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A flexible pedestrian legform impactor (FlexPLI) with biofidelic characteristics is aimed to be implemented within global legislation on pedestrian protection. Therefore, it is being evaluated by a technical evaluation group (Flex-TEG) of GRSP with respect to its biofidelity, robustness, durability, usability and protection level (Zander, 2008). Previous studies at the Federal Highway Research Institute (BASt) and other laboratories already showed good progress concerning the general development, but also the need for further improvement and further research in various areas. An overview is provided of the different levels of development and all kinds of evaluation activities of the Flex-TEG, starting with the Polar II full scale pedestrian dummy as its origin and ending up with the latest legform impactor built level GTR that is expected to be finalized by the end of the year 2009. Using the latest built levels as a basis, gaps are revealed that should be closed by future developments, like the usage of an upper body mass (UBM), the validation of the femur loads, injury risk functions for the cruciate knee ligaments and an appropriate certification method. A recent study on an additional upper body mass being applied for the first time to the Flex-GT is used as means of validation of recently proposed modified impact conditions. Therefore, two test series on a modern vehicle front using an impactor with and without upper body mass are compared. A test series with the Flex-GTR will be used to study both the comparability of the impact behavior of the GT and GTR built level as well as the consistency of test results. Recommendations for implementation within legislation on pedestrian protection are made.
A flexible pedestrian legform impactor (FlexPLI) has been evaluated by a Technical Evaluation Group (Flex-TEG) of the Working Party on Passive Safety (GRSP) of the United Nations Economic Commission for Europe (UN-ECE). It will be implemented within phase 2 of the global technical regulation (GTR 9) as well as within a new ECE regulation on pedestrian safety as a test tool for the assessment of lower extremity injuries in lateral vehicle-to-pedestrian accidents (UN-ECE 2010-1, 2010-2 and 2010-3). Due to its biofidelic properties in the knee and tibia section, the FlexPLI is found to having an improved knee and tibia injury assessment ability when being compared to the current legislative test tool, the lower legform impactor developed by the Pedestrian Safety Working Group of the European Enhanced Vehicle-safety Committee (EEVC WG 17). However, due to a lack of biofidelity in terms of kinematics and loadings in the femur part of the FlexPLI, an appropriate assessment of femur injuries is still outstanding. The study described in this paper is aimed to close this gap. Impactor tests with the FlexPLI at different impact heights on three vehicle frontends with Sedan, SUV and FFV shape are performed and compared to tests with a modified FlexPLI with upper body mass. Full scale validation tests using a modified crash test dummy with attached FlexPLI that are carried out for the first time prove the more humanlike responses of the femur section with applied upper body mass. Apart from that they also show that the impact conditions described in the current technical provisions for tests with the FlexPLI don"t necessarily compensate the missing torso mass in terms of knee and tibia loadings either. Therefore it can be concluded that an applied upper body mass will contribute to a more biofidelic overall behavior of the legform and subsequently an improved injury assessment ability of all lower extremity injuries addressed by the FlexPLI. Nevertheless, the validity of the original as well as the modified legform for tests against vehicles with extraordinary high bumpers as well as flat front vehicles still needs to be evaluated in detail. A first clue is given by the application of an additional accelerometer to the legform.
Im Rahmen des Forschungsprojektes Cyber-Safe fand am 10. März 2016 bei der Bundesanstalt für Straßenwesen (BASt) in Bergisch Gladbach ein Workshop zum Thema "Steigerung der IT-Sicherheit von Verkehrs- und Tunnelleitzentralen" statt. An diesem Workshop beteiligten sich 40 Experten der Verkehrs- und Tunnelüberwachung. Die Tätigkeitsfelder der Teilnehmer reichten von Tunneloperatoren über Tunnelmanager und IT-Fachleute bis hin zu Sicherheitsbeauftragten.
Since its beginning in 1999, the German In-Depth Accident Study (GIDAS) evolved into the presumably leading representative road traffic accident investigation in Europe, based on the work started in Hanover in 1973. The detailed and comprehensive description of traffic accidents forms an essential basis for vehicle safety research. Due to the ongoing extension of demands of researchers, there is a continuous progress in the techniques and systematic of accident investigation within GIDAS. This paper presents some of the most important developments over the last years. Primary vehicle safety systems are expected to have a significant and increasing influence on reducing accidents. GIDAS therefore began to include and collect active safety parameters as new variables from the year 2005 onwards. This will facilitate to assess the impact of present and future active safety measures. A new system to analyse causation factors of traffic accidents, called ACASS, was implemented in GIDAS in the year 2008. The whole process of data handling was optimised. Since 2005 the on-scene data acquisition is completely conducted with mobile tablet PCs. Comprehensive plausibility checks assure a high data quality. Multi-language codebooks are automatically generated from the database structure itself and interfaces ensure the connection to various database management systems. Members of the consortium can download database and codebook, and synchronize half a terabyte of photographic documentation through a secured online access. With the introduction of the AIS 2005 in the year 2006, some medical categorizations have been revised. To ensure the correct assignment of AIS codes to specific injuries an application based on a diagnostic dictionary was developed. Furthermore a coding tool for the AO classification was introduced. All these enhancements enable GIDAS to be up to date for future research questions.
New vehicle types are extensively tested to check almost all factors that influence ride and handling. With reference to the Association of German Car Tuners" (VDAT e.V.) valuations, approximately 10% of all cars in Germany are being modified by their owners. 28 % of those modifications" sales are divergent wheel-tire combinations, 13 % are tuning measures on the chassis suspension or wheel spacers. In almost all cases the singular modifications present a general permission for specific vehicles they have been tested in. Combined tuning measures, however, are often checked by just one inspector, following a procedure of mostly subjective assessment criteria. Today, critical attributes are only being observed, in case a vehicle is involved in an accident and the modifications are identified as crash causal factors or as a cofactor on the development of a crash. For the first time, a field study allows a survey of safety affecting chassis modifications. The test layout has to comply with some basic conditions. Different vehicle concepts with a wide margin of modifications are required to get a high transferability of the results. A total amount of more than 150 tested vehicles serves the same purpose. The tests are limited concerning the installation time of measurement techniques and the requirement that no damage, defilement or immoderate wear of the vehicles are accepted by their owners. Due to such factors as well as the driver Ìs acceptance, the vehicles are controlled by its owners instead of robots or test drivers. For keeping down the driver- influence, the lane has narrow boundaries and the driver has to drive in strictly adherence to the given instructions. After gathering all modifications, as well as static and kinematic parameters like the toe and camber angle, dynamic testing of predominantly lateral dynamics is conducted. Besides standardized tests like the ISO 3888-2 (Obstacle Avoidance) or the ISO 14512 (Braking on Surfaces with Split Coefficient of Friction), to test the influence of modified kingpin offsets caused by wheel spacers, some deviant tests are conducted. Those are required due to the demand of objective test results for road tests with vertical induced stimulation of the chassis suspension. Hence, new tests on corner braking with and without vertical stimulation have been developed. The interpretation of data includes thresholds, e.g. the maximum entrance velocity without hitting cones, on the one hand, and the analysis of characteristics of data concerning time and frequency range, "1-second values" and peak response times on the other hand. Besides the thresholds as indicators for the achievable velocities, which are mainly affected by friction coefficients, the vehicle reaction in the course of time characterizes the vehicle reaction in the threshold range and consequently the operational demands on the driver. The field study has started and promises the first long-range analysis of chassis modifications. The results offer a basis for hypothesis and resultant further test layouts for oncoming studies of the identified critical tuning measures.
Proposal for a test procedure of assistance systems regarding preventive pedestrian protection
(2011)
This paper is showing a proposal for a test procedure regarding preventive pedestrian protection based on accident analysis. Over the past years pedestrian protection has become an increasing importance also during the development phase of new vehicles. After a phase of focusing on secondary safety, there are current activities to detect a possible collision by assistance systems. Such systems have the task to inform the driver and/or automatically activate the brakes. How practical is such a system? In which kind of traffic situations will it work? How is it possible to check the effectiveness of such a system? To test the effectiveness, currently there are no generally approved identifiable procedures. It is reasonable that such a test should be based on real accidents. The test procedure should be designed to test all systems, independent of the system- working principle. The vFSS group (advanced Forward-looking Safety Systems) was founded to develop a proposal for a technology independent test procedure, which reflects the real accident situation. This contribution is showing the results of vFSS. The developed test procedure focuses on accidents between passenger cars and pedestrians. The results are based on analysis results of in-depth databases of GIDAS, German insurers and DEKRA and added by analysis of national and international statistics. The in-depth analysis includes many pre-crash situations with several influencing factors. The factors are e. g. speed of the car, speed of the pedestrian, moving direction and a possible obscuration of the pedestrian by an object. The results comprise also the different situations of adults and children. Furthermore, they include details regarding influence of the lighting conditions (daylight or night) especially with respect to the accident consequences. In fact, more accidents happen at daylight, but fatal accidents are more often at night. A clustering of parameter combinations was found which represents typical accident scenarios. There are six typical accident scenarios which were merged in four test scenarios. The test scenarios are varying the starting position of the pedestrian, the pedestrian size (adult or child) and the speed of the pedestrian, whereas the speed of the car will not be varied. To ensure the independency from used sensing technologies it is necessary to use a suitable dummy. For example, if sensors are based on infrared, the dummy should emit the temperature of a human being. The test procedure will identify the collision speed as the key parameter for assessing the effectiveness of the tested system. The collision speed is defined as the reduction between initial test speed of the car and impact speed. The assessment of the speed reduction value regarding the safety benefit, however, will be part of a separate procedure.
Evaluation of the performance of competitive headforms as test tools for interior headform testing
(2009)
The European Research Project APROSYS has evaluated the interior headform test procedure developed by EEVC WG 13, representing the head contact in the car during a lateral impact. One important aspect within this test procedure was the selection of an appropriate impactor. The WG13 procedure currently uses the Free Motion Headform as used within the FMVSS 201. The ACEA 3.5 kg headform used in Phase 1 of the European Directive and the future European Regulation on Pedestrian Protection is still discussed as a possible alternative. This paper reports work performed by the Federal Highway Research Institute (BASt) as a part of the APROSYS Task 1.1.3. The study compares the two headform impactors according to FMVSS and ACEA, in a series of basic tests in order to evaluate their sensitivity towards different impact angles, impact accuracy, the effect of differences to impactors of the same type and the effects of the repeatability and reproducibility of the test results. The test surface consisted of a steel tube covered with PU foam and PVC, representing the car interior to be tested. Despite of the higher mass of the FMH the HIC values of this impactor were generally lower than those of the ACEA headform. The FMH showed a higher repeatability of test results but a high sensitivity on the angle of roll, the spherical ACEA impactor performed better with regards to the reproducibility. In case of the ACEA impactor-, the angle of roll had no influence.
Safety of light goods vehicles - findings from the German joint project of BASt, DEKRA, UDV and VDA
(2011)
Light goods vehicles (LGVs) are an important part of the vehicle fleet, providing a vital component in the European transportation system. On the other hand, LGVs are in the focus of public discussion regarding road safety. In order to analyse the accident situation of LGVs in an objective manner, Federal Highway Research Institute (BASt), VDA, DEKRA and German Insurers Accident Research (UDV) launched a joint project. The aim of this project, which will be finished by mid of 2011, is to identify reasonable measures which will further improve the safety of LGVs. For the first time, these partners jointly together conducted a research project and put together their know-how in accident research. Analyses are based on real-life accident data from the GIDAS database, the Accident Database of UDV (UDB), the DEKRA database and national statistics. The findings deliver answers to questions within the arena of future legislative actions and consumer protection activities. The analyses of databases cover areas of primary and secondary safety of LGVs with a special focus on advanced driver assistance systems (ADAS), driver behaviour as well as partner and occupant protection. Key figures from national statistics are used to highlight hotspots of accidents of LGVs in Germany. Finally, the proposed countermeasures are assessed regarding their potential effectiveness. Amongst others, the results show that the accident situation of LGVs is very similar to that of passenger cars. Noteworthy variations could be found in collisions with pedestrians, at reversing and regarding accident causes. Occupant safety of LGVs is on a higher level compared to cars. Results indicate that seatbelt use is on a significantly lower level compared to cars. This leads to higher-than-average injury risk for unbelted LGV occupants. When it comes to partner protection, there are problems with compatibility at LGVs. For car occupants there is a very high injury risk when colliding with a LGV. It indicates that higher passive safety test standards for LGVs would be counterproductive if they further increase stiffness of LGVs. The analysis of LGV-pedestrian accidents shows that pedestrian kinematic differs significantly from car-pedestrian accidents. At this point, existing pedestrian related test standards developed for cars cannot be adopted to LGVs. When it comes to active safety, ESC proved its effectiveness once again. Beyond that, rear view cameras, advanced emergency braking systems and lane departure warning systems show a safety potential, too. In addition to any technical countermeasures previously discussed, the importance of the driver behavior and attitude regarding the accident risk was investigated. In order to develop successful actions it is important to understand the main target population. In the case of LGV especially the crafts business and smaller companies are the major contributors the safety issue.
Um die Sicherheit der Straßentunnel zu gewährleisten, werden mehr als 400 m lange Tunnel ständig durch eine Tunnelleitzentrale überwacht. Die dort eingehende Flut von Einzelinformationen, wie Kamerabilder und zahlreiche Sensordaten, muss permanent durch das Personal erfasst und beurteilt werden. Das Projekt ESIMAS (Echtzeit-Sicherheits-Management-System für Straßentunnel) wird neue Wege aufzeigen, um die Leitstellenmitarbeiter zu unterstützen. Auf Grundlage der Datenanalyse und -bewertung von ESIMAS können zukünftig sicherheitsrelevante Ereignisse, wie ein Brand im Tunnel, zuverlässig und rechtzeitig erkannt werden. Im Ernstfall soll ESIMAS dem Leitzentralenpersonal sowie den Einsatz- und Rettungsdiensten Handlungsempfehlungen zur Ereignisbewältigung zur Verfügung stellen. Auf Basis dieser Handlungsempfehlungen können Maßnahmen schnellstmöglich und gezielt durchgeführt werden. Der innovative Ansatz von ESIMAS besteht in der ganzheitlichen Betrachtung aller Einzelinformationen und ihrer automatischen Auswertung und Bewertung. Hierdurch ist eine schnellere Reaktion der Leitstelle zum Schutz der Verkehrsteilnehmer möglich.
Despite the steadily declining number of pedestrian fatalities and injuries in most European countries during recent decades, pedestrian protection is still of great importance in the European Union as well as in Germany. This is because they still constitute a large proportion of road user casualties and are more likely to suffer serious and fatal injuries than most other road users. In 1999 only car occupants suffered more fatal injuries than pedestrians in Germany. In December 1998, EEVC WG 17 completed their review and updating of the EEVC WG 10 pedestrian test procedure that made it possible to evaluate the protection afforded to pedestrians by the front of passenger cars in an accident. Within the scope of this procedure, four different impactors are used representing those parts of the body which are injured very often and/or very seriously in vehicle-pedestrian-collisions. In a project executed by IKA and BASt, a small family car was tested according to the EEVC WG 17 test procedure. Afterwards modifications to the car were carried out in order to improve the pedestrian protection provided by the vehicle design. There were certain restrictions placed on the level of modifications undertaken, e.g. only minor modifications to vehicle styling and to the vehicle structures, which provide passenger protection. The redesigned vehicle was tested again using the WG 17 test procedure. The test results of the modified vehicle were compared with those of the standard vehicle and evaluated. The results show that considered measures for pedestrian protection in many areas of the vehicle front structure and the use of innovative techniques can lead to a significant reduction of the loads of pedestrians at an acceptable expense.