "Near-side" and "Far-side". The study subjects were targeted by people who visited 4 regional emergency centers following motor vehicle accidents. Real-world investigation was performed by direct and indirect methods after patient- consent. The information of the damaged vehicle was informed by Collision Deformation Classification (CDC) code and the information of the injury of patients was informed by using the Abbreviated Injury Score (AIS) and Injury Severity Score (ISS). When the column 3 in CDC code was P, damaged at the middle part of lateral side, the average point of AIS 3 was 1.91-±1.72 in near-side and 1.02-±1.31 in far-side (p<0.01). The average point of maximum AIS (MAIS) was 2.78-±1.39 in near-side and 2.02-±1.11 in far-side (p<0.01). The average point of ISS was 15.74-±14.71 in near-side and 8.11-±8.39 in far-side (p<0.01). Also, when the column 3 in CDC code was D, damaged at the whole part of lateral side, it was significant that the average point of AIS 3 and MAIS in near-side was bigger than in far-side (p=0.02).
Injury probability functions for pedestrians and bicyclists based on real-world accident data
(2017)
The paper is focusing on the modelling of injury severity probabilities, often called as Injury Risk Functions (IRF). These are mathematical functions describing the probability for a defined population and for possible explanatory factors (variables) to sustain a certain injury severity. Injury risk functions are becoming more and more important as basis for the assessment of automotive safety systems. They contribute to the understanding of injury mechanisms, (prospective) evaluation of safety systems and definition of protection criteria or are used within regulation and/or consumer ratings. In all cases, knowledge about the correlation between mechanical behavior and injury severity is needed. IRFs are often based on biomechanical data. This paper is focusing on the derivation of injury probability models from real world accident data of the GIDAS database (German In-depth Accident Study). In contrast to most academic terms there is no explicit term definition or definition of creation processes existing for injury probability models based on empirical data. Different approaches are existing for such kind of models in the field of accident research. There is a need for harmonization in terms of the used methods and data as well as the handling with the existing challenges. These are preparation of the dataset, model assumptions, censored/unknown data, evaluation of model accuracy, definition of dependent and independent variable, and others. In the presented study, several empirical, statistical and phenomenological approaches were analyzed regarding their advantages and disadvantages and also their applicability. Furthermore, the identification of appropriate prediction parameters for the injury severity of pedestrians has been considered. Due to its main effect on injuries of pedestrians and bicyclists, the importance of the secondary impact has also been analyzed. Finally, the model accuracy, evaluated by several criteria, is the rating factor that gives the quality and reliability for application of the resulting models. After the investigation and evaluation of statistical approaches one method was chosen and appropriate prediction variables were examined. Finally, all findings were summarized and injury risk functions for pedestrians in real world accidents were created. Additionally, the paper gives instructions for the interpretation and usage of such functions. The presented results include IRFs for several injury severity levels and age groups. The presented models are based on a high amount of real world accidents and describe very well the injury severity probability of pedestrians and bicyclists in frontal collisions with current vehicles. The functions can serve as basis for the evaluation of effectiveness of systems like Pedestrian-AEB or Bicycle-AEB.