Filtern
Erscheinungsjahr
- 2017 (146) (entfernen)
Dokumenttyp
- Konferenzveröffentlichung (64)
- Buch (Monographie) (53)
- Wissenschaftlicher Artikel (19)
- Bericht (6)
- Teil eines Buches (Kapitel) (3)
- Arbeitspapier (1)
Schlagworte
- Deutschland (84)
- Germany (84)
- Forschungsbericht (40)
- Conference (39)
- Research report (39)
- Konferenz (38)
- Unfall (31)
- Accident (30)
- Bewertung (28)
- Evaluation (assessment) (26)
- Safety (25)
- Sicherheit (25)
- Analyse (math) (19)
- Analysis (math) (19)
- Injury (18)
- Verletzung (18)
- Prüfverfahren (17)
- Unfallrekonstruktion (17)
- Test method (16)
- Collision (15)
- Test (15)
- Fahrzeug (14)
- Richtlinien (14)
- Simulation (14)
- Specifications (14)
- Versuch (14)
- Zusammenstoß (14)
- Accident reconstruction (13)
- Vehicle (13)
- Autobahn (12)
- Motorway (12)
- Radfahrer (12)
- Cyclist (11)
- Statistik (11)
- Driver (10)
- Fußgänger (10)
- Life cycle (10)
- Pedestrian (10)
- Risiko (10)
- Risk (10)
- Statistics (10)
- Fahrer (9)
- Lebenszyklus (9)
- Measurement (9)
- Messung (9)
- On the spot accident investigation (9)
- Schweregrad (Unfall, Verletzung) (9)
- Severity (accid, injury) (9)
- Untersuchung am Unfallort (9)
- Automatic (8)
- Automatisch (8)
- Bridge (8)
- Brücke (8)
- Insasse (8)
- Leistungsfähigkeit (allg) (8)
- Lorry (8)
- Method (8)
- Verfahren (8)
- Autonomes Fahren (7)
- Autonomous driving (7)
- Behaviour (7)
- Car (7)
- Fahrerassistenzsystem (7)
- Fatality (7)
- Interview (7)
- Lkw (7)
- Tunnel (7)
- Verhalten (7)
- Active safety system (6)
- Alte Leute (6)
- Belastung (6)
- Datenbank (6)
- Driver assistance system (6)
- Load (6)
- Mathematical model (6)
- Passives Sicherheitssystem (6)
- Pkw (6)
- Rechenmodell (6)
- Traffic count (6)
- Tödlicher Unfall (6)
- Verkehrserhebung (6)
- Accident rate (5)
- Aktives Sicherheitssystem (5)
- Articulated vehicle (5)
- Ausrüstung (5)
- Benutzung (5)
- Berechnung (5)
- Calculation (5)
- Cause (5)
- Condition survey (5)
- Dauerhaftigkeit (5)
- Durability (5)
- Efficiency (5)
- Equipment (5)
- Europa (5)
- Europe (5)
- Gelenkfahrzeug (5)
- Geschwindigkeit (5)
- Mechanics (5)
- Mechanik (5)
- Old people (5)
- Road user (5)
- Speed (5)
- Traffic flow (5)
- Tragfähigkeit (5)
- Transport infrastructure (5)
- Unfallhäufigkeit (5)
- Ursache (5)
- Use (5)
- Vehicle occupant (5)
- Verkehrsinfrastruktur (5)
- Verkehrsteilnehmer (5)
- Weather (5)
- Zustandsbewertung (5)
- Accident prevention (4)
- Asphaltstraße (Oberbau) (4)
- Bauwerksmonitoring (4)
- Bearing capacity (4)
- Behinderter (4)
- Bituminous mixture (4)
- Boden (4)
- Bremsung (4)
- Database (4)
- Decke (Straße) (4)
- Emission (4)
- Fahrleistung (4)
- Fernverkehrsstraße (4)
- Flexible pavement (4)
- Main road (4)
- Maintenance (4)
- Passive safety system (4)
- Pavement Management System (4)
- Planning (4)
- Planung (4)
- Post crash (4)
- Prestressed concrete (4)
- Reconstruction (accid) (4)
- Road network (4)
- Schweregrad (Unfall (4)
- Sensor (4)
- Severity (accid (4)
- Spannbeton (4)
- Steifigkeit (4)
- Stiffness (4)
- Straßennetz (4)
- Structural health monitoring (4)
- Surveillance (4)
- Technische Vorschriften (Kraftfahrzeug) (4)
- Technologie (4)
- Technology (4)
- Unfallverhütung (4)
- Unterhaltung (4)
- Vehicle mile (4)
- Vehicle regulations (4)
- Verkehrsfluss (4)
- Verletzung) (4)
- Water (4)
- Witterung (4)
- injury) (4)
- Accident black spot (3)
- Advanced driver assistance system (3)
- Age (3)
- Alter (3)
- Antikollisionssystem (3)
- Auffahrunfall (3)
- Austria (3)
- Beinahe Unfall (3)
- Braking (3)
- Brand (3)
- Collision avoidance system (3)
- Correlation (math, stat) (3)
- Cost benefit analysis (3)
- Deflectograph (3)
- Development (3)
- Digitale Bildverarbeitung (3)
- Driving (veh) (3)
- Driving aptitude (3)
- Durchbiegungsmesser (3)
- Dynamics (3)
- Dynamik (3)
- Effectiveness (3)
- Expert opinion (3)
- Fahrtauglichkeit (3)
- Feinstaub (3)
- Fire (3)
- Forecast (3)
- Gutachten (3)
- Image processing (3)
- Improvement (3)
- Instandsetzung (3)
- Junction (3)
- Kapazität (Straße) (3)
- Knotenpunkt (3)
- Kontrolle (3)
- Korea (Süd) (Demokratische Republik) (3)
- Laboratorium (3)
- Laboratory (not an organization) (3)
- Lenken (Fahrzeug) (3)
- Modification (3)
- Motorcyclist (3)
- Motorradfahrer (3)
- Near miss (3)
- Occupant (veh) (3)
- Official approval (3)
- Parking pricing (3)
- Parkraumbewirtschaftung (3)
- Particulate matter (3)
- Passenger (3)
- Probability (3)
- Prognose (3)
- Rear end collision (3)
- Repair (3)
- Risk taking (3)
- Road traffic (3)
- Service area (3)
- Soil (3)
- Steering (process) (3)
- Straßenverkehr (3)
- Surfacing (3)
- Tank Rast Anlage (3)
- Unfallfolgemaßnahme (3)
- Unfallschwerpunkt (3)
- Verbesserung (3)
- Veränderung (3)
- Wahrscheinlichkeit (3)
- Wasser (3)
- Wirtschaftlichkeitsrechnung (3)
- Österreich (3)
- Ablenkung (psychol) (2)
- Active safety (2)
- Activity report (2)
- Administration (2)
- Aktive Sicherheit (2)
- Alternative energy (2)
- Attitude (psychol) (2)
- Aufprallschlitten (2)
- Auswahl (2)
- Automatische Notbremsung (2)
- Autonomes Fahrzeug (2)
- Autonomous emergency braking (2)
- Autonomous vehicle (2)
- Bau (2)
- Baustoff (2)
- Bauwerk (2)
- Beam (2)
- Bemessung (2)
- Beton (2)
- Betonstraße (Oberbau) (2)
- Biomechanics (2)
- Biomechanik (2)
- Bitumen (2)
- Bituminöses Mischgut (2)
- Brustkorb (2)
- Bus (2)
- Camera (2)
- Capacity (road, footway) (2)
- Car park (2)
- Cement (2)
- Classification (2)
- Comprehension (2)
- Concrete (2)
- Construction (2)
- Contact (tyre road) (2)
- Cracking (2)
- Crash victim (2)
- Crashtest (2)
- Crossing the road (2)
- Data base (2)
- Data processing (2)
- Data security (2)
- Datenbasis (2)
- Datensicherheit (2)
- Datenverarbeitung (2)
- Deicing (2)
- Design (overall design) (2)
- Detection (2)
- Detektion (2)
- Digital model (2)
- Disabled person (2)
- Disablement (2)
- Distraction (2)
- Driver training (2)
- Droge (2)
- Drugs (2)
- Drunkenness (2)
- EU (2)
- Eigenschaft (2)
- Einstellung (psychol) (2)
- Electronic stability program (2)
- Elektronisches Stabilitätsprogramm (2)
- Engineering structure (2)
- Entwicklung (2)
- Environment protection (2)
- Ergonomics (2)
- Ergonomie (2)
- Erneuerbare Energie (2)
- Erste Hilfe (2)
- Erziehung (2)
- Expert system (2)
- Expertensystem (2)
- Fahranfänger (2)
- Fahrausbildung (2)
- Fahrbahnüberquerung (2)
- Fahrsimulator (2)
- Fahrstabilität (2)
- Fahrzeugabstand (2)
- Fahrzeugführung (2)
- Fahrzeugsitz (2)
- Fein (mater) (2)
- Festigkeit (2)
- Fine (mater) (2)
- Frau (2)
- Frontalzusammenstoß (2)
- Gebirge (2)
- Georadar (2)
- Gesundheit (2)
- Head on collision (2)
- Health (2)
- Highway design (2)
- Human factor (2)
- Human machine interface (2)
- Impact sled (2)
- Impact test (veh) (2)
- In situ (2)
- Individueller Verkehr (2)
- Kamera (2)
- Klassifizierung (2)
- Korn (2)
- Korrelation (math, stat) (2)
- Langfristig (2)
- Learning (2)
- Level of service (2)
- Long term (2)
- Longer and heavier vehicle (2)
- Man (2)
- Mann (2)
- Market (2)
- Markt (2)
- Material (constr) (2)
- Medical examination (2)
- Medizinische Untersuchung (2)
- Mensch Maschine Schnittstelle (2)
- Menschlicher Faktor (2)
- Merging traffic (2)
- Messgerät (2)
- Mittelwert (2)
- Mobile phone (2)
- Mobiltelefon (2)
- Model (not math) (2)
- Modell (2)
- Mountain (2)
- Nachfrage (2)
- Numerisches Modell (2)
- Oberflächentextur (2)
- Organisation (2)
- Organization (Association) (2)
- Ort (Position) (2)
- Output (2)
- Overtaking (2)
- Parkfläche (2)
- Particle (2)
- Policy (2)
- Politik (2)
- Pollutant (2)
- Porosity (2)
- Prevention (2)
- Private transport (2)
- Properties (2)
- Psychological examination (2)
- Quality assurance (2)
- Qualitätssicherung (2)
- Recently qualified driver (2)
- Recycling (2)
- Recycling (mater) (2)
- Republic of Korea (2)
- Restraint system (2)
- Risikobewertung (2)
- Risikoverhalten (2)
- Risk assessment (2)
- Rissbildung (2)
- Road construction (2)
- Robot (2)
- Roboter (2)
- Rural road (2)
- Schadstoff (2)
- Schleudertrauma (2)
- Schub (2)
- Seat (veh) (2)
- Seitlicher Zusammenstoß (2)
- Selection (2)
- Shear (2)
- Sichtbarkeit (2)
- Side impact (2)
- Simulator (driving) (2)
- Straßenbau (2)
- Straßenentwurf (2)
- Surface texture (2)
- Traffic concentration (2)
- Traffic control (2)
- Trend (stat) (2)
- Trunkenheit (2)
- Tätigkeitsbericht (2)
- Umweltschutz (2)
- Unfallopfer (2)
- Vehicle handling (2)
- Vehicle spacing (2)
- Verhütung (2)
- Verkehrsqualität (2)
- Verkehrsstärke (2)
- Verkehrsverflechtung (2)
- Verminderung (2)
- Verschiebung (2)
- Verwaltung (2)
- Sichtbarkeit (2)
- Wearing course (2)
- Whiplash injury (2)
- Woman (2)
- Zement (2)
- Zulassung (tech) (2)
- Überholen (2)
- Abbiegen (1)
- Abdichtung (1)
- Abdomen (1)
- Abfluss (1)
- Abkommen von der Fahrbahn (Unfall) (1)
- Abrieb (1)
- Accessibility (1)
- Accident data (1)
- Adaptation (psychol) (1)
- Adhesion (1)
- Adhäsion (1)
- Adolescent (1)
- Adult (1)
- Aged people (1)
- Aggregate (1)
- Air bag (restraint system) (1)
- Air pollution (1)
- Airbag (1)
- Aircraft (1)
- Anfahrversuch (1)
- Animal (1)
- Anpassung (psychol) (1)
- Anschlussstelle (1)
- Anthropometric dummy (1)
- Anthropometrie (1)
- Anthropometry (1)
- Antrieb (tech) (1)
- Apparatus (measuring) (1)
- Aromatic compounds (1)
- Aromatische Verbindungen (1)
- Arzneimittel (1)
- Asphalt (1)
- Auftaumittel (1)
- Aufzeichnung (1)
- Auslaugung (1)
- Australia (1)
- Australien (1)
- Average (1)
- Ballungsgebiet (1)
- Barrierefrei (1)
- Basecourse (1)
- Baumusterzulassung (1)
- Baustelle (1)
- Bauweise (1)
- Bearing Capacity (1)
- Before and after study (1)
- Bein (menschl) (1)
- Betriebshof (1)
- Betriebsverhalten (1)
- Bevölkerung (1)
- Bicyclist (1)
- Bildanalyse (1)
- Bindemittel (1)
- Binder (1)
- Binderschicht (1)
- Bitumenemulsion (1)
- Blind spot (veh) (1)
- Blutalkoholgehalt (1)
- Blutkreislauf (1)
- Bodenmechanik (1)
- Box grider (1)
- Brake (1)
- Brasilien (1)
- Brazil (1)
- Breaking (1)
- Bremse (1)
- Bremsweg (1)
- Brennbarkeit (1)
- Brennstoffzelle (1)
- Bridge deck (1)
- Bridge surfacing (1)
- Bruch (mech) (1)
- Brückenbelag (1)
- Calibration (1)
- Capacity (Road, footway) (1)
- Capacity (traffic network) (1)
- Capacity (veh) (1)
- Carbon monoxide (1)
- Chest (1)
- Child (1)
- Circulation (blood) (1)
- Climate (1)
- Coefficient of friction (1)
- Cognitive impairment (1)
- Cold coated material (1)
- Collision test (veh) (1)
- Communication (1)
- Compaction (1)
- Competition (1)
- Compliance (1)
- Compression (1)
- Construction method (1)
- Construction site (1)
- Continuously graded aggregate (1)
- Control (1)
- Conurbation (1)
- Cooperative intelligent transport system (1)
- Correlation (1)
- Cost (1)
- Crash Test (1)
- Crash test (1)
- Customer (1)
- Damage (1)
- Data acquisition (1)
- Data bank (1)
- Data basis (1)
- Datenerfassung (1)
- Day (24 hour period) (1)
- Daytime running light (1)
- Decision process (1)
- Deckschicht (1)
- Decrease (1)
- Deflection (1)
- Deformation (1)
- Degree of curvature (1)
- Demand (1)
- Demand (econ) (1)
- Depot (transp) (1)
- Depth (1)
- Deterioration (1)
- Deutschland ; Entwicklung (1)
- Diagnostik (1)
- Digital image processing (1)
- Dimension (1)
- Dispersion (stat) (1)
- Displacement (1)
- Driving aid (electronic) (1)
- Driving instructor (1)
- Dummy (1)
- Durchbiegung (1)
- Durchlässigkeit (1)
- Dust (1)
- Earthwork (1)
- Ecobalance (1)
- Economic efficiency (1)
- Education (1)
- Eichung (1)
- Eindringung (1)
- Einfahrt (1)
- Electric vehicle (1)
- Elektrofahrzeug (1)
- Emergency medical aid (1)
- Emulsion (1)
- Enforcement (law) (1)
- Enteisung (1)
- Entscheidungsprozess (1)
- Environment (1)
- Environmental compatibility (1)
- Erdarbeiten (1)
- Erfahrung (menschl) (1)
- Ermüdung (Mater) (1)
- Error (1)
- Erwachsener (1)
- Evaluation (1)
- Evaluation assessment (1)
- Exhibition (1)
- Experience (human) (1)
- Experimental road (1)
- Fahrassistenzsystem (1)
- Fahrer ; Fahrerassistenzsystem (1)
- Fahrlehrer (1)
- Fahrstreifenwechsel (1)
- Fahrzeugfuehrung (1)
- Fahrzeugmarkierung (1)
- Fahrzeugteil (Sicherheit) (1)
- Fatigue (mater) (1)
- Fear (1)
- Fehler (1)
- Feldversuch (1)
- Fernsteuerung (1)
- Fernverkehrsstrasse (1)
- Financing (1)
- Finanzierung (1)
- Flammability (1)
- Fleet of vehicles (1)
- Flüssigkeit (1)
- Foamed bitumen (1)
- Forschungsarbeit (1)
- Fracture (bone) (1)
- France (1)
- Frankreich (1)
- Friction (1)
- Front (1)
- Fuel cell (1)
- Fuge (1)
- Fugenfüllung (1)
- Fuhrpark (1)
- Furcht (1)
- Gegenverkehr (1)
- Germany ; Injury (1)
- Geschwindigkeitsbeschränkung (1)
- Gesetzesdurchführung (1)
- Gesetzgebung (1)
- Gestaltung (1)
- Goods traffic (1)
- Greenhouse effect (1)
- Griffigkeit (1)
- Ground Penetrating Radar (1)
- Ground penetrating radar (1)
- Großveranstaltung (1)
- Gussasphalt (1)
- Güterverkehr (1)
- Hard shoulder (1)
- Head (human) (1)
- Head restraint (1)
- Headway (1)
- Heavy metal (1)
- Herstellung (1)
- Hohlkastenträger (1)
- Hohlraumgehalt (1)
- Hospitsl (1)
- Human body (1)
- Hybrid vehicle (1)
- Hybridfahrzeug (1)
- Hydrocarbon (1)
- Illness (1)
- Image analysis (1)
- Image generation (1)
- Immission (1)
- Impact study (1)
- In service behavior (1)
- Incident detection (1)
- Incident management (1)
- Inertia reel safety belt (1)
- Infotainment System (1)
- Infotainment system (1)
- Intelligentes Bauwerk (1)
- Inter urban (1)
- Interchange (1)
- Intercity (1)
- International (1)
- Intersection (1)
- Jahreszeit (1)
- Japan (1)
- Joint (structural) (1)
- Joint sealing (1)
- Jugendlicher (1)
- Kaltmischgut (1)
- Kapazität (Fahrzeug) (1)
- Kapazität (Verkehrsnetz) (1)
- Kind (1)
- Klima (1)
- Knochenbruch (1)
- Knotenpunkt ; Landstraße ; Lkw (1)
- Kognitive Beeinträchtigung (1)
- Kohlenmonoxid (1)
- Kohlenwasserstoff (1)
- Kommunikation (1)
- Kontakt Reifen-Straße (1)
- Kontakt-Reifen-Straße (1)
- Kooperatives System (ITS) (1)
- Koordinierte Signalsteuerung (1)
- Kopf (menschl) (1)
- Kopfstütze (1)
- Korngestuftes Mineralgemisch (1)
- Kornverteilung (1)
- Korrelation [math (1)
- Korrelation(Math (1)
- Kosten (1)
- Krankenhaus (1)
- Krankheit (1)
- Kreisverkehrsplatz (1)
- Krümmung (1)
- Kunde (1)
- Kunststoff (1)
- Landstraße (1)
- Lane changing (1)
- Lang Lkw (1)
- Lang-Lkw (1)
- Lap strap (1)
- Layout (1)
- Leaching (1)
- Lebensdauer (1)
- Leg (human) (1)
- Legislation (1)
- Lernen (1)
- Lichtsignal (1)
- Linked signals (1)
- Links (1)
- Liquid (1)
- Location (1)
- Luftfahrzeug (1)
- Luftverunreinigung (1)
- Lärm (1)
- Lüftung (1)
- Main Road (1)
- Manufacture (1)
- Massenunfall (1)
- Materialveraenderung (allg) (1)
- Mean (math) (1)
- Medical aspects (1)
- Medication (1)
- Medizinische Gesichtspunkte (1)
- Meeting traffic (1)
- Menschlicher Körper (1)
- Metal bridge (1)
- Minimum (1)
- Mix design (1)
- Monat (1)
- Month (1)
- Motorcycle (1)
- Motorrad (1)
- Movement (1)
- Multiple collision (1)
- Nacht (1)
- Network (traffic) (1)
- Neural network (1)
- Neuronales Netz (1)
- Night (1)
- Nitrogen oxide (1)
- Noise (1)
- Norm (tech) (1)
- Oberfläche (1)
- Offenporiger Asphalt (1)
- Offset impact test (1)
- On the left (1)
- On the right (1)
- On the spot investigation (1)
- Orthotrope Fahrbahntafel (1)
- Orthotropic plate (1)
- Parken (1)
- Parking (1)
- Particle size distribution (1)
- Passenger transport (1)
- Paver (1)
- Penetration (1)
- Permeability (1)
- Personal (1)
- Personenbeförderung (1)
- Personenschaden (1)
- Personnel (1)
- Plastic material (1)
- Plasticity (1)
- Plastizität (1)
- Platte (1)
- Police (1)
- Polizei (1)
- Population (1)
- Poren (1)
- Porous asphalt (1)
- Portugal (1)
- Position (1)
- Prestressed (1)
- Probe (1)
- Propulsion (1)
- Psychologische Gesichtpunkte (1)
- Psychologische Untersuchung (1)
- Publicity (1)
- Reaction (human) (1)
- Reaktionsverhalten (1)
- Rechts (1)
- Recording (1)
- Reduction (decrease) (1)
- Reibung (1)
- Reibungsbeiwert (1)
- Reifen (1)
- Reinforcement (in mater) (1)
- Remote control (1)
- Republic of Corea (1)
- Research project (1)
- Reserch report (1)
- Residual (1)
- Resilience (1)
- Resilienz (1)
- Rest (1)
- Resuscitation (1)
- Rib (1)
- Rigid Pavement (1)
- Rigid pavement (1)
- Road (1)
- Roadbase (1)
- Roadside (1)
- Roll over (veh) (1)
- Roundabout (1)
- Run off (1)
- Run oo the road (accid) (1)
- Rupture (1)
- Rücksichtslosigkeit (1)
- Sachschaden (1)
- Safety harness (1)
- Salt (chem) (1)
- Salz (chem) (1)
- Sample (mater) (1)
- Schallpegel (1)
- Schaumbitumen (1)
- Schweden (1)
- Schwermetall (1)
- Season (1)
- Seat belt (1)
- Seat harness (1)
- Seepage (1)
- Seitenstreifen (befestigt) (1)
- Sicherheitsgurt (1)
- Sichtweite (1)
- Sickerung (1)
- Skidding resistance (1)
- Slab (1)
- Smart structure (1)
- Software (1)
- Soil mechanics (1)
- Sound level (1)
- Spannungsanalyse (1)
- Specification (standard) (1)
- Speed limit (1)
- Speeding (1)
- Spinal column (1)
- Spreading (1)
- Sri Lanka (1)
- Stahlbrücke (1)
- Standardabweichung (1)
- Stat) (1)
- Statics (1)
- Statik (1)
- Staub (1)
- Steg (1)
- Steuerung (1)
- Stickoxid (1)
- Stopping distance (1)
- Straße (1)
- Straßenseitenfläche (1)
- Straßenverkehrsrecht (1)
- Straßenverkehrstechnik (1)
- Strength (1)
- Strength (mater) (1)
- Stress analysis (1)
- Störfalldetektion (1)
- Störfallmanagement (1)
- Subsoil (1)
- Surface (1)
- Sweden (1)
- Tag (24 Stunden) (1)
- Tagesfahrlicht (1)
- Technische Überwachung (allg) (1)
- Telecommunication (1)
- Telekommunikation (1)
- Telematics (1)
- Telematik (1)
- Temperatur (1)
- Temperaturabgesenkter Asphalt (1)
- Temperature (1)
- Test Method (1)
- Thorax (1)
- Tiefe (1)
- Tier (1)
- Toedlicher Unfall (1)
- Toter Winkel (1)
- Traffic engineering (1)
- Traffic regulations (1)
- Traffic signal (1)
- Traffic survey (1)
- Tragschicht (1)
- Transducer (1)
- Transport (1)
- Transport operator (1)
- Transportunternehmen (1)
- Treibhauseffekt (1)
- Träger (1)
- Tunnel lining (1)
- Tunnelauskleidung (1)
- Turning (1)
- Tyre (1)
- Ultra high performance concrete (1)
- Ultrahochfester Beton (1)
- Ultraschall (1)
- Ultrasonic (1)
- Umwelt (1)
- Umweltfreundlichkeit (1)
- Unfalldaten (1)
- Unfallfolgephase (1)
- Ungeschützter Verkehrsteilnehmer (1)
- United Kingdom (1)
- Untergrund (1)
- Unterleib (1)
- Untersuchung am Umfallort (1)
- Vehicle actuated (1)
- Vehicle marking (conspicuity) (1)
- Vehicle safety device (1)
- Ventilation (1)
- Verdichtung (1)
- Vereinigtes Königreich (1)
- Verformung (1)
- Verkehrsabhängig (1)
- Verkehrsablauf (1)
- Verkehrsbeeinflussung (1)
- Verkehrsnetz (1)
- Verkehrssteuerung (1)
- Verkehrsuntersuchung (1)
- Verständnis (1)
- Verstärkung (Brücke) (1)
- Versuch Apparatus (measuring) (1)
- Versuchsstrecke (1)
- Verteilung (mater) (1)
- Visibility distance (1)
- Vorher Nachher Untersuchung (1)
- Vorne (1)
- Vorschrifteneinhaltung (1)
- Vorspannung (1)
- Vulnerable road user (1)
- Warm mix asphalt (1)
- Waterproofing (1)
- Wear (1)
- Werbung (1)
- Wettbewerb (1)
- Wetter (1)
- Winter maintenance (1)
- Winterdienst (1)
- Wirbelsäule (1)
- Wirksamkeitsuntersuchung (1)
- Wirtschaftlichkeit (1)
- Wissen (1)
- Zeitlücke (1)
- Zeitreihe (stat) (1)
- Zu schnelle Fahren (1)
- Zusammendrückung (1)
- Zusammensetzung (1)
- Zusammenstoss (1)
- Zuschlagstoff (1)
- stat] (1)
- Ökobilanz (1)
- Überschlagen (1)
- Übertrager (1)
In future, additional and more detailed data are needed about the current conditions of bridges for preventive maintenance management. Monitoring procedures are not merely able to provide key performance indicators for a specific point in time, but also over a period. These KPIs must be selected in such a way as to permit substantiated statements about the present and future condition of bridges. For this reason, greater efforts must be made to define the significant KPIs for the various types of bridges, and show how these figures can be reliably determined. Both the COST Action TU1402, and TU1406 offer important approaches which, properly combined, can deliver substantial added value to the calculation and description of the condition of bridges in the interest of proactive maintenance management.
The levels of continuous vehicle automation have become common knowledge. They facilitate overall understanding of the issue. Yet, continuous vehicle automation described therein does not cover "automated driving" as a whole: Functions intervening temporarily in accident-prone situations can obviously not be classified by means of continuous levels. Continuous automation describes the shift in workload from purely human driven vehicles to full automation. Duties of the driver are assigned to the machine as automation levels rise. Emergency braking, e.g., is obviously discontinuous and intensive automation. It cannot be classified under this regime. The resulting absence of visibility of these important functions cannot satisfy " especially in the light of effect they take on traffic safety. Therefore, in order to reach a full picture of vehicle automation, a comprehensive approach is proposed that can map out different characteristics as "Principle of Operation" at top level. On this basis informing and warning functions as well as functions intervening only temporarily in near-accident situations can be described. To reach a complete picture, levels for the discontinuous, temporarily intervening functions are proposed " meant to be the counterpart of the continuous levels already in place. This results in a detailed and independent classification for accident-prone situations. This finally provides for the visibility these important functions deserve.
PROSPECT (Proactive Safety for Pedestrians and Cyclists) is a collaborative research project involving most of the relevant partners from the automotive industry (including important active safety vehicle manufacturers and tier-1 suppliers) as well as academia and independent test labs, funded by the European Commission in the Horizon 2020 research program. PROSPECT's primary goal is the development of novel active safety functions, to be finally demonstrated to the public in three prototype vehicles. A sound benefit assessment of the prototype vehicle's functionality requires a broad testing methodology which goes beyond what has currently been used. Since PROSPECT functions are developed to prevent accidents in intersections, a key aspect of the test methodology is the reproduction of natural driving styles on the test track with driving robots. For this task, data from a real driving study with subjects in a suburb of Munich, Germany was used. Further data from Barcelona will be available soon. The data suggests that intersection crossing can be broken down into five phases, two phases with straight deceleration / acceleration, one phase with constant radius and speed turning, and two phases where the bend is imitated or ended. In these latter phases, drivers mostly combine lateral and longitudinal accelerations and drive what is called a clothoid, a curve with curvature proportional to distance travelled, in order to change lateral acceleration smoothly rather than abrupt. The data suggests that the main parameter of the clothoid, the ratio distance travelled to curvature, is mostly constant during the intersections. This parameter together with decelerations and speeds allows the generation of synthetic robot program files for a reproduction of natural driving styles using robots, allowing a much greater reproducibility than what is possible with human test drivers. First tests show that in principle it is possible to use the driving robots for vehicle control in that manner; a challenge currently is the control performance of the robot system in terms of speed control, but it is anticipated that this problem will be solved soon. Further elements of the PROSPECT test methodology are a standard intersection marking to be implemented on the test track which allows the efficient testing of all PROSPECT test cases, standard mobile and light obstruction elements for quick reproduction of obstructions of view, and a concept for tests in realistic surroundings. First tests using the PROSPECT test methodology will be conducted over the summer 2017, and final tests of the prototype vehicles developed within PROSPECT will be conducted in early 2018
The UN Regulation No. 79 is going to be amended to allow automatically commanded steering functions (ACSF) at speeds above 10 km/h. Hence, requirements concerning the approval of automatically performed steering manoeuvres have to be set in order to allow safe use of automatic steering on public roads as well as improve overall road safety for the driver and the surroundings. By order of the German Federal Ministry of Transport and Digital Infrastructure (BMVI), BASt developed and verified physical test procedures for automatic steering to be implemented in UN Regulation No. 79. The usability of currently available test tools was examined. The paper at hand describes these test procedures and presents results from verification tests. The designated tests are divided in three sections: functionality tests, verifications for the transition of control and emergency tests. System functionality tests are auto matic lane keeping, automatic lane change and an automatic abort of an initiated lane change due to traffic. Those tests check if the vehicle remains in its lane (under normal operating conditions), is able to perform safe automatic lane change manoeuvres and if it considers other road users during its manoeuvres. Transition tests examine the vehicle's behaviour when the driver fails to monitor the system and in situations when the system has to hand over the steering control back to the driver. For instance these tests provoke driver-in-the-loop requests by approaching system boundary limitations, like missing lane markings, surpassing maximum lateral acceleration in a bend or even a major system failure. Even further the driver and his inputs are monitored and if the system detects that he is overriding system actions or contrary want to quit the driving task and unfastens the seat belt, it has to shut down and put the human back into manually control and the responsibility of driving. The last series of test consists of two emergency situations in which the system has to react to a time critical event: A hard decelerating vehicle and a stationary vehicle in front both with no lane change possibility for the ACSF vehicle. Some of the tests, especially the emergency manoeuvres, require special target vehicles and propulsion systems. Since no fully automatic steering vehicles are available, a current Mercedes E-Class with Mercedes' "drive pilot" system was used. It was shown that the vehicle is automatically able to brake to a full stop towards a static Euro NCAP target from partial-automatic driving at 90 km/h, that it could brake towards a rapidly decelerating lead vehicle when travelling at 70 km/h, that it was able during partially automatic driving to remain in its lane in normal operation conditions and to perform a automatic (driver initiated) lane change while surveilling the driver- activities.
Die Level kontinuierlicher Fahrzeugautomatisierung sind unter Fahrerassistenzexperten weithin bekannt und erleichtern das Verständnis. Sie können aber nicht Fahrzeugautomatisierung insgesamt zufriedenstellend beschreiben: Insbesondere temporär intervenierende Funktionen, die in unfallnahen Situationen eingreifen, können offensichtlich nicht nach dem Level kontinuierlicher Fahrzeugautomatisierung beschrieben werden. Diese beschreiben nämlich die zunehmende Aufgabenverlagerung vom Fahrer zur maschinellen Steuerung bei zunehmendem Automatisierungsgrad. Notbremsfunktionen, beispielsweise, sind offensichtlich diskontinuierlich und nehmen zugleich auf intensive Weise Einfluss auf die Fahrzeugsteuerung. Sie lassen sich gerade nicht sinnvoll nach dem Level kontinuierlicher Fahrzeugautomatisierung beschreiben. Das Ergebnis kann indes nicht zufriedenstellen: Die fehlende Sichtbarkeit dieser Funktionen wird ihrer Bedeutung für die Verkehrssicherheit nicht gerecht. Daher wird hier, um ein vollständiges Bild der Fahrzeugautomatisierung zu erlangen, ein umfassender Ansatz zur Beschreibung verfolgt, der auf oberster Ebene nach Wirkweise unterscheidet. Auf dieser Basis lassen sich sowohl informierende und warnende Funktionen als auch solche, die nur temporär in unfallgeneigten Situationen intervenieren, im Detail beschreiben. Das ermöglicht es, eine eigenständige Klassifikation für unfallgeneigte Situationen zu erstellen. Dies kann für diese wichtigen Funktionen die eigenständige Sichtbarkeit herstellen, die ihrer Bedeutung gerecht wird.
Europe has benefited from a decreasing number of road traffic fatalities. However, the proportion of older road users increases steadily. In an ageing society, the SENIORS project aims to improve the safe mobility of older road users by determining appropriate requirements towards passive vehicle safety systems. Therefore, the characteristics of road traffic crashes involving the elderly people need to be understood. This paper focuses on car occupants and pedestrians or cyclists in crashes with modern passenger cars. Ten crash databases and four hospital statistics from Europe have been analysed to answer the questions on which body regions are most frequently and severely injured in the elderly, and specific injuries sustained by always comparing older (65 years and above) with midâ€aged road users (25â€64 years). It was found that the body region thorax is of particularly high importance for the older car occupant with injury severities of AIS2 or AIS3+, where as the lower extremities, head and the thorax need to be considered for older pedestrians and cyclists. Further, injury risk functions were provided. The hospital data analysis showed less difference between the age groups. The linkage between crash and hospital data could only be made on a general level as their inclusion criteria were quite different.
Schutz von schwächeren Verkehrsteilnehmern: kommende Anforderungen aus Gesetzgebung und Euro NCAP
(2017)
Systeme der aktiven Fahrzeugsicherheit, insbesondere Notbremsassistenzsysteme und automatische Notbremssysteme, haben in den letzten zwei Dekaden große technische Fortschritte gemacht, und das im Wesentlichen ohne "Druck" von Gesetzgeber oder unabhängigen Testorganisationen " diese können aber durch passende Anforderungen den Vormarsch der Systeme in die Breite und die Ausnutzung von ansonsten für den Hersteller vielleicht nicht wirtschaftlichen Potentialen unterstützen. Dieser Bericht hat das Ziel, einen Überblick über die kommenden Anforderungen an Schutzsysteme für schwächere Verkehrsteilnehmer zu geben und diese Anforderungen in den Kontext Euro NCAP (=welchen Einfluss haben diese Anforderungen auf die Gesamtbewertung?) sowie Gesetzgebung (schwächere Anforderungen, aber dafür ein Markteintrittskriterium) zu stellen: - Anforderungen und Testprozeduren für Notbremsassistenz Fahrradunfälle 2018 und 2020 in Euro NCAP; - Anforderungen und Testprozeduren für Notbremsassistenz bei Nachtunfällen mit Fußgängern in Euro NCAP 2018; - Anforderungen und Testprozeduren für Abbiegeassistenzsysteme zum Schutz von Radfahrern in Unfallsituationen mit rechtsabbiegenden Lkw innerhalb der Fahrzeugtypgenehmigung.
Accidents between right turning trucks and straight driving cyclists often show massive consequences. Accident severity in terms of seriously or fatally injured cyclists that are involved is much higher than in accidents of other traffic participants in other situations. It seems clear that adding additional mirrors will very likely not improve the situation. At ESV 2015, a methodology to derive test procedures and first test cases as well as requirements for a driver assist system to address blind spot accidents has been presented. However, it was unclear if and how testing of these cases is feasible, to what extent characteristics of different truck concepts (e.g. articulated vehicles, rigid vehicles) influence the test conduction and outcome, and what tolerances should be selected for the different variables. This work is important for the acceptance of a draft regulation in the UN working group on general safety. In the meantime, three test series using a single tractor vehicle, a tractor-semitrailer combination and a rigid vehicle have been conducted. The test tools (e.g. surrogate devices) have been refined. A fully crashable, commercially available bicycle dummy has been tested. If used correct, this dummy does follow a straight line quite precisely and it does not cause any damage to the truck under test in case of accidental impact. The dummy specifications are freely available. During testing, the different vehicle categories resulted in different trajectories being driven. Articulated vehicle combinations did first execute a turn into the opposite direction, and on the other hand, single tractor vehicles did behave comparable to passenger cars. A possible solution to take these behaviors into account is to require the vehicles to drive through a corridor that is narrow for a precise straight-driving phase and extends during the turn. Other investigated parameters are the dummy and vehicle speed tolerances. The results from this research make it possible to draft a regulation for a driver assistance system that helps to avoid blind spot accidents: test cases have been refined, their feasibility has been checked, and corridors for the vehicles and for important parameters (e.g. test speeds) have been set. The test procedure is applicable to all types of heavy goods vehicles. In combination with the accidentology (ESV 2015 paper), the work provides the basis for a regulation for such an assistance system.
Advancing active safety towards the protection of vulnerable road users: the PROSPECT project
(2017)
Accidents involving Vulnerable Road Users (VRU) are still a very significant issue for road safety. According to the World Health Organisation, pedestrian and cyclist deaths account for more than 25% of all road traffic deaths worldwide. Autonomous Emergency Braking Systems have the potential to improve safety for these VRU groups. The PROSPECT project (Proactive Safety for Pedestrians and Cyclists) aims to significantly improve the effectiveness of active VRU safety systems compared to those currently on the market by expanding the scope of scenarios addressed by the systems and improving the overall system performance. The project pursues an integrated approach: Newest available accident data combined with naturalistic observations and HMI guidelines represent key inputs for the system specifications, which form the basis for the system development. For system development, two main aspects are considered: advanced sensor processing with situation analysis, and intervention strategies including braking and steering. All these concepts are implemented in several vehicle prototypes. Special emphasis is put on balancing system performance in critical scenarios and avoiding undesired system activations. For system validation, testing in realistic scenarios will be done. Results will allow the performance assessment of the developed concepts and a cost-benefit analysis. The findings within the PROSPECT project will contribute to the generation of state -of-the-art knowledge, technical innovations, assessment methodologies and tools for advancing Advanced Driver Assistance Systems towards the protection of VRUs. The introduction of a new generation safety system in the market will enhance VRU road safety in 2020-2025, contributing to the "Vision Zero" objective of no fatalities or serious injuries in road traffic set out in the Transport White Paper. Furthermore, the test methodologies and tools developed within the project shall be considered for the New Car Assessment Programme (Euro NCAP) future roadmaps, supporting the European Commission goal of halving the road toll in the 2011-2020 timeframe.
Von 2006 bis 2015 hat die Zahl der bei Unfällen mit Personenschäden Beteiligten unter Alkoholeinfluss um 36 % abgenommen. Im gleichen Umfang (36%) hat sich auch die Anzahl der Alkoholunfälle mit Personenschaden reduziert. Nach wie vor tritt bei Pkw-Fahrern Alkohol als Unfallursache am häufigsten in der Altersgruppe der 21- bis 24-jährigen Männer auf, gefolgt von den Gruppen der männlichen 25- bis 34-jährigen Fahrer und der 18- bis 20-Jährigen. Die Anzahl der an Unfällen mit Personenschaden beteiligten alkoholisierten männlichen Pkw-Fahrer fällt etwa 6-mal so hoch aus wie die der weiblichen. Alkoholunfälle mit Personenschaden ereignen sich am häufigsten in den Abend- und frühen Morgenstunden und insbesondere in den Wochenendnächten. Unter den Verursachern dieser nächtlichen Freizeitunfälle sind junge Erwachsene überproportional häufig vertreten. Seit 2001 gilt in Deutschland eine 0,5-Promille-Grenze für Kraftfahrer. Im Jahr 2005 wurde eine Null-Promille-Grenze für Gefahrguttransporte eingeführt. Im August 2007 ist das Alkoholverbot für Fahranfänger in Kraft getreten. Dieses gilt für alle jungen Fahrer unter 21 Jahren sowie für Fahranfänger, die sich noch in der zweijährigen Probezeit befinden, unabhängig von ihrem Alter. Die Gefährdung der Verkehrssicherheit durch drogenbeeinflusste Kraftfahrer hat seit den 90er Jahren an Bedeutung gewonnen. Daher wurden verschiedene gesetzliche Neuregelungen eingeführt. Hierzu zählt insbesondere die Einführung eines Ordnungswidrigkeitentatbestands für das Fahren unter dem Einfluss bestimmter psychoaktiver Substanzen im Jahr 1998. Weiterhin wurden Ausbildungsmaßnahmen für die Polizei zur besseren Erkennung einer Drogenwirkung bei Kraftfahrern erarbeitet und in die Praxis umgesetzt. Vor diesem Hintergrund ist die Dokumentation der Unfallursache "andere berauschende Mittel" deutlich angestiegen, liegt aber immer noch um ein Vielfaches niedriger als die der Unfallursache Alkohol.
Für eine Reihe von EU Regelungen im Bereich Fahrzeugsicherheit erlaubt eine Verordnung bereits seit dem Jahr 2010 virtuelles Testen für die Typzulassungsprüfung. Technische Details bzw. konkrete Prozeduren für spezifische Regelungen sind in dieser Verordnung jedoch nicht enthalten. Das Hauptziel des europäischen Projekts IMVITER (lmplementation of Virtual Testing in Safety Regulations) war es, basierend auf der neuen Verordnung ein virtuelles Testverfahren auszuarbeiten und dabei offene Fragen zu berücksichtigen. Um die im Projekt-Konsortium unter Berücksichtigung der Anliegen aller Interessensgruppen wie Autohersteller, Zulassungsbehörden und technischer Dienste erarbeiteten offenen Punkte zu adressieren, wurde ein generisches Flussdiagramm entwickelt, das den Ablauf einer virtuell basierten Typprüfung darstellt. ln diesem Diagramm ist der virtuelle Typgenehmigungsprozess in drei aufeinander folgende Phasen aufgeteilt, die Verifikations-, Validierungs- und Typgenehmigungsphase. Von entscheidender Bedeutung ist die Phase der Validierung des Simulationsmodells, für die im IMVITER-Projekt eine Methodik vorgeschlagen wurde. Mit der im Projekt vorgeschlagenen Validierungsmethode ist kein Austausch des Simulationsmodells zwischen Fahrzeughersteller und technischem Dienst notwendig, so dass die Vertraulichkeit von Betriebsgeheimnissen nicht gefährdet ist. Zur Validierung des Modells werden jedoch immer Versuche notwendig sein. Dies gilt sowohl für die Überpruefung von passiven als auch aktiven Fahrzeugsicherheitssystemen. Eine zusammenfassende Betrachtung der Erfahrungen aus dem IMVITER-Projekt ergab, dass mit der Einführung von virtuellem Testen keine Erhöhung der Anforderungen an die Fahrzeugsicherheit bzgl. bestehender Regelungen verbunden sein sollte. Jedoch werden auch weiterhin neue zusäztliche Regelungen erforderlich sein, da sich das Unfallgeschehen und die Fahrzeugtechnologie weiterentwickeln und ändern werden. Diese sollten von Beginn an die Möglichkeiten des virtuellen Testens nutzen, insbesondere bei Testverfahren für neue Technologien, z.B. aktiver Fahrzeugsicherheitssysteme. Hier bieten virtuelle Testverfahren nicht nur eine Kosten- oder Zeitersparnis, sondern ermöglichen teilweise erst die sinnvolle Abprüfung von neuen Sicherheitssystemen, die mit aktuellen auf Hardware-Test basierenden Verfahren überhaupt nicht möglich wären.
Automatische Lenkfunktionen sind abgesehen von korrigierenden Lenkeingriffen entsprechend der UN-Regelung Nr. 79 bisher nur in einem Geschwindigkeitsbereich bis 10 km/h erlaubt. Die Weiterentwicklung der Technik im Bereich der Fahrerassistenzsysteme und der Automatisierung der Fahraufgabe wuerden es jedoch technisch erlauben, automatische Lenkfunktionen auch bei höheren Geschwindigkeiten einzusetzen. Neben einem Zugewinn an Komfort wird von diesen Systemen auch ein Beitrag zur Erhöhung der Verkehrssicherheit erwartet. Dieses Verkehrssicherheitspotenzial wird man jedoch nur ausschöpfen können, wenn die automatisierten Lenksysteme entsprechend gestaltet sind. Insbesondere sollten mögliche Risiken auf Grund automatischen Lenkens minimiert sein. Aus diesen Gründen laufen derzeit Arbeiten auf UNECE-Ebene, die Regelung Nr. 79 über einheitliche Bedingungen für die Genehmigung der Fahrzeuge hinsichtlich der Lenkanlage in Bezug auf automatische Lenkfunktionen (ACSF = Automatically Commanded Steering Functions) zu überarbeiten, um diese unter bestimmten Bedingungen auch bei höheren Geschwindigkeiten genehmigen zu können. Der vorliegende Beitrag reflektiert diese Arbeiten und stellt die Entwicklung der technischen Anforderungen an automatisches Lenken und der für die fahrzeugtechnischen Vorschriften vorgesehenen Testprozeduren dar.
Die Level kontinuierlicher Fahrzeugautomatisierung sind unter Fahrerassistenzexperten weithin bekannt und erleichtern das Verständnis. Sie können aber nicht Fahrzeugautomatisierung insgesamt zufriedenstellend beschreiben: Insbesondere temporär intervenierende Funktionen, die in unfallnahen Situationen eingreifen, können offensichtlich nicht nach dem Level kontinuierlicher Fahrzeugautomatisierung beschrieben werden. Diese beschreiben nämlich die zunehmende Aufgabenverlagerung vom Fahrer zur maschinellen Steuerung bei zunehmendem Automatisierungsgrad. Notbremsfunktionen, beispielsweise, sind offensichtlich diskontinuierlich und nehmen zugleich auf intensive Weise Einfluss auf die Fahrzeugsteuerung. Sie lassen sich gerade nicht sinnvoll nach dem Level kontinuierlicher Fahrzeugautomatisierung beschrieben. Das Ergebnis kann indes nicht zufriedenstellen. Die fehlende Sichtbarkeit dieser Funktionen wird ihrer Bedeutung für die Verkehrssicherheit nicht gerecht. Daher wird im Beitrag, um ein vollständiges Bild der Fahrzeugautomatisierung zu erlangen, ein umfassender Ansatz zur Beschreibung verfolgt, der sich auf oberster Ebene nach Wirkweise unterscheidet. Auf dieser Basis lassen sich sowohl informierende und warnende Funktionen als auch solche, die nur temporär in unfallgeneigten Situationen intervenieren, im Detail beschrieben. Das ermöglicht es, eine eigenständige Klassifikation für unfallgeneigte Situationen zu erstellen; dies kann für diese wichtigen Funktionen die eigenständige Sichtbarkeit herstellen, die ihrer Bedeutung gerecht wird.
The presence and performance of Advanced Driver Assistance Systems (ADAS) has increased over last years. Systems available on the market address also conflicts with vulnerable road users (VRUs) such as pedestrians and cyclists. Within the European project PROSPECT (Horizon2020, funded by the EC) improved VRU ADAS systems are developed and tested. However, before determining systems" properties and starting testing, an up-to-date analysis of VRU crashes was needed in order to derive the most important Use Cases (detailed crash descriptions) the systems should address. Besides the identified Accident Scenarios (basic crash descriptions), this paper describes in short the method of deriving the Use Cases for car-to-cyclist crashes. Method Crashes involving one passenger car and one cyclist were investigated in several European crash databases looking for all injury severity levels (slight, severe and fatal). These data sources included European statistics from CARE, data on national level from Germany, Sweden and Hungary as well as detailed accident information from these three countries using GIDAS, the Volvo Cars Cyclist Accident database and Hungarian in-depth accident data, respectively. The most frequent accident scenarios were studied and Use Cases were derived considering the key aspects of these crash situations (e.g., view orientation of the cyclist and the car driver- manoeuvre intention) and thus, form an appropriate basis for the development of Test Scenarios. Results Latest information on car-to-cyclist crashes in Europe was compiled including details on the related crash configurations, driving directions, outcome in terms of injury severity, accident location, other environmental aspects and driver responsibilities. The majority of car-to-cyclist crashes occurred during daylight and in clear weather conditions. Car-to-cyclist crashes in which the vehicle was traveling straight and the cyclist is moving in line with the traffic were found to result in the greatest number of fatalities. Considering also slightly and seriously injured cyclists led to a different order of crash patterns according to the three considered European countries. Finally the paper introduced the Use Cases derived from the crash data analysis. A total of 29 Use Cases were derived considering the group of seriously or fatally injured cyclists and 35 Use Cases were derived considering the group of slightly, seriously or fatally injured cyclists. The highest ranked Use Case describes the collision between a car turning to the nearside and a cyclist riding on a bicycle lane against the usual driving direction. A unified European dataset on car-to-cyclist crash scenarios is not available as the data available in CARE is limited, hence national datasets had to be used for the study and further work will be required to extrapolate the results to a European level. Due to the large number of Use Cases, the paper shows only highest ranked ones.
Unter bestimmten Voraussetzungen sind im Zuge der quantitativen Sicherheitsbewertung von Straßentunneln Risikoanalysen durchzuführen. Neben objekt-, verkehrs- oder ereignisspezifischen Parametern gibt es auch etliche Eingangsparameter, die fest im Risikomodell hinterlegt sind und deren Variation für gewöhnlich nicht vorgesehen ist. Dies trifft auch für Parameter des menschlichen Verhaltens zu. Im Zuge von Versuchsreihen zum Flucht- und Reaktionsverhalten der Verkehrsteilnehmer im Ereignisfall in Straßentunneln wurden verschiedene Verhaltensparameter ermittelt und analysiert, die den konventionellen Modell-Basisparametern erstmals im Österreichischen Tunnelrisikomodell (TuRisMo) gegenübergestellt werden. Als Ergebnis kann auf Basis der aktuell gewonnenen Verhaltensparameter eine Senkung des Gesamtrisikos aufgezeigt werden, dessen Einordnung im folgenden Beitrag diskutiert wird.
Tunnel in Spritzbetonbauweise werden in der Regel mit einem Dichtungssystem aus Kunststoffdichtungsbahnen (KDB) gegen das anstehende Bergwasser abgedichtet. Tunnelabdichtungen aus KDB müssen dabei über die gesamte Nutzungsdauer des Bauwerks zuverlässig ihre Funktion erfüllen. Zur Verifizierung und Kalibrierung von Prüfverfahren zur Langzeitbeständigkeit von KDB können u. a. in situ gealterte KDB-Proben aus bestehenden Straßentunneln sehr nützlich sein. Die Ergebnisse umfangreicher Untersuchungen zu den Materialeigenschaften von KDB-Proben aus insgesamt acht älteren Straßentunneln zeigen, dass einige mechanische Eigenschaften der KDB auf eine bereits stattgefundene Alterung der KDB hindeuten, aber überwiegend noch die Anforderungen der Regelwerke eingehalten werden. Die Ergebnisse der Untersuchungen bestätigen die bereits in der Vergangenheit vorgenommenen Änderungen im Regelwerk und sind auch bei der aktuellen Fortschreibung der Zusätzlichen Technischen Vertragsbedingungen und Richtlinien für Ingenieurbauten (ZTV-ING) eingeflossen.
A reduction of around 48% of all road fatalities was achieved in Europe in the past years including a reduced number of fatalities with an older age. However, among all road fatalities, the proportion of elderly is steadily increasing. In an ageing society, the European (Horizon2020) project SENIORS aims to improve the safe mobility of older road users, who have different transportation habits compared to other age groups. To increase their level of safe mobility by determining appropriate requirements for vehicle safety systems, the characteristics of current road traffic collisions involving the elderly and the injuries that they sustain need to be understood in detail. Hereby, the paper focuses on their traffic participation as pedestrian, cyclist or passenger car occupant. Following a literature review, several national and international crash databases and hospital statistics have been analysed to determine the body regions most frequently and severely injured, specific injuries sustained and types of crashes involved, always comparing older road users (65 years and more) with mid-aged road users (25-64 years). The most important crash scenarios were highlighted. The data sources included European statistics from CARE, data on national level from Germany, Sweden, Italy, United Kingdom and Spain as well as in-depth crash information from GIDAS (Germany), RAIDS (UK), CIREN and NASS-CDS (US). In addition, familiar hospital data from Germany (TraumaRegister DGU-®), Italy (Italian Register of Acute Traumas) and UK hospital statistics (TARN) were included in the study to gain further insight into specific injury patterns. Comprehensive data analyses were performed showing injury patterns of older road users in crashes. When comparing with mid-aged road users, all databases showed that the thorax body region is of particularly high importance for the older car occupant with injury severities of AIS 2 or AIS 3+, whereas the body regions lower extremities, head and thorax need to be considered for the older pedestrians and cyclists. Besides these comparisons, the most frequent and severe top 5 injuries were highlighted per road user group. Further, the most important crash configurations were identified and injury risk functions are provided per age group and road user group. Although several databases have been analysed, the picture on the road safety situation of older road users in Europe was not complete, as only Western European data was available. The linkage between crash data and hospital data could only be made on a general level as their inclusion criteria were quite different.
Supported by field accident data and monitoring results of European Regulation (EC) No. 78/2009, recent plans of the European Commission regarding a way forward to improve passive safety of vulnerable road users include, amongst other things, an extension of the head test area. The inclusion of passive cyclist safety is also being considered by Euro NCAP. Although passenger car to cyclist collisions are often severe and have a significant share within the accident statistics, cyclists are neither considered sufficiently in the legislative nor in the consumer ratings tests. Therefore, a test procedure to assess the protection potential of vehicle fronts in a collision with cyclists has been developed within a current research project. For this purpose, the existing pedestrian head impact test procedures were modified in order to include boundary conditions relevant for cyclists as the second big group of vulnerable road users. Based on an in-depth analysis of passenger car to cyclist accidents in Germany the three most representative accident constellations have been initially defined. The development of the test procedure itself was based on corresponding simulations with representative vehicle and bicycle models. In addition to different cyclist heights, reaching from a 6-year-old child to a 95%-male, also four pedal positions were considered. By reconstruction of a real accident the defined simulation parameters could be validated in advance. The conducted accident kinematics analysis shows for a large portion of the constellations an increased head impact area, which can reach beyond the roof leading edge, as well as high average values for head impact velocity and angle. Based on the simulation data obtained for the different vehicle models, cyclist-specific test parameters for impactor tests have been derived, which have been further examined in the course of head and leg impact tests. In order to study the cyclist accident kinematics under real test conditions, different full scale tests with a Polar-II dummy positioned on a bicycle have been conducted. Overall, the tests showed a good correlation with the simulations and support the defined boundary test conditions. Typical accident scenarios and simulations reveal higher head impact locations, angles and velocities. An extended head impact area with modified test parameters will contribute to an improved protection of vulnerable road users including cyclists. However, due to significantly differing impact kinematics and postures between the lower extremities of pedestrians and cyclists, these injuries cannot be addressed by the means of current test tools such as the flexible pedestrian legform impactor FlexPLI. Based on the findings obtained within the project as well as the existing pedestrian protection requirements a cyclist protection test procedure for use in legislation and consumer test programmes has been developed, whose requirements have been transferred into a corresponding test specification. This specification provides common head test boundary conditions for pedestrians and cyclists, whereby the existing requirements are modified and two parallel test procedures are avoided.
Test and assessment procedures for passive pedestrian protection based on developments by the European Enhanced Vehicle-safety Committee (EEVC) have been introduced in world-wide regulations and consumer test programmes, with considerable harmonization between these programmes. Nevertheless, latest accident investigations reveal a stagnation of pedestrian fatality numbers on European roads running the risk of not meeting the European Union- goal of halving the number of road fatalities by the year 2020. The branch of external road user safety within the EC-funded research project SENIORS under the HORIZON 2020 framework programme focuses on investigating the benefit of modifications to pedestrian test and assessment procedures and their impactors for vulnerable road users with focus on the elderly. Injury patterns of pedestrians and cyclists derived from the German In-Depth Accident Study (GIDAS) show a trend of AIS 2+ and AIS 3+ injuries getting more relevant for the thorax region in crashes with newer cars (Wisch et al., 2017), while maintaining the relevance for head and lower extremities. Several crash databases from Europe such as GIDAS and the Swedish Traffic Accident Data Acquisition (STRADA) also show that head, thorax and lower extremities are the key affected body regions not only for the average population but in particular for the elderly. Therefore, the SENIORS project is focusing on an improvement of currently available impactors and procedures in terms of biofidelity and injury assessment ability towards a better protection of the affected body regions, incorporating previous results from FP 6 project APROSYS and subsequent studies carried out by BASt. The paper describes the overall methodology to develop revised FE impactor models. Matched human body model and impactor simulations against generic test rigs provide transfer functions that will be used for the derivation of impactor criteria from human injury risk functions for the affected body regions. In a later step, the refined impactors will be validated by simulations against actual vehicle front-ends. Prototyping and adaptation of test and assessment procedures as well as an impact assessment will conclude the work of the project at the final stage. The work will contribute to an improved protection of vulnerable road users focusing on the elderly. The use of advanced human body models to develop applicable assessment criteria for the revised impactors is intended to cope with the paucity of actual biomechanical data focusing on elderly pedestrians. In order to achieve optimized results in the future, the improved test methods need to be implemented within an integrated approach, combining active with passive safety measures. In order to address the developments in road accidents and injury patterns of vulnerable road users, established test and assessment procedures need to be continuously verified and, where needed, to be revised. The demographic change as well as changes in the vehicle fleet, leading to a variation of accident scenarios, injury frequencies and injury patterns of vulnerable road users are addressed by the work provided by the SENIORS project, introducing updated impactors for pedestrian test and assessment procedures.
Bewertung der strukturellen Substanz für die systematische Erhaltungsplanung von Betonfahrbahndecken
(2017)
"Mobilität ist die zentrale Vorrausetzung für wirtschaftliches Wachstum, Beschäftigung und Teilhabe des Einzelnen am gesellschaftlichen Leben". Dieser Leitsatz des BMVI setzt eine intakte und funktionierende Infrastruktur voraus. Im Kontext mit dem Investitionshochlauf in den nächsten Jahren ist das Bundesfernstraßennetz insbesondere ein netzbezogenes systematisches Vorgehen im Rahmen der Baulichen Erhaltung von Relevanz. Bei der Planung von Erneuerungsmaßnahmen ist dabei die Kenntnis über den Zustand der strukturellen Substanz und deren langfristige Entwicklung von zentraler Bedeutung. Nachfolgend wird ein Verfahren vorgestellt, das die mechanisch und statisch abgesicherte Bewertung und Prognose der strukturellen Substanz von Betonfahrbahndecken ermöglicht. Zudem werden die Anwendung und das Vorgehen anhand eines Praxisbeispiels aufgezeigt.