Sonstige
Filtern
Dokumenttyp
- Konferenzveröffentlichung (256)
- Buch (Monographie) (7)
Sprache
- Englisch (263) (entfernen)
Volltext vorhanden
- ja (263) (entfernen)
Schlagworte
- Conference (237)
- Konferenz (236)
- Germany (125)
- Accident (124)
- Unfall (124)
- Deutschland (122)
- Injury (86)
- Verletzung (85)
- Unfallrekonstruktion (72)
- Statistics (56)
- Statistik (55)
- Analyse (math) (53)
- Analysis (math) (52)
- Schweregrad (Unfall, Verletzung) (52)
- Severity (accid, injury) (50)
- Tödlicher Unfall (50)
- Fatality (49)
- Reconstruction (accid) (46)
- Data acquisition (39)
- Datenerfassung (39)
- injury) (38)
- Car (37)
- Datenbank (37)
- Simulation (37)
- Schweregrad (Unfall (36)
- Verletzung) (36)
- Cause (35)
- Fußgänger (35)
- On the spot accident investigation (35)
- Pedestrian (35)
- Untersuchung am Unfallort (35)
- Ursache (35)
- Severity (accid (34)
- Vehicle (30)
- Fahrzeug (29)
- Safety (29)
- Sicherheit (28)
- Data bank (27)
- Unfallverhütung (27)
- Zusammenstoß (27)
- Accident prevention (26)
- Accident reconstruction (26)
- Collision (26)
- Geschwindigkeit (25)
- Motorcyclist (24)
- Motorradfahrer (24)
- Speed (24)
- Cyclist (23)
- Radfahrer (23)
- Bewertung (22)
- Evaluation (assessment) (22)
- Leistungsfähigkeit (allg) (22)
- Anfahrversuch (21)
- Driver (21)
- Fahrer (21)
- PKW (21)
- Active safety system (20)
- Frontalzusammenstoß (20)
- Efficiency (19)
- Head on collision (19)
- Insasse (19)
- Aktives Sicherheitssystem (18)
- Europa (18)
- Europe (18)
- Method (18)
- Risiko (18)
- Test (18)
- Fahrerassistenzsystem (17)
- Verfahren (17)
- Interview (16)
- Vehicle occupant (16)
- Passives Sicherheitssystem (15)
- Pkw (15)
- Risk (15)
- Versuch (15)
- Sicherheitsgurt (14)
- Benutzung (13)
- Driver assistance system (13)
- Motorrad (13)
- Passive safety system (13)
- Use (13)
- Accident rate (12)
- Motorcycle (12)
- Safety belt (12)
- Überschlagen (12)
- Auffahrunfall (11)
- Child (11)
- Impact test (veh) (11)
- Kind (11)
- Rear end collision (11)
- Schutzhelm (11)
- Seitlicher Zusammenstoß (11)
- Unfallhäufigkeit (11)
- Berechnung (10)
- Crash helmet (10)
- Fahrzeugsitz (10)
- Head (10)
- Human factor (10)
- Kopf (10)
- Menschlicher Faktor (10)
- Overturning (veh) (10)
- Rechenmodell (10)
- Risikobewertung (10)
- Side impact (10)
- Age (9)
- Alter (9)
- Calculation (9)
- Database (9)
- Development (9)
- Entwicklung (9)
- Fahranfänger (9)
- Japan (9)
- Leg (human) (9)
- Mathematical model (9)
- Prognose (9)
- Recently qualified driver (9)
- Risk assessment (9)
- Seat (veh) (9)
- Airbag (8)
- Alte Leute (8)
- Behaviour (8)
- Brustkorb (8)
- Digital model (8)
- Fehler (8)
- Improvement (8)
- Lorry (8)
- Numerisches Modell (8)
- Old people (8)
- Verbesserung (8)
- Verhalten (8)
- Air bag (restraint system) (7)
- Antikollisionssystem (7)
- Austria (7)
- Biomechanics (7)
- Biomechanik (7)
- Error (7)
- Erste Hilfe (7)
- Fracture (bone) (7)
- Front (7)
- Knochenbruch (7)
- Krankenhaus (7)
- Prevention (7)
- Prüfverfahren (7)
- Test method (7)
- USA (7)
- Wirbelsäule (7)
- Österreich (7)
- Adolescent (6)
- Bein (menschl) (6)
- Bremsung (6)
- China (6)
- Collision avoidance system (6)
- Deformation (6)
- Driver training (6)
- Fahrausbildung (6)
- Forecast (6)
- Hospital (6)
- Impact study (6)
- India (6)
- Indien (6)
- Jugendlicher (6)
- Measurement (6)
- Ort (Position) (6)
- Portugal (6)
- Research report (6)
- Software (6)
- Thorax (6)
- Vereinigtes Königreich (6)
- Verformung (6)
- Verminderung (6)
- Wirksamkeitsuntersuchung (6)
- Analyse (Math) (5)
- Braking (5)
- Cervical vertebrae (5)
- Correlation (math, stat) (5)
- Decrease (5)
- EU (5)
- Eins (5)
- First aid (5)
- Halswirbel (5)
- Impact test (5)
- Knotenpunkt (5)
- Location (5)
- One (5)
- Post crash (5)
- Spinal column (5)
- Vehicle regulations (5)
- Vorn (5)
- Angle (4)
- Bremse (4)
- Coefficient of friction (4)
- Collision test (veh) (4)
- Cost benefit analysis (4)
- Delivery vehicle (4)
- Distraction (4)
- Dynamics (4)
- Dynamik (4)
- Electronic stability program (4)
- Estimation (4)
- Fahrdatenschreiber (4)
- Fahrgeschicklichkeit (4)
- Forschungsbericht (4)
- France (4)
- Frankreich (4)
- Frau (4)
- Interior (veh) (4)
- Junction (4)
- Korrelation (math, stat) (4)
- LKW (4)
- Messung (4)
- Modification (4)
- Oberflächentextur (4)
- Occupant (veh) (4)
- Policy (4)
- Politik (4)
- Regression analysis (4)
- Regressionsanalyse (4)
- Reibungsbeiwert (4)
- Schweden (4)
- Sensor (4)
- Sichtbarkeit (4)
- Surface texture (4)
- Unfallfolgemaßnahme (4)
- United Kingdom (4)
- Verhütung (4)
- Veränderung (4)
- Sichtbarkeit (4)
- Winkel (4)
- Wirtschaftlichkeitsrechnung (4)
- Ablenkung (psychol) (3)
- Anthropometric dummy (3)
- Befreiung (Bergung) (3)
- Bicycle (3)
- Blickfeld (3)
- Brake (3)
- Bus (3)
- Coach (3)
- Crash test (3)
- Czech Republic (3)
- Damage (3)
- Drunkenness (3)
- Effectiveness (3)
- Elektronisches Stabilitätsprogramm (3)
- Erziehung (3)
- Event data recorder (road vehicle) (3)
- Extrication (3)
- Fahrrad (3)
- Fahrstabilität (3)
- Fahrzeuginnenraum (3)
- Field of vision (3)
- Finite element method (3)
- Human body (3)
- Impact sled (3)
- Information (3)
- Information documentation (3)
- International (3)
- Kleidung (3)
- Korea (Süd) (Demokratische Republik) (3)
- Lieferfahrzeug (3)
- Lkw (3)
- Man (3)
- Mann (3)
- Menschlicher Körper (3)
- Passenger (3)
- Probability (3)
- Reisebus (3)
- Republic of Korea (3)
- Run off the road (accid) (3)
- Sachschaden (3)
- Schutzeinrichtung (3)
- Seite (3)
- Skill (road user) (3)
- Steifigkeit (3)
- Stiffness (3)
- Technische Vorschriften (Kraftfahrzeug) (3)
- Technologie (3)
- Technology (3)
- Time (3)
- Trunkenheit (3)
- Tschechische Republik (3)
- United kingdom (3)
- Vehicle handling (3)
- Verkehrsteilnehmer (3)
- Verschiebung (3)
- Versuchspuppe (3)
- Wahrscheinlichkeit (3)
- Woman (3)
- Zeit (3)
- Abbiegen (2)
- Abdomen (2)
- Abkommen von der Fahrbahn (Unfall) (2)
- Accompanied driving (2)
- Accuracy (2)
- Advanced driver assistance system (2)
- Aufprallschlitten (2)
- Ausrüstung (2)
- Australia (2)
- Australien (2)
- Automatisch (2)
- Automatische Notbremsung (2)
- Autonomous emergency braking (2)
- Begleitetes Fahren (2)
- Behinderter (2)
- Bein (2)
- Beinahe Unfall (2)
- Belastung (2)
- Blutkreislauf (2)
- Body (car) (2)
- Bremsweg (2)
- Camera (2)
- Carbon dioxide (2)
- Circulation (blood) (2)
- Classification (2)
- Clothing (2)
- Compatibility (2)
- Compliance (specif) (2)
- Contact (tyre road) (2)
- Cost (2)
- Crash victim (2)
- Crossing the road (2)
- Decision process (2)
- Deformable barrier (impact test) (2)
- Depth (2)
- Detection (2)
- Deutschalnd (2)
- Digital image processing (2)
- Digitale Bildverarbeitung (2)
- Disablement (2)
- Dreidimensional (2)
- Driver information (2)
- Driving (veh) (2)
- Driving test (2)
- EU directive (2)
- EU-Richtlinie (2)
- Edge (2)
- Education (2)
- Eindringung (2)
- Eingabedaten (2)
- Einstellung (psychol) (2)
- Electric bicycle (2)
- Electronic driving aid (2)
- Elektrofahrrad (2)
- Emission (2)
- Entdeckung (2)
- Entscheidungsprozess (2)
- Equipment (2)
- Ergonomics (2)
- Ergonomie (2)
- Eu (2)
- Exhaust aftertreatment (2)
- Experience (human) (2)
- Fahrbahnüberquerung (2)
- Fahrprüfung (2)
- Fahrsimulator (2)
- Fahrzeugführung (2)
- Fernverkehrsstraße (2)
- Fire (2)
- Forschungsarbeit (2)
- Führerschein (2)
- Geländefahrzeug (2)
- Gesetzesübertretung (2)
- Government (national) (2)
- Griffigkeit (2)
- Harmonisation (2)
- Hazard (2)
- Head restraint (2)
- Highway (2)
- Highway design (2)
- Hinten (2)
- In service behavior (2)
- Input data (2)
- Kamera (2)
- Karosserie (2)
- Klassifizierung (2)
- Knee (human) (2)
- Knie (menschl) (2)
- Kompatibilität (2)
- Kontakt Reifen Straße (2)
- Kontrolle (2)
- Kopfstütze (2)
- Kosten (2)
- Kunststoff (2)
- Langfristig (2)
- Load (2)
- Long term (2)
- Main road (2)
- Medical aspects (2)
- Medizinische Gesichtspunkte (2)
- Medizinische Untersuchung (2)
- Methode der finite Elemente (2)
- Methode der finiten Elemente (2)
- Mobile phone (2)
- Mobiltelefon (2)
- Model (not math) (2)
- Modell (2)
- Movement (2)
- Near miss (2)
- Netherlands (2)
- Niederlande (2)
- Offence (2)
- Output (2)
- Overlapping (2)
- Penetration (2)
- Plastic material (2)
- Posture (2)
- Quality (2)
- Quality assurance (2)
- Qualität (2)
- Qualitätssicherung (2)
- Reaction (human) (2)
- Reaktionsverhalten (2)
- Rear (2)
- Recording (2)
- Regierung (staat) (2)
- Restraint system (2)
- Road traffic (2)
- Road user (2)
- Safety fence (2)
- Severity (acid (2)
- Shock (2)
- Simulator (driving) (2)
- Skidding resistance (2)
- Spain (2)
- Spanien (2)
- Specifications (2)
- Sport utility vehicle (2)
- Standardisierung (2)
- Straßenentwurf (2)
- Straßenverkehr (2)
- Surveillance (2)
- Sweden (2)
- Telefon (2)
- Telephone (2)
- Theorie (2)
- Theory (2)
- Three dimensional (2)
- Tiefe (2)
- Trend (stat) (2)
- Turn (2)
- Unfallopfer (2)
- Unterleib (2)
- Vorne (2)
- Wet road (2)
- Windschutzscheibe (2)
- Zeitreihe (stat) (2)
- Überlappung (2)
- Ability (road user) (1)
- Abkommen von der Fahrbahn (1)
- Ablenkung (1)
- Absorption (1)
- Abstandsregeltempomat (1)
- Acceleration (1)
- Acceptability (1)
- Accident black spot (1)
- Accident proneness (1)
- Accident severity (1)
- Active safety system; Automatic; Brake; Car; Collision avoidance system; Conference; Driver assistance system; Germany; Impact test (veh); Rear end collision; Severity (accid (1)
- Activity report (1)
- Adaptive cruise controll (1)
- Administration (1)
- Adult (1)
- Aggression (psycho) (1)
- Aggression (psychol) (1)
- Air traffic control (1)
- Airbag (restraint system) (1)
- Alternative (1)
- Analyse (1)
- Analyses (math) (1)
- Anthropometrie (1)
- Anthropometry (1)
- Anti locking device (1)
- Antiblockiereinrichtung (1)
- Apparatus (measuring) (1)
- Arbeitsgruppe (1)
- Arm (human) (1)
- Arm (menschl) (1)
- Atives Sicherheitssystem (1)
- Attention (1)
- Attitude (psychol) (1)
- Audit (1)
- Auffharunfall (1)
- Aufmerksamkeit (1)
- Aufzeichnung (1)
- Aufzeichung (1)
- Autobahn (1)
- Automatic (1)
- Autotür (1)
- Back (human) (1)
- Batterie (1)
- Battery (1)
- Baumusterzulassung (1)
- Baustoff (1)
- Bein [menschl] (1)
- Bemessung (1)
- Bepflanzung (1)
- Beschleunigung (1)
- Bevölkerung (1)
- Bewehrung (1)
- Bone (1)
- Braking distance (1)
- Brand (1)
- Breaking (1)
- Bruch (mech) (1)
- Budget (1)
- Car door (1)
- Catalytic converter (1)
- Chest (1)
- Cognitive impairment (1)
- Colthing (1)
- Communication (1)
- Comprehension (1)
- Compression (1)
- Computation (1)
- Concentration (chem) (1)
- Conference; Germany; Injury; Medical examination; Spinal column; X ray (1)
- Contact (tyre (1)
- Crashtest (1)
- Cross roads (1)
- Cycle track (1)
- Cycling (1)
- Damping (1)
- Data base (1)
- Data transmission (telecom) (1)
- Datenübertragung (Telekom) (1)
- Datenübertragung (telekom) (1)
- Dauer (1)
- Day (24 hour period) (1)
- Deformierbare Barriere (Anpralltest) (1)
- Deformierte Barriere (Anpralltest) (1)
- Density (1)
- Design (overall design) (1)
- Detektion (1)
- Dichte (1)
- Diesel engine (1)
- Digital computer (1)
- Digitalrechner (1)
- Displacement (1)
- Distribution (gen) (1)
- Driving aid (electronic) (1)
- Driving licence (1)
- Driving license (1)
- Dtetection (1)
- Durability (1)
- Durchsichtigkeit (1)
- Dynamic penetration test (1)
- Dämpfung (1)
- Eigenschaft (1)
- Ejection (1)
- Elastizitätsmodul (1)
- Electric vehicle (1)
- Electronics (1)
- Elektrofahrzeug (1)
- Elektronik (1)
- Elektronisches Stabilitätsprogram (1)
- Emergency (1)
- Emergency medical aid (1)
- Energie (1)
- Energy (1)
- Enforcement (law) (1)
- Entgleisung (Zug) (1)
- Erfahrung (menschl) (1)
- Erwachsener (1)
- Event data recorder (Road vehicle) (1)
- Expert system (1)
- Expertensystem (1)
- Expressway (1)
- Face (human) (1)
- Facility (1)
- Fahrererfahrung (1)
- Fahrerinformationen (1)
- Fahrzeugdach (1)
- Fahrzeugflotte (1)
- Fahrzeugrückhaltesystem (1)
- Fahrzeugteil (Sicherheit) (1)
- Fatigue (human) (1)
- Fear (1)
- Fence (1)
- Feuer (1)
- Financing (1)
- Finanzierung (1)
- Finland (1)
- Finnland (1)
- Fleet of vehicles (1)
- Flugsicherung (1)
- Foot (not a measure) (1)
- Form (1)
- Frequency (1)
- Friction (1)
- Fuel consumption (1)
- Fuel tank (1)
- Furcht (1)
- Fuß (1)
- Führerschein Punktesystem (1)
- Gas (1)
- Genauigkeit (1)
- Geografisches Information System (1)
- Geographical information system (1)
- Geometry (shape) (1)
- Geradeausverkehr (1)
- Geschwindigkeitsbeschränkung (1)
- Gesetzesdurchführung (1)
- Gesetzgebung (1)
- Gesicht (1)
- Gesundheit (1)
- Gewicht (1)
- Harmonisierung (1)
- Health (1)
- Herausschleudern (1)
- Hip (human) (1)
- Homogeneity (1)
- Homogenität (1)
- Hospitsl (1)
- Häufigkeit (1)
- Hüfte (1)
- Illness (1)
- Image analysis (1)
- Image generation (1)
- Impact (collision) (1)
- In situ (1)
- Incident detection (1)
- Inertia reel safety belt (1)
- Infotainment System (1)
- Infotainment system (1)
- Installation (1)
- Interactive model (1)
- Interaktives Modell (1)
- Intersection (1)
- Inventar (1)
- Inventory (1)
- Ireland (1)
- Irland (1)
- Italien (1)
- Italy (1)
- Itinerary (1)
- Jahreszeit (1)
- Knochen (1)
- Kognitive Beeinträchtigung (1)
- Kohlendioxid (1)
- Kommunikation (1)
- Kontakt Reifen-Straße (1)
- Konzentration (1)
- Korea (Süd) (1)
- Korrelation [math (1)
- Kraftstofftank (1)
- Krankheit (1)
- Kreisverkehrsplatz (1)
- Kreuzung (1)
- Körperhaltung (1)
- Körperstellung (1)
- Lap strap (1)
- Lateral (1)
- Lateral collision (1)
- Learning (1)
- Legislation (1)
- Leistungsfähigkeit (Allg.) (1)
- Length (1)
- Links (1)
- Länge (1)
- Lärm (1)
- Malaysia (1)
- Massenunfall (1)
- Material (constr) (1)
- Mathematical Model (1)
- Matrix (1)
- Mean (math) (1)
- Medical examination (1)
- Text (1)
- Messgerät (1)
- Mittelwert (1)
- Mobility (1)
- Mobilität (1)
- Modulus of elasticity (1)
- Montage (1)
- Moped (1)
- Motor (1)
- Motorisierungsgrad (1)
- Multiple collision (1)
- Müdigkeit (1)
- Nachricht (1)
- Nasse Strasse (1)
- Nasse Straße (1)
- Nigeria (1)
- Noise (1)
- Nordamerika (1)
- Norm (tech) (1)
- North America (1)
- Norway (1)
- Norwegen (1)
- Notfall (1)
- Nummer (1)
- Nutzwertanalyse (1)
- Official approval (1)
- Offset impact test (1)
- On the left (1)
- On the right (1)
- On the spot investigation (1)
- Organisation (1)
- Organization (association) (1)
- Overturning (1)
- Oxygen (1)
- Padding (safety) (1)
- Partnerschaft (1)
- Partnership (1)
- Perception (1)
- Personal (1)
- Personnel (1)
- Pfosten (1)
- Planning (1)
- Planung (1)
- Point demerit system (1)
- Pole (1)
- Police (1)
- Polizei (1)
- Population (1)
- Portable (1)
- Position (1)
- Pregnancy (1)
- Properties (1)
- Protective helmet (1)
- Prototyp (1)
- Prototype (1)
- Provisorisch (1)
- Pssives Sicherheitssystem (1)
- Psychological aspects (1)
- Psychologische Gesichtspunkte (1)
- Public transport (1)
- QAccident (1)
- Quality management system (1)
- Qualitätsmanagementsystem (1)
- Radfahren (1)
- Radweg (1)
- Rail bound transport (1)
- Rail traffic (1)
- Rammsondierung (1)
- Rechts (1)
- Reconstruction [accid] (1)
- Reduction (decrease) (1)
- Rehabilitation (1)
- Rehabilitation (road user) (1)
- Reibung (1)
- Reifen (1)
- Reifenprofil (1)
- Reinforcement (in mater) (1)
- Reiseweg (1)
- Republic of Corea (1)
- Research project (1)
- Research projekt (1)
- Residential area (1)
- Resuscitation (1)
- Reversing (veh) (1)
- Rib (1)
- Richtlinie (1)
- Richtlinien (1)
- Risk taking (1)
- Road network (1)
- Road transport (1)
- Roll over (veh) (1)
- Roof (veh) (1)
- Rotation (1)
- Roundabout (1)
- Rsk (1)
- Rupture (1)
- Röntgenstrahlung (1)
- Rücken (1)
- Rücksichtslosigkeit (1)
- Rückwärtsfahren (1)
- Safety glass (1)
- Safety harness (1)
- Safety system (1)
- Saftey (1)
- Sample (stat) (1)
- Sauerstoff (1)
- Schienentransport (1)
- Schienenverkehr (1)
- Schlag (1)
- Schleudertrauma (1)
- Schwangerschaft (1)
- Schweiz (1)
- Schweregrad (UNfall (1)
- Schätzung (1)
- Season (1)
- Seat (1)
- Seat belt (1)
- Seat harness (1)
- Severity (accid, injuy) (1)
- Sicherheitsglas (1)
- Sicherheitspolsterung (1)
- Side (1)
- Significance (1)
- Signifikanz (1)
- Specification (standard) (1)
- Speed limit (1)
- Speed) (1)
- Spinal calum (1)
- Spreading (1)
- Sri Lanka (1)
- Stadt (1)
- Stahl (1)
- Standard test run (1)
- Standardization (1)
- Statistik (math) (1)
- Steel (1)
- Stichprobe (1)
- Stochastic process (1)
- Stochastischer Prozess (1)
- Stopping distance (1)
- Straight ahead (traffic) (1)
- Strasse (1)
- Straße (1)
- Straßennetz (1)
- Straßentransport (1)
- Störfallentdeckung (1)
- Switzerland (1)
- Systemanalyse (1)
- Systems analysis (1)
- Tag (24 Stunden) (1)
- Technische Vorschriften (1)
- Temporary (1)
- Tension (1)
- Thailand (1)
- Toxicity (1)
- Toxizität (1)
- Traffic (1)
- Traffic restraint (1)
- Tragbar (1)
- Transparent (1)
- Transport infrastructure (1)
- Transport operator (1)
- Transportunternehmen (1)
- Traveler (1)
- Two dimensional (1)
- Tyre (1)
- Tyre tread (1)
- Tätigkeitsbericht (1)
- Underride prevention (1)
- Unfallfolgephase (1)
- Unfallneigung (1)
- Unfallrate (1)
- Unfallrekonsruktion (1)
- Unfallschwerpunkt (1)
- Unfallverhütug (1)
- Ungeschützter Verkehrsteilnehmer (1)
- Unterfahrschutz (1)
- Untersuchung am Umfallort (1)
- Urban area (1)
- Usa (1)
- Value analysis (1)
- Variance analysis (1)
- Varianzanalyse (1)
- Vegetation (1)
- Vehicle ownership (1)
- Vehicle restraint system (1)
- Vehicle safety device (1)
- Veletzung) (1)
- Vereinigtes Königreichl (1)
- Verfahen (1)
- Verkehr (1)
- Verkehrsbeschränkung (1)
- Verkehrsinfrastruktur (1)
- Vermeidung (1)
- Verständnis (1)
- Verteilung (allg) (1)
- Verteilung (mater) (1)
- Verwaltung (1)
- Visualisation (1)
- Visualisierung (1)
- Vulnerable road user (1)
- Wahrnehmung (1)
- Wasser (1)
- Water (1)
- Weather (1)
- Weight (1)
- Whiplash injury (1)
- Window (veh) (1)
- Windscreen (veh) (1)
- Witterung (1)
- Wohngebiet (1)
- Women (1)
- Working group (1)
- Zahl (1)
- Zug (mech) (1)
- Zusammendrückung (1)
- Zweidimensional (1)
- accident (1)
- aktives Sicherheitssystem (1)
- analyses (math) (1)
- ar (1)
- efficiency (1)
- fatality (1)
- finite element method (1)
- head (1)
- road) (1)
- simulation (1)
- stat] (1)
- tödlicher Unfall (1)
- Öffentlicher Verkehr (1)
Institut
Detailed anthropometric data of pregnant women have been collected and used in the development of a computational model of the pregnant occupant model "Expecting". The model is complete with a finite element uterus and multi-body fetus, which is a novel feature in the models of this kind. The computational pregnant occupant model has been validated and used to simulate a range of impacts. The strains developed in the utero-placental interface are used as the main criteria for fetus safety. Stress distributions due to inertial loading of the fetus on the utero-placental interface play a role on the strain levels. Inclusion of fetus model is shown to significantly affect the strain levels in the utero-placental interface. This series of studies has led to the design of seatbelt features specifically for the pregnant women to enable them use the seatbelt correctly and comfortably.
In order to enable foreseeing or comparing the benefit of safety systems or driver assistance systems in Germany, in the United States and in Japan, the traffic accident databases in those three countries are examined. The variables used are culpable party, collision partner, accident type, and injury level and the method to re-classify the databases for comparison are proposed. The result indicates that single passenger car fatality is the most frequent in Germany and in the United States, while passenger car vs. pedestrian is the most frequent fatality scenario in Japan. When the casualty by fatality ratio is focused, the greatest difference is observed in rear-end collisions. The ratio of slight injuries in Japan yields about eighteen times as many as those in Germany, and about eight times as many as those in the United States.
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.
Bone fracture patterns could be crucial in reconstructing the nature of loading, especially in the lower limb and upper limb kinematics in vehicle-pedestrian crashes. In addition, use of FE bone models can be a handy tool to predict vehicle impact velocity and the impact direction. The point of fracture initiation in bone loading has been predicted quite accurately earlier. A methodology that predicts bone crack initiation and its propagation pattern for the six known loading directions using a single material and failure model is presented.
This study updates previous IIHS studies comparing estimated delta Vs for crash tested vehicles to the distribution of estimated delta Vs in the National Automotive Sampling System (NASS) Crashworthiness Data System (CDS). The delta V estimates for 232 frontal crash tests at 64.4km/h into a deformable barrier with 40 percent overlap are compared with estimates from frontal offset crashes in the 1997-2004 NASS database. All delta V estimates were based on SMASH, the delta V estimating program used by NASS since 1997. Results indicated that for all vehicles tested by IIHS, SMASH delta Vs were, on average, 32 percent lower than impact speeds and about 28 percent lower than the expected delta V. Almost 80 percent of all real-world frontal crashes resulting in AIS 3+ injuries and just over 60 percent of all fatal crashes occur at or below the average estimated delta V calculated for crash tested vehicles.
Many safety-relevant tasks in control or diagnostics require binary choices such as "conflict versus separation" in air traffic control, "normal versus pathological" when interpreting x-ray pictures, or "permitted versus forbidden" when inspecting airport security scans. Deciders often are uncertain, but nevertheless required to decide between two alternatives, that is, they have not only to decide upon an action, but also about the admissible level of uncertainty. If the accepted level of judgment certainty is not taken into account, the sequence of decisions does not capture the full picture of the underlying decision process. Differences in judgment certainty are relevant, because they reflect not only the adequacy of the human-machine interface that is evaluated, but also the differences in expertise of the decider and the requirements of the actual situation or task. Therefore, capturing both judgment certainty and discrimination performance is essential. A comparison of different human-machine-interfaces (for air traffic control) is used to illustrate a methodological approach, which allows for integrated analyses of decision processes based on receiver-operator-characteristics and practical guidelines for the evaluation of human-machine-interfaces for safety-relevant operation procedures are provided.
While it is important to track trends in the number of road accidents in different countries using national statistics, there is a need for data with more detailed information, so called in-depth accident data. For this reason, several accident data projects emerged worldwide in recent years. However, also different data standards were established and so comparative analysis of international in-depth data has been very hard to conduct, so far. This is why the project iGLAD (Initiative for the Global Harmonization of Accident Data) was established and created the prerequisites for building up a standardized dataset out of the common denominator of different in-depth accident databases from Europe, USA and Asia. In the first phase, the project received funding from ACEA to compile an initial database. To accomplish this, a suitable data scheme has been defined, a pilot study has been conducted as proof of concept and the recoding of the first common data base has been initiated. Also, to prepare the project for its self-supporting continuation in the next years, a business model has been developed. This paper reports the history and status of the project, the current challenges and the creation of a capable consortium to maintain the data. In mid-2014, the initial database containing 1550 cases from 10 different countries will be completed and a first detailed view on this data will be possible.
The Centre for Automotive Safety Research (formerly the Road Accident Research Unit) at the University of Adelaide in South Australia has a history of in-depth crash investigation going back to the 1970s. In recent years, our focus has been on studying factors that contribute to road crashes, with an emphasis on the role of road infrastructure. Our method involves crash notification by the South Australian Ambulance Service and detailed investigation of the crash scene usually before the crash-involved vehicles have been moved. This at-scene data collection is supplemented with police crash reports, Coroner- reports including autopsy findings for fatal crashes, case notes from hospitals for all injured persons, structured interviews with crash participants and witnesses, and computerised reconstruction of the events of the crash. One of the most notable research findings to emerge from our in-depth work has been the relationship between travelling speed and the risk of crash involvement. By comparing the calculated free speeds of crash-involved vehicles (cases) with the measured speeds of non-crash-involved vehicles travelling on the same roads at the same time of day (controls), we were able to establish that an exponential relationship exists between travelling speed and the likelihood of involvement in a casualty crash. This was the case for both metropolitan and rural areas. This research prompted the reduction of some speed limits in Australia, which has resulted in notable decreases in crash numbers. Another finding of interest in our recent investigation of 298 mostly daytime crashes in metropolitan Adelaide was that medical conditions make a sizeable contribution to the occurrence of road crashes. We found that almost half of the drivers, riders and pedestrians involved in the collisions had at least one pre-existing medical condition, and half of these individuals had two or more such conditions. We found that a medical condition was the direct causal factor in 13% of the casualty crashes investigated and accounted for 23% of all hospital admission or fatal crash outcomes. A follow-up study of all hospital admissions for road crashes in Adelaide is now going ahead to look further at this problem. The paper also describes studies looking specifically at pedestrian crashes. These include studies of the relationship between travelling speed and the risk of a fatal pedestrian crash, and studies utilising real crash data to validate headforms and test dummies used in the assessment of the safety of new vehicles in the event of a collision with a pedestrian.
The aim of this study is to investigate the differences in car occupant injury severity recorded in AIS 2005 compared to AIS 1990 and to outline the likely effects on future data analysis findings. Occupant injury data in the UK Cooperative Crash Injury Study Database (CCIS) were coded for the period February 2006 to November 2007 using both AIS 1990 and AIS 2005. Data for 1,994 occupants with over 6000 coded injuries were reviewed at the AIS and MAIS level of severities and body regions to determine changes between the two coding methodologies. Overall there was an apparent general trend for fewer injuries to be coded at the AIS 4+ severity and more injuries to be coded at the AIS 2 severity. When these injury trends were reviewed in more detail it was found that the body regions which contributed the most to these changes in severity were the head, thorax and extremities. This is one of the first studies to examine the implications for large databases when changing to an updated method for coding injuries.
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.
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.
Beside numerous information about vehicles injuries and environmental data the GIDAS database contains detailed reconstruction data. This data is calculated by a reconstruction engineer who handles about 1000 accidents per year. The spectrum of one reconstruction ranges from simple crossing accidents to complex run-off accidents with rollover events. Especially for complex accident scenarios there is a large effort to design the environment of the accident scene within PC-Crash ®. To reduce the reconstruction time by maintaining the high quality of reconstruction 3D-geodata can be useful. Geodata is available for nearly every area in Germany and can be used for a fast and detailed creation of complex accident environments. In combination with the accident sketch areal images of the accident scene can be created and the participants are implemented in the new-built 3D-reconstruction environment. As a consequence, the characteristics of the terrain can be considered within the reconstruction which is especially important for run-off accidents.
Police records about traffic accidents like used by IRTAD (International Road Traffic and Accident Database) and CARE (Community Road Accident Database) do not represent all road injuries. For instance, road accidents of bicyclists without a counterpart are usually not reported. Furthermore, IRTAD-like data contains hardly any information on injury outcome and accident circumstances. This information gap leads to an under-representation of the safety concerns of the most vulnerable road users like children and the elderly both in accident research and safety promotion. Injury registration for the European Injury Database (IDB), in turn, combines details of accident causation with diagnostic information that can be used to assess injury severity and long term consequences. The IDB is collecting data from hospital emergency department patients and is being implemented in a growing number of countries. In this article IDB results on mode of transport and injury outcome are presented from a sample of nine EU member states.
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.
Tree impacts are still one of the most important focal points of road deaths in Germany. For the year 2008, the latest figures in the national statistics show a share of 28% of road users killed in crashes with trees alongside a road amongst all crashes on rural roads (except the Autobahn). The official German statistics show the attribute "impact on a tree" since 1995. For this first reported year, the share of road users killed in such crashes was 30%. During the last 14 years, fatal accidents with road users killed on rural roads (except the Autobahn) after impacts on a tree declined by 60% from 1,737 (year 1995) to 696 (year 2008). But this is more or less in line with the general evolution of vehicle and traffic safety in Germany. For Germany as a whole the accident statistics do not show a reduction for "treer crashes" which is clearly more than the average for all accidents. But, as shown with the paper, there are different evolutions in the several German States. In public awareness the topic "tree impacts" is mostly associated with the situation in Germany after the reunification. At that time a lot of road users were killed on the avenues in the so called "new countries". The fact that "tree impacts" are still a big share within the figure of killed road users seems to be little-known. Using updated information coming from the official statistics and in-depth-studies, accident researchers can identify a big potential for further improvements of traffic safety on the associated district roads, state roads and federal highways. There is still a need to analyse more details of the accident occurrence with impacts on trees to generate new and updated findings on the current limits and potentials of measures to improve vehicle and traffic safety. To make further efforts in reducing the figures of victims of "tree impacts" the intensification of well-known conventional solutions " for example implementation of guard rails and reduction of speed - is an option. Measures related to vehicle safety technology especially in the field of primary (active) safety will have additional benefit within the physically imposed limits. With this background it can be seen that the subject "tree impacts" should be analysed with a holistic approach taking into account the entire system of driver, vehicle, road, the environment and a social consensus as well.
It is well known that motorcycle riding is fascinating but quite more dangerous than for example car driving. In 2006, 5,091 persons were killed as victims of crashes occurring on public roads in Germany. 52% (2,683) were car occupants, 16% (793) motorcycle riders, 14% (711) pedestrians, 10% (486) bicycle riders, 5% (235) commercial vehicle occupants, 2% (107) riders of smaller powered two-wheelers, called "Mofa, Moped and Mokick". This shows that motorcycle riders recently are the second largest group of killed traffic participants in Germany. Latest information coming from the Federal Statistics predict for the year 2007 the figure of 4,958 killed road victims in total. This would be again a successful reduction (-133 killed persons or "2.6% compared to the year 2006). But the news coming from the Federal Statistics during the year 2007 and at the begin of 2008 did not always tell the same positive story. It is questioned whether the positive trend of substantially reduced figures of killed road user year by year will longer continue for Germany. That means it could be impossible to reach the ambitious target, set by the European Commission, to cut in half the figure of killed road users until the year 2010 " compared to the figure for the year 2001. It was reported that the group of 45 to 49 years old traffic participants (all traffic modes) is conspicuous with an increase of 30% up to 297 killed road users in total from January to August 2007. This increase can be ascribed in particular by an increase of killed motorcycle riders within this age group. Due to mild weather conditions in Germany in 2007 the season for motorcycle riding began relatively early and this may be a main reason for the increase of the figure of killed motorcycle riders by 16% from January to August 2007. With this background the accident occurrence of motorcycles became more and more essential. As part of the actual discussion about historical trends, recent emphases, causes and relevant structures of the events of motorcycle crashes it is evident, to have latest and carefully updated figures coming from both the Federal Statistics and In-depth studies. The paper will give a contribution to this using the German Federal Statistics and in-depth studies, for example GIDAS. Additional data coming from the DEKRA Motorcycle Accident Database as well as from literature are considered, too. The paper will help to describe the current situation of the accident involvement of motorcycles in Germany.
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.
The utilisation of secondary-safety systems to protect occupants has attained a very high level over the past decades. Further improvements are still possible, but increasingly minor progress is only to be had with a high degree of effort. Thus, a key aspect must be the impact to overall safety in an accident. If reliable information is available on an imminent crash, measures already taken in the pre-crash phase can result in a significantly great influence on the outcomes of the crash. With this background preventive measures are the key to a sustainable further reduction of the figures of crash victims on our roads. This paper aims to show a preventive approach that can contribute to lessening the consequences of a crash by creating an optimum interaction of measures in the fields of primary and secondary safety. To further enhance vehicle safety, driver assistant systems are already available that warn the driver of an imminent front-to-rear-end crash. The next step is to support him in his reactions or if he fails to react sufficiently, to even initiate an automatic braking when the crash becomes unavoidable. Automatic pre-crash braking can, in an ideal situation, fully prevent a crash or can significantly reduce the impact speed and thus the impact energy (and the severity of the accident). If a vehicle is being braked in the pre-crash phase, the occupants are already being pre-stressed by the deceleration. The information available about the imminent crash can be used to activate the belt tensioners and likewise other secondary safety systems in the vehicle right before the impact. The pre-crash deceleration also causes the front of the vehicle to dip. Conventional crash tests do not take this specific impact situation into consideration. This is why, for example, the influences of the pre-crash displacements of the occupants are not recorded in the test results. Furthermore, a reproducible representation of the benefit of the vehicle safety systems which prepare the occupants for the imminent impact is not possible. In order to demonstrate the functions of automated pre-crash braking and to investigate the differences during the impact as a consequence of the altered occupant positions as well as the initiation of force and deformations of the vehicle front, DEKRA teamed up with BMW to carry out a joint crash test with the latest BMW 5 series vehicle. It involved the vehicle braking automatically from a starting test speed of 64 km/h (corresponding to the impact speed set by Euro NCAP) down to 40 km/h. The test was still run by the intelligent drive system of the crash test facility. This required several modifications to be made to the test facility as well as to the vehicle. The paper will describe and discuss some relevant results of the crash test. In addition, the possible benefits of such systems will also be considered. The test supplemented the work of the vFSS working group (vFSS stands advanced Forward-looking Safety Systems).
The price of a new car increased almost every year for a long period. In recent years however, the budget available to most people for purchasing a car either did not grow or became even smaller. Therefore it was in the interest of some OEMs to offer economical car models in the so-called "8,000- Euro class". Here an important question arose regarding the safety of these vehicles. There is no question that the very high safety level of cars reached in Europe during the last decades should not be sacrificed as a consequence of smaller budgets. Customers with sense of responsibility have the right to be properly informed about the balance between safety and price so that they can make a deliberate decision when buying either a new or a used car. Against this background, the German magazine "AutoBILD" commissioned DEKRA to conduct fullscale frontal crash tests with a view to publishing the results. These tests have been carried out in accordance with the corresponding Euro NCAP crash test requirements and performance criteria. The tested vehicles were two new Logans produced by the manufacturer Dacia, two used cars of the type VW Golf IV (registration date 2000) and one new VW Fox. This paper describes the safety features of the vehicles and the results of the five crash tests to demonstrate state-of-the-art safety levels and what levels may be expected from vehicles in the "8,000- Euro class". Looking at real-world crashes it is of interest to think about future trends in a more detailed manner. Therefore it will be more and more necessary to supplement the federal statistics with more detailed in-depth information about the consequences of accidents and the safety performance of crashed vehicles.
Since 2005, the motorcycle crash fatalities in the US exceeded 10% of the overall annual traffic fatalities. Consequently, it has become critical to gain in-depth understanding of the factors and characteristics contributing to motorcycle crashes. Unfortunately, there currently exists no database gathering the necessary information for an in-depth analysis of the US motorcycle crashes. So this study utilizes the NASS/CDS database (National Automotive Sampling System, Crashworthiness Data System) in order to gain insights into the patterns and factors leading to a NASS/CDS motorcycle crash, from 1997 to 2007. NASS/CDS samples about 5,000 passenger car tow-away crashes per year. Each case includes photographs and detailed data on crash and pre-crash characteristics, vehicle types, trajectories, types of impact, and other pertinent roadway and crash scene information, allowing an in-depth investigation of the crash mechanisms. However, the NASS/CDS sampling process specifically focuses on passenger car crashes, so the cases extracted only correspond to crashes in which a passenger vehicle was towed, and a motorcycle was somehow involved. Thus, a by-hand in-depth review of about 200 cases allowed retrieving 106 relevant crashes for this study, tending to represent the severe passenger vehicle(s) versus motorcycle(s) crashes on US roads. The findings lead to the conclusion that these crashes mostly result from the low conspicuity of the motorcycle, and from the inability of the car drivers to fully appreciate and anticipate the behavior of a motorcycle. Indeed, it has been shown that, first, the car drivers involved in these cases did not attempt any avoidance maneuver, second, they were largely of ages under 25, and finally, the majority of the crashes were in an intersection scenario. In addition, the two major scenarios unveiled were the car attempting a left turn from the opposite direction and the car attempting a left turn from the right. The paper mentions several solutions to enhance the motorcycle- conspicuity and to allow the car drivers to better anticipate its behavior, which seem to be key factors in the intersection-related crashes (and more generally in the passenger vehicle(s) versus motorcycle(s) crashes).
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.
Ruptures and dissections of the thoracic and abdominal aortic vessel caused by traffic accidents are rare but potentially life-threatening injuries. They can occur by blunt trauma via seat belt or dashboard injury. The study aimed at evaluating the overall mortality, morbidity, neurological disorders, and differences in operative procedures of open repair and stenting. It shows that, with a change and improvement in diagnostic tools and surgical approach, mortality and morbidity of blunt aortic injuries were significantly reduced. Still an immediate life-threatening injury early diagnosis via multiple-slice and scans and surgical repair with minimally invasive stents showed excellent short-time results for selected patients.
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.
The purpose of this study was to analyse the actual injury situation of bicyclists regarding accidents involving more than one bicyclist. Bicyclists were included in a medical and technical analysis to create a basis for preventive measures and discovered repeating accident patterns and circumstances such as daytime, environment, helmet use rate. Technical and medical data were collected at the scene, shortly after accident. The population was compared focusing on bicycle versus bicycle accidents. Technical analysis included speed at crash, type of collision, impact angle, environment, used lane and relative velocity. Medical analysis included injury pattern and severity (AIS, ISS). Included were 578 injured bicyclists in 289 accidents from years 1999 to 2008, 61 percent were male (n=350) and 39 percent female (n=228). Sixty-seven percent ranged between 18 to 64 years of age, twelve percent each between 13 to 17 years of age and older than 65 years, eight percent between 6 to 12 years and one percent between 2 to 5 years.. Crashes took place in urban areas in 92 percent, in rural areas in 8 percent. Weather conditions were dry lanes in 97 percent and wet conditions in 3 percent. Eighty-three percent of all accidents happened during daytime, ten percent during night, and seven percent during dawn. The helmet use rate was only 7,5 percent in all involved bicyclists. The mean Maximum Abbreviated injury scale, Injury severity score was 1,31. Bicyclists are still minimally- or unprotected road users. The helmet use rate is unsatisfactorily low. The incidence of bicycle to bicycle crashes is high. Most of these accidents take place in urban areas. The level and pattern of injuries is moderate. Most of the more severe injuries occur to the head and could have been avoided by frequent helmet use.
In Germany averagely two million traffic accidents happen each year and emergency medical services are called to more than 400 000 patients. Even though this number is decreasing continuously (due to improvements in the fields of vehicle safety, road construction, and accident prevention) every case is yet a challenge for the rescuers and requires improvements in emergency medicine as well. Especially during diagnostics right at the accident scene, there are only limited instruments available to gain the necessary knowledge of the injuries suffered, to come to essential decisions about treatment or transport. To provide an additional diagnostic aid by scouting and estimating the situation, a software-tool calculating the likeliness of the most frequent severe injuries (AIS 3-6) of front occupants in passenger cars has been developed to deliver this necessary information about particular accident scenarios. To achieve this, logistic likelihood functions have been calculated in a multivariate regression analysis analysing all AIS 3+ injuries in the GIDAS database of the years 1999-2006 that happened more than four times
The average CO2 concentrations relevant to a motorcyclist wearing an integral helmet were measured twenty years ago and found to be alarmingly high. The present study examined gas concentrations typically inhaled by a motorcyclist. Average concentrations of CO2 for persons (n=4) wearing integral motorcycle helmets were measured in the laboratory and the field to facilitate comparison to previous work, and similarly high average concentrations were found: above 2% when stationary, well below 1% for speeds of 50km/h or more. Detailed measurements of the time-dependent CO2 concentrations during normal inhalation showed levels of about half of the corresponding average concentrations, including 1% at standstill, though higher concentrations (4% or more) are inhaled at the beginning of each breath. Opening the visor at standstill lowered the average inhaled concentration only to about 0.8%. The oxygen deficiency is equal to the CO2 concentration, and could also contribute negatively to motorcyclist cognitive abilities.
Supervision of the safety performance in public transport is one of the main tasks of the Federal Office of Transport (FOT) in Switzerland. Recently a three level system of safety indicators has been defined to cover all means of Swiss public transport. The safety indicators are fed by the FOT incident database since the year 2000. In cooperation with the Institute for Traffic Safety and Automation Engineering (iVA) at TU Braunschweig, Germany, FOT is developing a suitable methodology for the definition and evaluation of the safety targets in Swiss public transport. The methodology is applied for evaluation of safety indicators on a country level and for single transport companies. In a new approach the abovementioned methodology is applied to car incident data to develop an indicator based cross-modal safety measure.
Among European Countries, Spain first issued a Standard, UNE 135900:2005, further updated in 2008, that deals with homologation and effectiveness evaluation of road restraint systems components designed to reduce harm for bikers impacting on them. An in depth analysis and critical review of this standard is reported in this paper. Beside a close examination of the standard requirements, numerical models of the crash test stated by the standard have been set up and simulated to study the effects of slight speed and approach angle variations on test results, remaining within tolerance gaps allowed by the standard. Model were validated against experimental data. Together with the expected increasing severity of the impact according with speed, a strong influence of approach angle on injury parameters was found. Possible improvements to the norm, in order to make it more robust, are suggested.
The need of passive safety devices, able to reduce the accidents and the severity of injuries suffered by motorcyclist, distinctly arises from data on accident statistics. In this paper, the effectiveness of an airbag device fitted in the biker- garments has been verified through various numerical simulations. Two simple test conditions were defined, in order to investigate the performance of the device both for back and front impacts, and simulated at various impact speeds. With the aim of providing more information about the actual capability of the airbag to reduce the severity of the injuries, one of accident scenario described by ISO 13232:2005 has been also investigated, checking the real effectiveness of the airbag strap-based firing system too. Confrontation of injury indexes resulting from simulation with and without airbag made possible a realistic evaluation of the harm reduction induced by the airbag presence.
This work aims at bringing evidence for mass incompatibility in frontal impact for cars built according to the UNECE R94 regulation. French national injury accidents database census for years 2005 to 2008 were used for the analysis. The heterogeneity of frontal self-protection among cars of different masses is investigated, as well as the partner protection parameter offered by these cars. The last part of the analysis deals with the estimation of the benefit, in terms of fatal and severe injuries avoided, if crashworthiness was harmonized for the whole fleet of vehicle. This calculation is done for France and is extended to all Europe.
An eCall device has been mounted on some vehicles in France since 2003. It is an integrated car radio/GSM/GPS system that can be used with a SIM card. When an accident occurs, a call can be sent manually or automatically made to a telephone call centre. Knowing the geographic location, the vehicle identity and the possibility of a direct communication with the people involved enables the nearest emergency services to be called out. In this context, the LAB / CEESAR have set up a study aimed at evaluating the effectiveness of this system. The purpose of this paper is to detail the E-call system evaluation method of effectiveness used and give a global synthesis of the results.
Before 2002, France was in the queue of Europeans countries in terms of road safety results because of the low density of population and the faulty behaviour of French due itself to a very low level of traffic law enforcement Even if there were signs of the change of mind in France towards road safety before, the turning point was in summer 2002, when the President declared road safety as a priority work during his mandate. The more symbolic measure was the decision to settle an automatic speed control system (700 fixed and 300 mobile). Over three years, the average speed on French roads decreased by 5 km/h and the number of fatalities on road turned down from an average of 8000 deaths per year to 5 300, which represents a decrease of more than 34 %. For the next months, we anticipate that, as many drivers have kept loosing points on their driving licence through light speed violations, this will lead drivers to check their speed and the speed limits more systematically as loosing points on one's driving license has longer time effects than paying a fine. Consequently, we expect a decrease of 10 % to 15% of fatalities in 2006, which is a very good result if we compare with the trend of the last twenty five years (about 2,3 %). The reverse effect of this system that lies on the changes of behaviour of the majority is that, there is more and more discontent against the system taking into account that automatic speed control system allows only a minor tolerance above limits and that local speed limits are not always adapted to local infrastructure and traffic conditions. Another weakness of the system is that motorcyclists are too rarely caught by the system; the system is being gradually improved by placing the new speed cameras in position of taking photographs of the back of the vehicle. But this would not be sufficient to reduce the speed of motorcyclists that are a very high risk group (16% of fatalities for 0,8 % of traffic) For alcohol, there is no easy route for progress: all what is done nowadays is toward festive impaired driving (through designating sober drivers or mass alcohol preventive screenings) although there is not enough done towards chronic alcoholic driving.
Mechanical properties of tibial bone at compressive strain rates of 50-200 s-1 are obtained through Split Hopkinson pressure bar. Cylindrical specimens of 12-15 mm diameter and 2-5 mm thickness were used. The Young- moduli are calculated from linear portion of stress-strain curves. For both cortical and cancellous part of the bones, the Young- modulus was found to increase with the increasing strain rates. Also for both cancellous and cortical bones the Young- modulus increases consistently with increase in densities.
Pedestrian and cyclist are the most vulnerable road users in traffic crashes. One important aspect of this study was the comparable analysis of the exact impact configuration and the resulting injury patterns of pedestrians and cyclists in view of epidemiology. The secondary aim was assessment of head injury risks and kinematics of adult pedestrian and cyclists in primary and secondary impacts and to correlate the injuries related to physical parameters like HIC value, 3ms linear acceleration, and discuss the technical parameter with injuries observed in real-world accidents based documented real accidents of GIDAS and explains the head injuries by simulated load and impact conditions based on PC-Crash and MADYMO. A subsample of n=402 pedestrians and n=940 bicyclists from GIDAS database, Germany was used for preselection, from which 22 pedestrian and 18 cyclist accidents were selected for reconstruction by initially using PC-Crash to calculate impact conditions, such as vehicle impact velocity, vehicle kinematic sequence and throw out distance. The impact conditions then were employed to identify the initial conditions in simulation of MADYMO reconstruction. The results show that cyclists always suffer lower injury outcomes for the same accident severity. Differences in HIC, head relative impact velocity, 3ms linear contiguous acceleration, maximum angular velocity and acceleration, contact force, throwing distance and head contact timing are shown. The differences of landing conditions in secondary impacts of pedestrians and cyclists are also identified. Injury risk curves were generated by logistic regression model for each predicting physical parameters.
Traffic accidents were ranked the third among the major causes of death in Thailand. About 13,438 deaths and the death rate from traffic accident was 21.5 per 100,000 of population in 2002. The deaths and death rate varied upon the economic situation. After the economic crisis, traffic accidents were increased as well as the period of the bubble economy. In the Central region of Thailand numbers of road traffic crashes were lower than Bangkok Metropolis, but the highest in the number of deaths, death rate and serious injuries in 2002. Men aged 15"29 years old had higher numbers of deaths than men in other age groups and higher than women. Deaths and injuries from road traffic crashes were the highest in April and January, because there was a long weekend in those months. About 80 percent of road traffic crashes were caused by private car and motorcycle. In 2000 about 51 percent of traffic accidents took place on the straight way, followed by the junction and curves. In 2002, about 97 percent of road traffic crashes were caused by human factors including improper passing, speeding and disregarding to traffic signal, however, the identification of causes of traffic accident needed to improve. Drunk driving, disregarding on safety equipment usage, inefficiency of law enforcement and discontinuing of road safety programs were the deepest causes of traffic accidents. Research based information, a broad coalition of stakeholder and urban planning policy were needed to incorporate for a comprehensive road safety policy formulation and actions.
Impact severity is a fundamental measure for all in-depth crash investigation projects. One methodology used in the UK is based on the US Calspan software package CRASH3. The UK- in-depth crash investigation studies routinely use AiDamage3 a software package which is based on an updated version of the original CRASH3 algorithm, including enhancements to the vehicle stiffness coefficients. Real world accident-damaged vehicles are measured and their crush is correlated with a library of stiffness coefficients. These measurements are then used, along with other parameters, to calculate the crash energy and equivalent changes of velocity of the vehicles (delta-v), which is a measure of the impact severity. UK in-depth accident studies routinely validate the crash severity methodologies applied as the vehicle fleet changes. This is achieved by analysing crash test data and using the appropriate residual crush damage and other inputs to AiDamage3 and checking the program- outputs with the known crash severity parameters. This procedure checks, at least in part, the default stiffness values in the data libraries and the reconstruction methods used.
Estimation of the benefits for the UK for potential options to modify UNECE Regulation No. 95
(2010)
The side impact problem in Europe remains substantial. UK data shows that between 22% and 26% of car occupant casualties are involved in a side impact, but this rises to between 29% and 38% for those who are fatally injured. This indicates the more injurious nature of side impacts compared with frontal impacts. The European Enhanced Vehicle safety Committee (EEVC) has performed work to address the side impact issue since 1979. As part of its continuing work, it has recently investigated potential options for regulatory changes to improve side impact protection in cars further. To support this work the UK undertook an analysis to estimate the benefit for potential options to modify UNECE Regulation 95. The analysis used the UK national STATS19 and detailed Co-operative Crash Injury Study (CCIS) accident databases. Of the potential options reviewed, it was found that the addition of a pole test offered the greatest benefit.
The National Roads Authority in Ireland is responsible for planning and supervision of construction and maintenance works on the National Road network. Its primary function is "to secure the provision of a safe and efficient network of national roads". The population of Ireland has grown rapidly from 3.5 million to 4 million within the past 10 years, and vehicle ownership has also risen rapidly to 2 million vehicles, with 2.2 million drivers. Collisions rates in Ireland are at approximately 1.5 collisions per 1,000 population (in 2002), and 8.4 deaths per 1,000,000 population (in 2003). This ranked 8th out of the 15 countries in the European Union at the time. Ireland- current Road Safety Strategy includes Engineering Targets. These are to complete construction of certain lengths of new motorway, dual carriageway and 2+1 highway, to implement a certain number of accident remedial and traffic calming schemes, and to implement road safety audit on all new schemes. The accident remedial schemes, traffic calming schemes, and road safety audit are all the responsibility of the Road Safety section of NRA. The road safety programme of the NRA is divided into four main areas; a) accident remedial measures at individual sites, b) accident remedial treatment of entire routes, c) traffic calming of towns and villages on main roads, d) road safety audit. Examples of these measures are described. Evaluation of past programmes of single site accident remedial measures show a reduction in collision occurrence at these sites, but the effectiveness and the economic rate of return is decreasing over successive programmes. A similar programme has now been adopted on the rest of the country- road network, on regional and local roads. The programme of remedial treatment of entire routes has only recently started and has not been evaluated. Evaluation of the first programme of traffic calming of towns and villages shows an overall decrease in collisions and their severity, and a small reduction in speed. Road Safety Audit, examining new schemes a number of times during design and after construction, has been standard procedure on the national road network for nearly 6 years. An evaluation is currently underway.
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).
Over the past two decades the popularity of consumer crash test programs, commonly referred to as New Car Assessment Programs (NCAP), has grown across the world. They are popular among government regulators as they afford a means of promoting safety innovations and levels of vehicle performance beyond those dictated by national standards. They also fulfill the demand for information regarding the safety ranking of vehicles among consumers contemplating the purchase of a new vehicle. There is no question that consumer crash test programs greatly influence vehicle design changes as well as accelerate the fitment of new safety features. The extent to which these changes can be expected to reduce serious and potentially fatal injuries will be influenced by how well the testing protocols and associated rating schemes correctly reflect the nature of the residual safety problem they seek to address. Drawing on data contained primarily in the US National Automotive Sampling System (NASS), the field relevance of current and proposed testing and rating protocols addressing frontal crash test protection is examined. Emphasis is placed on examining how accurately injury rates computed from the dummy responses measured in consumer crash tests correspond to actual injury rates observed in the field. Additional data from Canadian field investigations and US databases such as the National Motor Vehicle Crash Causation Survey (NMVCCS) are examined to see how well frontal airbag firing times, crush pulse durations and other determinants of injury are replicated in consumer testing protocols. This portion of the analysis draws on data obtained from Event Data Recorders (EDR) in both field collisions and staged tests of the same vehicle model. Vehicle rankings and overall frontal crash test ratings were found to be particularly sensitive to the choice of injury risk functions employed in the test. This was particularly true in the case of injury risk functions used to assess neck injury potential. Neck injury risk derived from Nij was found to show the least agreement with the field. Agreement between field chest injury rates and those derived from crash tests was improved considerably when chest injury risk functions for "older" occupants were employed. The paper concludes with a discussion of how different current testing protocols could be improved to enhance their field relevance.
Introduction: The incidence of trauma-related cervical-spine fractures is 19-88 / 100.000. In contrast, the incidence of cervical spine injuries is as high as 19% - 51% of all spinal trauma. Cervical spine injuries in non-polytrauma patients are rare. However, due to the potential damage to the spinal cord these traumata are feared and mustn't be missed. Cervical spine injuries represent the highest reported early mortality rate of all spinal trauma. The rate of functional impairment afterwards is high and the rate of reintegration into work is low compared to other organ systems. In the past, trauma surgeons often did x-rays of the cervical spine with low inhibition threshold and often without strong clinical suggestion for vertebral or discoligamental injuries. This practice was queried by the Canadian C-Spine rule and extensively discussed in the past. Therefore we did a retrospective study whether non-polytrauma patients benefit from cervical spine x-rays.
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.
Injury severity of e.g. pedestrians or bikers after crashes with cars that are reversing is almost unknown. However, crash victims of these injuries can frequently be seen in emergency departments and account for a large amount of patients every year. The objective of this study is to analyze injury severity of patients that were crashed into by reversing cars. The Hannover Medical School local accident research unit prospectively documented 43,000 road traffic accidents including 234 crashes involving reversing cars. Injury severity including the abbreviated injury scale (AIS) and the maximum abbreviated injury scale (MAIS) was analyzed as well as the location of the accident. As a result 234 accidents were included into this study. Pedestrians were injured in 141 crashes followed by 70 accidents involving bikers. The mean age of all crash victims was 57 -± 23 years. Most injuries took place on straight stretches (n = 81) as well as parking areas (n = 59), entries (n = 36) or crossroads (n = 24). The AIS of the lower extremities was highest followed by the upper extremities. The AIS of the neck was lowest. The mean MAIS was 1.3 -± 0.6. The paper concludes that the lower extremities show the highest risk to become injured during accidents with reversing cars. However, the risk of severe injuries is likely low.
Validation of human pedestrian models using laboratory data as well as accident reconstruction
(2007)
Human pedestrian models have been developed and improved continually. This paper shows the latest stage in development and validation of the multibody pedestrian model released with MADYMO. The biofidelity of the multibody pedestrian model has been verified using a range of full pedestrian-vehicle impact tests with a large range in body sizes (16 male, 2 female, standing height 160-192cm, weight 53.5-90kg). The simulation results were objectively correlated to experimental data. Overall, the model predicted the measured response well. In particular the head impact locations were accurately predicted, indicated by global correlation scores over 90%. The correlation score for the bumper forces and accelerations of various body parts was lower (47-64%), which was largely attributed to the limited information available on the vehicle contact characteristics (stiffness, damping, deformation). Also, the effects of the large range in published leg fracture tolerances on the predicted risk to leg fracture by the pedestrian model were evaluated and compared with experimental results. The validated mid-size male model was scaled to a range of body sizes, including children and a female. Typical applications for the pedestrian models are trend studies to evaluate vehicle front ends and accident reconstructions. Results obtained in several studies show that the pedestrian models match pedestrian throw distances and impact locations observed in real accidents. Larger sets of well documented cases can be used to further validate the models especially for specific populations as for instance children. In addition, these cases will be needed to evaluate the injury predictive capability of human models. Ongoing developments include a so-called facet pedestrian model with a more accurate geometry description and a more humanlike spine and neck and a full FE model allowing more detailed injury analysis.
Internationally, the need is expressed for harmonized traffic accident data collection (PSN, PENDANT, etc.). Together with this effort of harmonization, traffic accident investigation moves more and more in the direction of accident causation. As current methods only partly address these needs, a new method was set up. The main characteristics of this method are: • Accident/injury causation (associated) factors can objectively be identified and quantified, by comparison with exposure information from a normal population. • All relevant accident and exposure data can be included: human-, vehicle-, and environmental related data for the pre-crash, crash and postcrash situation (the so-called Haddon matrix). The level of detail can be chosen depending on interest and/or budget, which makes the method very flexible. In this paper the accident collection and control group method are presented, including some of the achieved results from a pilot study on 30 truck accidents and 30 control locations. The data were analyzed by using cross-tabulations and classification-tree analysis. The method proved useful for the identification of statistically significant causational aspects.
Portugal has the highest rate of road fatalities in Europe (2002 and for Eur-15 - CARE database). For this highest rate, the accidents involving pedestrians and motorcycle occupants have a higher contribution than the European average. In the last years, especially accidents involving motorcycles have been investigated and currently two different projects are being carried out, one related with motorcycles accidents and the other with pedestrian accidents. In these projects, countermeasures among others to reduce the fatalities between these two types of road users are being studied. These accidents are investigated with the commercial accident reconstruction software PCCRASH but also new methodologies based on multibody dynamics are in development in order to more accurately study these two types of accidents. In this paper, the methodologies in use for accident reconstruction and new methodologies in development are presented. Speeding his found to be one of the major causes of road fatalities for pedestrians and motorcycle occupants. In the case of motorcycle accidents, these involve mainly young drivers. Aspects as social behavior are also important to understand the causes of some of these accidents. Some examples of accidents occurring in Portugal, involving especially motorcycles and pedestrians are presented and discussed.
Accidents involving two wheels vehicles represent one of the more important types of accidents in Europe. These accidents are usually not easy to reconstruct specially for the analysis of the injuries and its correlation with accident dynamics and evidences. Different methodologies are applied in this work for the reconstruction of two wheeler accidents, especially accident involving motorcycles. From the typologies of road evidences like skid marks, to the use of Pc-Crash and the use of Madymo models, different reconstruction of real accidents are presented. One of the questions that sometimes arise for legal purposes when some type of head injuries arise is if the occupant was wearing or not a helmet. The correlation of head injuries with the use of the helmet is a very important issue, therefore an important legal aspect. One of the key questions for the reconstructions that is difficult to analyze, is if the vehicle occupant, was or not, wearing the helmet. Based on the previously collected information, a generic model of a helmet was developed on CAD 3D, followed by its conversion into finite elements, all in order to perform impact tests using the Madymo software that would help improve the helmet- safety, but that also can be used as a tool in accident reconstruction.
The number of road accidents in Portugal has decreased significantly in the last decades, however, this tendency is not similar in all types of transportation. In the most recent years and by European standards, Portugal is still one of the leading countries concerning the number of fatalities in Powered Two Wheelers (PTW) accidents. To this effect, the in-depth investigation of PTW accidents is crucial and so, a thorough statistical analysis concerning the main factors influencing PTW riders injury severity accidents was undertaken regarding the 2007-2010 period in the National Road Safety Authority (ANSR) injured riders database using the software SPSS. In addition, to determine the importance of absent factors in the database analysis, such as velocity, a set of 53 real accidents involving PTW were also investigated and computationally reconstructed using the software PC-Crash. Lateral collisions between a motorcycle, its rider and the side of three different passenger cars were also simulated, varying the motorcycle impact angle and velocity in order to estimate the PTW deformation energy and the rider- injuries, as this accident configuration stands out in terms of frequency and even severity. The results of this detailed study are presented.
One of the major problems of road safety in Europe is the powered two wheelers accidents. One of the European countries with one of the highest rates is Portugal where in 2006, mopeds and motorcycles fatalities represented 27% of all road users deaths. In this work, a deep analysis and overview of the current state of mopeds and motorcycles accidents for the 2004-2006 period is presented. Within this period 830 PTW occupants die, 2958 have been severely injured and 25000 suffer slight injuries. A detailed analysis of the conditions of these accidents has been carried out, using the data of the national accident database. This analysis provides global information, about geographic environmental conditions, driver- characteristics among others. From this data detailed information is obtained allowing to know when, where and who. In order to answer the question why more a widely collection of data has been collect for 70 accidents. The data has been collected using OECD methodology. For these accidents a detailed reconstruction has been carried out, what is especially important for fatal accidents where for instance speed in an important factor. From these collection and analysis of data a wider overview of facts and measures are extracted. Among them, some are emphasized such as that the quality and non-use of helmets plays an important role in severe and fatal accidents especially for accidents involving moped vehicles, or speed is the most important factor in fatal accidents involving motorcycles. Concerning motorcycle accident reconstruction, different tools can be used depending of the accident scenario and complexity. For simple cases, with specific characteristics, analytical formulation based in vehicle crash dynamics can be use in order to determine the impact speed of the vehicles impact, analysing the skid marks, deformations, victims rest position and considering parameters (EES, vehicle deceleration, etc). Aspects such as the energy absorption capability of motorcycles are also discussed. In the general cases the accident reconstruction software Pc-Crash has been used for the reconstruction of the accident. In very complex cases, has for instance the impact between motorcyclist and barriers, Madymo software is used especially to determine speed from injuries. An example of the impact of a motorcyclist and a motorcyclist-friendly barrier is present to illustrate the benefits and limitations of such systems.