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Automated driving will provide many kinds of benefits - some direct and some indirect. The benefits originate at the individual level, from changes in the behaviour of drivers and travellers with regard to driving and mobility, ending up with benefits at the social level via changes in the whole transport system and society, where many of the current planning and operations paradigms are likely to be transformed by automated driving. There may also be disbenefits, particularly at a social level, for example in intensity of travel which could result in additional congestion and increased use of natural resources. There may also be unintended consequences. For example, we do not know the impacts on public transport: driverless vehicles could provide a means to a lower cost service provision, but the availability of automated cars could lead to more car travel at the expense of collective transport.
The incidence of side impacts was investigated from GIDAS data. Both vehicle-fixed object and vehicle-vehicle collisions were analysed as these are enclosed within the consumer testing program. Vehicle-fixed object collisions were stratified according to ESC availability. Results indicated that vehicles equipped with ESC rarely have pure-lateral impacts. An increase in oblique collisions was seen for the vehicles with ESC whereby most vehicle were driving in left curves. The analysis of vehicle-vehicle collisions developed injury risk curves were developed at the AIS3+ injury severity for the vehicle-vehicle side impacts. Results suggested that greatest injury risk occurred when a Pre Euro NCAP vehicle was struck by a Post Euro-NCAP vehicle. The remaining curves did not show different behaviour, indicating that stiffness increased have been equally combated. This was attributable to the few Post Euro-NCAP vehicles that had a deployed curtain airbag available in the sample. The integration of Euro NCAP testing has shown to improve vehicle crashworthiness for pole collisions, as those vehicles with ESC rarely incur lateral impacts.
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.
Accidents between right turning trucks and straight riding cyclists often show massive consequences. Accident severity is much higher than in other accidents. The situation is critical especially due to the fact that, in spite of the six mirrors that are mandatory for ensuring a minimum field of sight for the truck drivers, cyclists in some situations cannot be seen or are not seen by the driver. Either the cyclist is overlooked or is in a blind spot area that results from the turning manoeuvre of the truck and its articulation if it is a truck trailer or truck semitrailer combination. At present driver assistance systems are discussed that can support the driver in the turning situation by giving a warning when cyclists are riding parallel to the truck just before or in the turning manoeuvre. Such systems would generally bear a high potential to avoid accidents of right turning trucks and cyclists no matter if they ride on the road or on a parallel bicycle path. However, performance requirements for such turning assist systems or even test procedures do not exist yet. This paper describes the development of a testing method and requirements for turning assist systems for trucks. The starting point of each development of test procedures is an analysis of accident data. A general study of accident figures determines the size of the problem. In-depth accident data is evaluated case by case in order to find out which are representative critical situations. These findings serve to determine characteristic parameters (e.g. boundary conditions, trajectories of truck and cyclist, speeds during the critical situation, impact points). Based on these parameters and technical feasibility by current sensor and actuator technology, representative test scenarios and pass/fail-criteria are defined. The outcome of the study is an overview of the accident situation between right turning trucks and straight driving cyclists in Germany as well as a corresponding test procedure for driver assistance systems that at this first stage will be informing or warning the driver. This test procedure is meant to be the basis for an international discussion on introducing turning assist systems in vehicle regulations.
In the last years there has been a decline in accident figures in Germany especially for four wheeled vehicles. At the same time, accident figures for motorcycles remained nearly constant. About 17 % of road traffic fatalities in the year 2006 were motorcyclists. 33 % of these riders were killed in single vehicle crashes. This leads to the conclusion that improving driving dynamics and driving stability of powered two wheelers would yield considerable safety gains. However, the well-known measures for cars and trucks with their proven effectiveness cannot be transferred easily to motorcycles. Therefore studies were carried out to examine the safety potential of Anti Lock Braking Systems (ABS) and Vehicle Stability Control (VSC) for motorcycles by means of accident analysis, driving tests and economical as well as technical assessment of the systems. With regard to ABS, test persons were assigned braking tasks (straight and in-curve) with five different brake systems with and without ABS. Stopping distances as well as stress and strain on the riders were measured for 9 test riders who completed 105 braking manoeuvres each. Knowing the ability of ABS to avoid falls during braking in advance of a crash and taking into account the system costs, a cost benefit analysis for ABS for motorcycles was carried out for different market penetration of ABS, i.e. equipment rates, and different time horizons. The potential of VSC for motorcycles was estimated in two steps. First the kinds of accidents that could be prevented by such a system at all have been analysed. For these accident configurations, simulations and driving tests were then performed to determine if a VSC was able to detect the critical driving situation and if it was technically possible to implement an actuator which would help to stabilise the critical situation.
Fahrerassistenzsysteme unterstützen den Fahrer durch Information, Warnung oder Eingriff in die Fahrzeugsteuerung. Zukünftige Systeme zur Kollisionsvermeidung oder bis hin zum automatischen Fahren werden den Fahrer immer mehr entlasten. Wegen ihres erheblichen Potenzials zur Verbesserung vor allem der aktiven Sicherheit können die Fahrerassistenzsysteme wesentlich zur Vermeidung von Unfällen oder der Reduktion von Unfallfolgen beitragen. Andererseits können Fahrerassistenzsysteme aufgrund des komplexen Systemzusammenhangs zwischen Fahrer, Fahrzeug und Umwelt negative Auswirkungen auf das Verkehrsgeschehen haben. Dieser Aspekt muss schon bei der Entwicklung der Systeme berücksichtigt werden. Die Empfehlung der Europäischen Kommission zur Gestaltung von Informations- und Kommunikationssystemen gibt dazu Leitlinien vor. Die BASt ist mit der wissenschaftlichen Begleitung der Thematik beauftragt. Die Industrie ist dazu aufgefordert darzulegen, welche Maßnahmen zur Einhaltung der Grundsätze ergriffen worden sind beziehungsweise werden. Um das Potenzial der Fahrerassistenzsysteme zur Steigerung der Verkehrssicherheit voll ausschöpfen zu können, sind weiterhin Forschungsarbeiten zur Entwicklung neuer und zur Weiterentwicklung bestehender Systeme unter Berücksichtigung der Gestaltungsanforderungen für sichere Assistenzsysteme durchzuführen.
Since 2005 the German In-Depth Accident Study (GIDAS) also records aspects of active vehicle safety. This is done because vehicles are fitted with an increasing number of active safety devices which have undoubtedly an influence on the number, severity and course of accidents. Accident researchers expect that collecting active safety data will facilitate to assess and quantify the impact of these and future devices. It is the aim of this paper to outline benefits and limitations associated with the recording of active safety aspects within indepth studies. An overview about possible areas where active safety data can be useful will be given. For that purpose single safety or comfort systems will be selected to estimate the effects of an accident database which includes variables associated with these systems. Questions with regard to the limitations of collecting active safety data will be addressed. Possible items are for example the usability of the data recorded, the real accident cause, the small number of relevant accidents, the time span needed to gather a sufficient dataset, the small share of vehicles equipped with a certain system or different functionalities of systems that are supposed to fall in the same category. As a result user needs for a reasonable data collection of active safety elements will be elaborated.
Although the bus belongs to the safest traffic means, single accidents can be particularly severe and concern many passengers. Especially in case of fires a high number of injured and killed persons can be the outcome. Fire safety of buses therefore is of high importance. With the increase of synthetic and plastic materials as a material for the interior equipment of buses and coaches because of their ood mechanical properties combined with low weight, the question arises whether the safety level has decreased in case of a fire during the last years - also compared to other means of transport. Because of the combustible plastics and their ability to release a high amount of heat the main fire load in buses is no longer the fuel but the plastic materials which are also often easy to ignite. Besides the flammability of the equipments, the production of smoke, the smoke development and propagation and its toxicity for the people as well as the testing methods and limit values are of interest. For those reasons research projects were initiated on behalf of the German Federal Highway Research Institute. At the one hand the fire behavior of coach interiors was examined in general focusing on fire propagation as well as fire detection and signalling. As result, recommendations with regard to early fire detection systems for the engine compartments and on-board extinguishing equipment were elaborated. At the other hand research is carried out to examine heat release, smoke, smoke propagation and its toxicity due to burning bus interior materials. The paper describes which effective and economically reasonable fire safety requirements for interiors of buses would improve the current situation. Proposals for amendments of current requirements are recommended including the specification of appropriate limit values. In particular, it is taken into consideration which reasonable fire safety standards from other transport sectors, especially the rail sector, should be transferred to buses.
Except for corrective steering functions automatic steering is up to now only allowed at speeds up to 10 km/h according to UN Regulation No. 79. Progress in automotive engineering with regard to driver assistance systems and automation of driving tasks is that far that it would be technically feasible to realise automatically commanded steering functions also at higher vehicle speeds. Besides improvements in terms of comfort these automated systems are expected to contribute to road traffic safety as well. However, this safety potential will only be exhausted if automated steering systems are properly designed. Especially possible new risks due to automated steering have to be addressed and reduced to a minimum. For these reasons work is currently ongoing on UNECE level with the aim to amend the regulation dealing with provisions concerning the approval of steering equipment. It is the aim to revise requirements for automatically commanded steering functions (ACSF) so that they can be approved also for higher speeds if certain performance requirements are fulfilled. The paper at hand describes the derivation of reasonable system specifications from an analysis of relevant driving situations with an automated steering system. Needs are explained with regard to covering normal driving, sudden unexpected critical events, transition to manual driving, driver availability and manoeuvres to reach a state of minimal risk. These issues form the basis for the development of test procedures for automated steering to be implemented in international regulations. This holds for system functionalities like automatic lane keeping or automatic lane change as well as for addressing transition situations in which the system has to hand over steering to the driver or addressing emergency situations in which the system has to react instead of the driver.
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.
Mit der EU-Verordnung Nummer 661/2009 zur Typgenehmigung und allgemeinen Sicherheit von Kraftfahrzeugen wird von der EU für schwere Nutzfahrzeuge der Einbau von Spurverlassenswarnsystemen und automatischen Notbremssystemen vorgeschrieben. Mit dem obligatorischen Einbau der Systeme wird eine Reduktion der Abkommens- und Auffahrunfälle von Nutzfahrzeugen aus den Klassen M2, M3, N2 und N3, die auf Grund der hohen Masse der Fahrzeuge folgenschwer sind, erwartet. Als Einführungsdaten werden der 1. November 2013 für neue Fahrzeugtypen und der 1. November 2015 für neue Fahrzeuge genannt. Leistungsanforderungen beziehungsweise technische Spezifikationen, denen die Systeme genügen müssen, liegen jedoch noch nicht vor. Diese werden derzeit von einer Expertengruppe auf UN-ECE-Ebene entwickelt. Dabei wird versucht, technologieneutrale Beschreibungen für die Ausgestaltung der Systeme zu erstellen, die gleichzeitig sowohl den gewünschten Nutzen für die Verkehrssicherheit garantieren, sich aber auch an der derzeit vorhandenen und realisierbaren Technologie orientieren. Darüber hinaus müssen die Systemkosten in einem vernünftigen Verhältnis zum Sicherheitsnutzen stehen. Ziel ist es, im Laufe des Jahres 2011 Vorschläge für die Legislative vorzulegen. Es wird über den Stand der Arbeiten, offene Fragestellungen, Herausforderungen bei der Ausgestaltung der technischen Anforderungen sowie sich abzeichnende Ergebnisse berichtet. Dabei sind die Arbeiten in Bezug auf Lane Departure Warning Systems (LDWS) bereits weiter fortgeschritten als zu Advanced Emergency Braking Systems (AEBS).
Road markings are an essential component of a safe road. In particular, the optical guidance at night and under wet conditions rates high. Special surface textures of road markings can enhance the nighttime visibility during wetness, but they can lead on the other hand to noise emission during passages of vehicles and thus annoy residents. In the present study the tyre/road marking noise is analysed based on two different measurement methods for traffic noise: Several different road markings with increased nighttime visibility during wetness were overrun and the noise was determined by controlled coast-by measurements as well as close-proximity measurements. For both measuring methods the averaged A-weighted sound pressure levels were determined and an analysis of the third octave spectra was performed in order to identify annoying tonal components. The results of both measurement methods were compared with each other. Limitations of the individual measurement methods were overcome by combining the data. Properties of road marking noise depending on the texture of the marking are discussed in relation to those of road surface noise. The results will help specifying road marking texture types that ensure less annoyance and at the same time good visibility at wetness and night-time.
As set out in the Terms of Reference, the objective of European Enhanced Vehicle-safety Committee (EEVC) Working Group (WG) 15 Car Crash Compatibility and Frontal Impact is to develop a test procedure(s) with associated performance criteria for car frontal impact compatibility. This work should lead to improved car to car frontal compatibility and self protection without decreasing the safety in other impact configuration such as impacts with car sides, trucks, and pedestrians. Since 2003, EEVC WG 15 served as a steering group for the car-to-car activities in the "Improvement of Vehicle Crash Compatibility through the development of Crash Test Procedures" (VC-COMPAT) project that was finalised at the end of 2006 and partly funded by the European Commission. This paper presents the research work carried out in the VC-COMPAT project and the results of its assessment by EEVC WG 15. Other additional work presented by the UK and French governments and industry " in particular the European industry - was taken into consideration. It also identifies current issues with candidate testing approaches. The candidate test approaches are: - an offset barrier test with the progressive deformable barrier (PDB) face in combination with a full width rigid barrier test - a full width wall test with a deformable aluminium honeycomb face and a high resolution load cell wall supplemented by the forces measured in the offset deformable barrier (ODB) test with the current EEVC barrier. These candidate test approaches must assess the structural interaction and give information of frontal force levels and compartment strength for passenger vehicles. Further, this paper presents the planned route map of EEVC WG 15 for the evaluation of the proposed test procedures and assessment criteria.
At the 2001 ESV-Conference the EEVC working group on compatibility (WG 15) reported the first phase of the research work to investigate the major factors influencing compatibility between passenger cars. Following this, WG15 performed an interim study, which was partly subventioned by the European Commission, the results of which are reported in this paper. In the next phase of work, it is intended to complete the development of a suite of test procedures and associated performance criteria to assess the compatibility of passenger cars in frontal impacts The main areas of work for the interim study were: - in depth accident data analysis - the development of methods to assess the potential benefit of improved compatibility - crash testing. The accident analysis identified the major compatibility problems to be poor structural interaction, stiffness mismatching and compartment strength. Different methods to assess the potential benefit of improved compatibility were applied to in depth accident data. Full scale crash testing including a car to car test was performed to help develop the following candidate compatibility test procedures: - a full width wall test with a deformable aluminium honeycomb face and a high resolution load cell wall - an offset barrier test with the EEVC barrier face and a high resolution load cell wall - an offset barrier test with the progressively deformable barrier (PDB) face. The results of the interim study will be presented in detail and the proposed methodology of the next phase to complete the development of a suite of test procedures for the assessment of car to car compatibility in frontal impacts will be outlined
This paper provides an overview of the research work of the European Enhanced Vehicle-safety Committee (EEVC) in the field of crash compatibility between passenger cars. Since July 1997 the EC Commission is partly funding the research work of EEVC. The running period of this project will be two years. The progress of five working packages of this research project is presented: Literature review, Accident analysis, Structural survey of cars, Crash testing, and Mathematical modelling. According to the planned time schedule the progress of research work is different for the five working packages.
Der Beitrag behandelt ein Forschungsvorhaben, das die Instandsetzung und Ertüchtigung von Stahlbrücken, deren orthotrope Fahrbahntafeln durch Rissbildung beschädigt sind, die vorzugsweise im Bereich von Schweissnähten zwischen den Anschlüssen der Längsrippen und dem Deckblech aufgetreten ist, zum Ziel hat. Ursache der Schäden sind Materialermüdung infolge des stark gestiegenen Verkehrsaufkommens schwerer Fahrzeuge gegenüber der Bauzeit in den sechziger Jahren und die seitdem erheblich gestiegenen Achslasten. Durch das kraftschlüssige Aufkleben von Stahlblechen auf das Deckblech sollen dessen Steifigkeit erhöht und damit die Durchbiegungen verringert werden. Die Spannungen in den anschliessenden Schweissnaehten nehmen ab und können bei ausreichender Dicke des aufzuklebenden Bleches auf eine nicht mehr ermüdungsrelevante Größenordnung zurückgefuehrt werden. Wegen der sehr komplexen Gesamtaufgabe wurden die Untersuchungen in vier Teilbereiche aufgegliedert: 1. Computer-Simulation der Beanspruchung einer orthotropen Platte unter einem normierten Ermüdungslastmodell. 2. Optimierung der Klebtechnologie. 3. Dauerfestigkeitsuntersuchungen (Versuche). 4. Entwicklung und Prüfung von Konstruktionsdetails. Die Projekte 1 und 2 sind bereits erfolgreich abgeschlossen. Das Projekt 3 steht kurz vor dem Abschluss (10/2005). Projekt 4 wird in 2006 durchgeführt.
Die Bundesanstalt für Straßenwesen (BASt) ist an mehreren Forschungsvorhaben im Zusammenhang mit der Instandsetzung und Verstärkung von orthotropen Fahrbahnplatten beteiligt. Der Beitrag stellt die dabei gemachten Erfahrungen und die Entwicklungen der Verstärkungsverfahren in einem Überblick dar. Ein Großteil der Stahlbrücken wurde in Deutschland in den 1960er und 1970er Jahren nach den damals gültigen Regelwerken gebaut. Bei Erstellung dieser Regelwerke war die ermüdungswirksame Belastung durch den rasant steigenden Schwerlastverkehr nicht absehbar. Die damals erstellten Bauwerke weisen nach heutigem Kenntnisstand daher teilweise Defizite auf, die zu Schäden in Form von Schweißnaht- und Blechrissen geführt haben, die zu aufwändigen Instandsetzungen führten. Die Schäden werden in vier Kategorien eingeteilt, die sich jeweils beziehen auf die Anschlüsse am Deckblech, im Längssystem (Längssteifen), im Quersystem (Querträger) sowie im Hauptsystem (Hauptträger). Bei Anschlüssen im Hauptsystem sind bisher jedoch keine Schäden bekannt. Da das Deckblech und seine Anschlüsse infolge der direkten Lasteintragung durch die Reifen besonders gefährdet sind, konzentrieren sich die aktuellen Untersuchungen zu Instandsetzungsmethoden auf die dort aufgetretenen Schäden. Erfolgversprechend haben sich herausgestellt: direkte Deckblechverstärkung durch Stahlbleche, Aufbringen einer Sandwichplatte (Sandwich-Plate-System (SPS)) und Aufbringen von hochfestem bewehrten Stahlfaserbeton sowie die Verbesserung der Mitwirkung des Fahrbahnbelages durch erhöhte Steifigkeit des Asphaltbelags (zum Beispiel hohlraumreiches Asphaltgerüst mit nachträglichem Verguss) und bessere Haftung. Alle Varianten verringern die lokalen Spannungen und Verformungen signifikant und bewirken dadurch einen erhöhten Ermüdungswiderstand.
Der folgende Beitrag liefert einen Überblick über den Bestand der Stahlbrücken im Bundesfernstraßennetz und enthält eine Zusammenstellung unterschiedlicher Ertüchtigungsmßsnahmen. Damit bietet er eine wichtige Orientierungshilfe für die Ausrichtung der zukünftigen Forschungsschwerpunkte. Es wird deutlich, dass bei der Entwicklung von Verstärkungsmaßnahmen vordringlicher Forschungsbedarf besteht.
Die überarbeiteten neugefassten Begutachtungsleitlinien zur Kraftfahreignung beinhalten zum ersten Mal Leitlinien aus medizinischer und psychologischer Sicht. Sie entstanden durch die Zusammenführung der fünften Auflage der Begutachtungsleitlinien Krankheit und Kraftverkehr und des Psychologischen Gutachtens Kraftfahreignung. Die Leitlinien gründen auf den Ausführungen der Zweiten Führerscheinrichtlinie der EG und der neuen Fahrerlaubnisverordnung.
Im Rahmen des weltweiten ESV-Programmes (Enhanced Safety of Vehicles) werden seit mehreren Jahren internationale Forschungsbemühungen unternommen (International Harmonized Research Activities, IHRA), um im Vorfeld der Gesetzgebung die wissenschaftlichen Grundlagen gemeinsam zu erarbeiten. Ziel der IHRA-Arbeiten ist es, auf der Grundlage dieser Forschungsergebnisse die Harmonisierung der Vorschriften zu erleichtern. Eine besondere Aktivität bezieht sich auf Intelligent Transportation Systems (ITS). Im vorliegenden Beitrag wird die Aufgabe dieser IHRA-ITS-Arbeiten geschildert, sowie der derzeitige Stand der Forschungsbemühungen beschrieben. Es zeigt sich, dass die beschriebene Sicherheitsbewertung eine Fülle von Fragestellungen aufwirft und weitere Forschungsanstrengungen erfordert. Die zukünftigen Bemühungen sind darauf gerichtet, in internationaler Zusammenarbeit und Arbeitsteilung die als besonders wichtig erkannten Themen zur Bewertung der fahrzeugseitigen Fahrerassistenzsysteme zu bearbeiten.
Die neuen Begutachtungs-Leitlinien "Krankheit und Kraftverkehr" bringen nicht nur eine Angleichung der 4. Auflage des Gutachtens Krankheit und Kraftverkehr an den Text und die Systematik der 2. EG-Richtlinie, sondern auch eine Reihe wichtiger neuer Erkenntnisse entsprechend dem Fortschritt der Medizin in Diagnostik und Therapie. So wurden insbesondere die Beurteilungen von Krankheiten des Nervensystems, der psychischen Erkrankungen und Auffälligkeiten, der Zuckerkrankheit und der Sucht bezüglich der Kraftfahreignung neu formuliert.
Internationale Aktivitäten der Forschung auf dem Gebiet "Passive Sicherheit von Kraftfahrzeugen"
(2000)
Eine Fülle von Aktivitäten ist derzeit auf den Gebieten Frontal- und Seitenstoß zu beobachten, die in Europa auf den beiden entsprechenden EG-Richtlinien aufbauen. Das EEVC führt seine Arbeiten, an denen die Automobilindustrie beteiligt ist, fort; hier sind insbesondere die Arbeiten zum Seitenstoß (Kopfaufprall und Barrierenvergleich) zu nennen. Auf weltweiter Ebene beginnen die Arbeiten der IHRA (International Harmonised Research Activities) in ein konkretes Stadium der Zusammenarbeit einzutreten. Auf dem Gebiet der Seitenkollision ist längerfristig ein neues Testverfahren geplant, in das der von ISO entwickelte WORLD-SID einbezogen werden soll. Es gibt derzeit viele ernsthafte Bemühungen der Forschung um Harmonisierung. Auch wenn es nicht zu einer weltweiten Harmonisierung kompletter Regelungen kommt, so gibt es doch Hoffnung auf eine weltweite Harmonisierung von definierten Teilbestimmungen in speziellen Regelungen, so zum Beispiel bezüglich der Testmethode, der Versuchspuppen und der Bewertung der Schutzkriterien. Der Name des EEVC, European Enhanced Vehicle-safety Committee, steht für die Weiterentwicklung der Fahrzeugsicherheit. Die beteiligten Regierungen sind überzeugt, dass moderne Technologien neue Möglichkeiten eröffnen, um die Sicherheit der Kraftfahrzeuge weiter zu verbessern.
Ausgehend von den Unfalldaten der letzten Jahre wird die Bedeutung von Fußgängerunfällen im Unfallgeschehen dargestellt. Betrachtet man die bei Unfällen getöteten Verkehrsteilnehmer, so sind am häufigsten Personen in Kraftfahrzeugen betroffen. Am zweithäufigsten werden, gemäß der Unfallstatistik, Fußgänger getötet. Eine Möglichkeit zur Verbesserung des Schutzes von Fußgängern und anderen sogenannten "ungeschützten Verkehrsteilnehmern" im Falle einer Kollision mit einem Kraftfahrzeug sind Maßnahmen am Fahrzeug. Um die Wirksamkeit derartiger Maßnahmen zu beurteilen, wurde durch das EEVC (European Enhanced Vehicle-Safety Committee) ein Prüfverfahren entwickelt. Es handelt sich dabei um ein Komponentenprüfverfahren, mit dem die Frontstruktur von Fahrzeugen, die bei einer Kollision mit einem Fußgänger hauptsächlich betroffen ist, geprüft wird. Es werden keine den gesamten Menschen repräsentierende Dummies verwendet, stattdessen werden Prüfkörper, die einzelne Körperteile simulieren, eingesetzt. Dieser EEVC Vorschlag wird geschildert. Darüber hinaus wird über Aktivitäten außerhalb des EEVC berichtet, sowie über den aktuellen Stand der Bemühungen der Europäischen Kommission in Bezug auf den Fußgängerschutz, die derzeit, auf Grundlage des Prüfvorschlages des EEVC, einen Vorschlag für eine Europäische Richtlinie erarbeitet.
EEVC Status report
(2001)
Die Erste Richtlinie des Rates zur Einführung eines EG-Führerscheins ist Ende 1980 verabschiedet worden. Der Anhang III dieser Richtlinie befasst sich mit den Mindestanforderungen an die körperliche und geistige Tauglichkeit der Fahrzeugführer. Diese Anforderungen sind über 10 Jahre alt und bedürfen einer Überprüfung. Der Autor berichtet über die Vorschläge, welche eine Sondergruppe von Regierungsexperten der Kommission der EG unterbreitet hat. Erläutert werden die Anforderungen an: Sehvermögen, Herz- und Gefäßkrankheiten, Zuckerkrankheit, Krankheiten des Nervensystems, Geistige Störungen, Drogen- und Arzneimittelmissbrauch sowie Nierenerkranken.
Straßentunnel mit integriertem Rettungsweg: Konstruktions- und betriebliche Sicherheitsaspekte
(2009)
Infolge der seit 2003 in den RABT formulierten schärferen Sicherheitsanforderungen ist für Gegenverkehrstunnel bei Neuplanungen und bautechnischen Nachrüstungen häufig die Anordnung eines parallel zur Hauptröhre verlaufenden Rettungsstollens erforderlich. Untersuchungen der Bundesanstalt für Straßenwesen (BASt) zur Wirtschaftlichkeit verschiedener aktueller und auch neuer Querschnittsvarianten haben gezeigt, dass insbesondere ein Querschnitt mit integriertem begehbarem Rettungsweg unter bestimmten Voraussetzungen Kostenvorteile gegenüber der Regellösung mit parallelem Rettungsstollen bietet. In ergänzenden Untersuchungen wurden konstruktive und sicherheitstechnische Detailfragen für einen Regelquerschnitt mit integriertem Rettungsweg untersucht und bewertet und ein Kostenvergleich mit der Regellösung mit parallelem Rettungsstollen wurde durchgeführt.
Pedestrians represent about 20% of the overall fatalities in Europe- road traffic accidents. In this paper a methodology is proposed to understand why the numbers are so high, especially in the south of Europe and particularly in Portugal, . First a detailed statistical analysis using Ordinal Logistic Regression model (OLR) was applied to the gathered data from all Portuguese accidents with victims in the period 2010-2012. In a second stage accident reconstruction computational techniques using pedestrian biomechanical models are used to evaluate the accident conditions that lead to the injuries, such as the speed and the impact location. For biomechanical injury criterions, the AIS (Abbreviated Injury Scale), the HIC (Head Injury Criterion) and other injury criterions based on the resulting accelerations in the pedestrian's body are used. The statistical model reported that there were several predictors that significantly influenced the pedestrian injury severity in the event of a road accident, such as Pedestrian's age, Pedestrian's gender, Vehicle Design/Category or Driver's gender. The use of injury scales and biomechanical criterions in in-depth investigation of road accidents, such as AIS, can significantly improve the quality of the reconstruction process.
Es werden erste Ergebnisse des von der Bundesanstalt für Straßenwesen (BASt) geförderten Forschungsprojekts "Hauptstudie zur Wirksamkeit von Tunnelwänden als Träger photokatalytischer Oberflächen" (FE 9.0184/2011/ARB) vorgestellt. Ziel war die Erarbeitung von technischen Lösungen zur Stickoxidreduktion an einem Tunnelstandort durch die Konzeptionierung und den Bau abgeschlossener photokatalytischer Reaktoren (Tunnelkassetten) sowie deren Validierung im Tunnel "Rudower Höhe" an der Bundesautobahn A113 in Berlin. Dabei wird künstliches UV-Licht als Energiequelle für den Schadstoffabbau eingesetzt. Es wird speziell über die Modellierungen berichtet, mit Hilfe derer die Tunnelkassetten sowohl strömungstechnisch als auch in Hinblick auf den photokatalytischen Abbauwirkungsgrad optimiert wurden.
This paper set out to examine the possibilities for injury avoidance implications for older drivers in crashes, based on crash and injury patterns among older drivers and current trends in ageing in most western societies. A number of safety technologies were identified and discussed which have potential for improving vehicle older driver crash avoidance and crashworthiness. While there were some promising estimates available of the likely benefits of this technology for improving safety, it is evident that they need to be confirmed for older drivers, given their age-related disabilities and sensory limitations. Further research is urgently required to ensure that these technologies yield safety benefits without any disbenefits for older drivers.rn
Whiplash injuries are characterized by the high variability of its symptoms and by the subjectivity of its diagnosis, which sometimes leads to frauds perpetrated by victims of rear-end impacts. It is estimated that whiplash injuries cost annually about 10.000 million Euros in Europe. Therefore, the aim of this study was to investigate the influence of the dynamics of the accident in which the victim was involved in the probability of development of whiplash associated injuries. In the presented methodology, first an accident reconstruction is performed where the dynamics of the accident is determined. This is carried out using the software PC-Crash, police and insurance companies' data. Then biomechanical injuries criteria related with whiplash injuries are evaluated. For the evaluation of the probability of having whiplash injuries, the Neck Injury Criterion (NIC) of the victim and the mean acceleration of the vehicle were evaluated. Then, with medical reports, the results of the accident reconstruction are correlated with the reported injuries. Some examples are presented. The results obtained indicate that the study of the dynamics of the road accidents in which the victims were involved could be used as an auxiliary of the prognosis of whiplash injuries and is important for a precise diagnosis of this type of injuries.
A national initiative from the vehicle manufacturers, safety system suppliers, the road administration and universities in Sweden took off in 2007. The aim was to develop a national investigation network and a methodology focusing on all phases of a crash (pre-crash, in-crash and post-crash) as well as all parts of the road transport system (road user, vehicle and road environment). The initiative is formally run as a project with the acronym INTACT (Investigation Network and Accident Collection Techniques). It was a three year pilot with the aim to develop methodologies for an extended national crash investigation activity. During the first year the INTACT partners agreed on the aim for the investigation and methods for retrieving the data were developed. During the second and third year the methodology was tested in real-world investigations and further refinement was made. The paper describes the methodology developed to obtain high qualitative in-depth road crash data.
The overall purpose of the ASSESS project is to develop a relevant and standardised set of test and assessment methods and associated tools for integrated vehicle safety systems, primarily focussing on currently available pre-crash sensing systems. The first stage of the project was to define casualty relevant accident scenarios so that the test scenarios will be developed based on accident scenarios which currently result in the greatest injury outcome, measured by a combination of casualty severity and casualty frequency. The first analysis stage was completed using data from a range of accident databases, including those which were nationally representative (STATS19, UK and STRADA, SE) and in-depth sources which provided more detailed parameters to characterise the accident scenarios (GIDAS, DE and OTS, UK). A common analysis method was developed in order to compare the data from these different sources, and while the data sets were not completely compatible, the majority of the data was aligned in such a way that allowed a useful comparison to be made. As the ASSESS project focuses on pre-crash sensing systems fitted to passenger cars, the data selected for the analysis was "injury accidents which involved at least one passenger car". The accident data analysis yielded the following ranked list of most relevant accident scenarios: Rank Accident scenario 1 Driving accident - single vehicle loss of control 2 Accidents in longitudinal traffic (same and opposite directions) 3 Accidents with turning vehicle(s) or crossing paths in junctions 4 Accidents involving pedestrians The ranked list highlights the relatively large role played by "accidents in longitudinal traffic", and "accidents with turning vehicle(s) or crossing paths in junctions" (the second and third most prevalent accident scenarios, respectively). The pre-crash systems addressed in ASSESS propose to yield beneficial safety outcomes with specific regard to these accident scenarios. This indicates that the ASSESS project is highly relevant to the current casualty crash problem. In the second stage of the analysis a selection of these accident scenarios were analysed further to define the accident parameters at a more detailed level .This paper describes the analysis approach and results from the first analysis stage.
The SafetyNet project was formulated in part to address the need for safety oriented European road accident data. One of the main tasks included within the project was the development of a methodology for better understanding of accident causation together with the development of an associated database involving data obtained from on-scene or "nearly onscene" accident investigations. Information from these investigations was complemented by data from follow-up interviews with crash participants to determine critical events and contributory factors to the accident occurrence. A method for classification of accident contributing factors, known as DREAM 3.0, was developed and tested in conjunction with the SafetyNet activities. Collection of data and case analysis for some 1 000 individual crashes have recently been completed and inserted into the database and therefore aggregation analyses of the data are now being undertaken. This paper describes the methodology development, an overview of the database and the initial aggregation analyses.
EEVC Working Group 15 (Compatibility Between Passenger Cars) has carried out research for several years thanks to collaborative project funded by the E.C. and also by exchanging results of projects funded by national programmes. The main collaborative activity of the EEVC WG15 for the last four years was a research project partly funded by the European Commission, where the group made the first attempt to investigate compatibility between passenger cars in a comprehensive research program. Accident, crash test, and mathematical modelling data were analysed. The main result was that structural incompatibilities were frequently found and identified as the main source of incompatibility problems but were not easy to quantify. Unfortunately as little vehicle information other than mass is recorded in most accident databases, most analyses have only been able to show the effect of mass or mass ratio. Common ideas to improve compatibility have been reached by this group and from discussion with other research groups. They will be investigated in the next phase, where research work will concentrate on the development of methods to assess compatibility of passenger cars. The main idea is that the prerequisite to improve crash compatibility between cars is to improve structural interaction. The most important issue is that improved compatibility must not compromise a vehicle- self protection. Test methods should lead to vehicles which show good structural interaction in car to car accidents. Test methods to prove good compatibility may be an adaptation of existing regulatory test procedures (offset deformable barrier test or full width test like in the USA) for frontal impact or may be new compatibility tests. Additional criteria, e.g. impact force distribution, and maximum vehicle deceleration or maximum vehicle impact force should result in compatible cars. Attempts will be made to estimate the benefit of a more compatible car fleet for the European Community.
The objective of European Enhanced Vehicle-safety Committee (EEVC) Working Group (WG) 15 Car Crash Compatibility and Frontal Impact is to develop a test procedure(s) with associated performance criteria and limits for car frontal impact compatibility. This work should lead to improved car to car frontal compatibility and self protection without decreasing the safety in other impact configurations such as impacts with car sides, trucks, and pedestrians. The WG consists of national government representatives who are supported by industrial advisers. The WG serves as a focal point for European research conducted by national and industry sponsored projects. The WG is responsible for collating the results from this research to achieve its objectives. EEVC WG 15 serves as a steering group for the car-to-car activities in the "Improvement of Vehicle Crash Compatibility through the Development of Crash Test Procedures"(VC-COMPAT) project partly funded by the European Commission. This paper presents a review of the current European research status. It also identifies current issues with candidate test procedures and lists the parameters that should be considered in assessing compatibility. The current candidate test procedures are: an offset barrier test with the progressive deformable barrier (PDB) face; a full width wall test with or without a deformable aluminium honeycomb face and a high resolution load cell wall; an offset barrier test with the EEVC barrier and load cell wall. These candidate test procedures must allow assessment of structural interaction, frontal force levels and compartment strength. The WG will report its findings to the EEVC Steering Committee and propose a test procedure in November 2006.
Bewertung der Fahrzeug-Fußraumintrusionen beim Offset Frontaltest gegen das Verformungselement
(1998)
In den Tests nach dem neuen Frontaltestverfahren (Entwürfe ECE R.94 sowie Richtlinie 96/79/EG und Ergänzung zu RL 70/156/EWG) entstehen hohe Verformungen der Fußräume der Versuchsfahrzeuge. Die Bewertung der Gefährdung der Insassen durch Intrusion, vorwiegend der Spritzwand begleitet von heftigen Bewegungen der Pedale, soll durch am Dummy zu messende Schutzkriterien erfolgen. Es ist vorgesehen, an den Dummies die Verschiebung des Schienbeins gegen das Knie, die Längskraft im Unterschenkel und den sogenannten Tibia Index zu messen. Um dieses zu ermöglichen, mussten an den vorhandenen Dummy-Unterschenkeln konstruktive Änderungen vorgenommen werden. Über die Herleitung der Schutzkriterien, Fragen bei der Anwendung dieser Kriterien sowie die technischen Einzelheiten und die Zertifizierung der neuen Dummy-Unterschenkel, welche die erforderlichen Messungen erlauben, wird berichtet.
The main focus of the benefit estimation of advanced safety systems with a warning interface by simulation is on the driver. The driver is the only link between the algorithm of the safety system and the vehicle, which makes the setup of a driver model for such simulations very important. This paper describes an approach for the use of a statistical driver model in simulation. It also gives an outlook on further work on this topic. The build-up process of the model suffices with a distribution of reaction times and a distribution of reaction intensities. Both were combined in different scenarios for every driver. Each scenario has then a specific probability to occur. To use the statistical driver model, every accident scene has to be simulated with each driver scenario (combinations of reaction times and intensities). The results of the simulations are then combined regarding the probabilities to occur, which leads to an overall estimated benefit of the specific system. The model works with one or more equipped participants and delivers a range for the benefit of advanced safety systems with warning interfaces.
Millions of kilometers are driven and recorded by car manufacturers and researchers every year to gather information about realistic traffic situations. The focus of these studies is often the recording of critical situations to create test scenarios for the development of new systems before introducing them into the market. This paper shows a novel Analysis and Investigation Method for All Traffic Scenarios (AIMATS) based on real traffic scenes. It also shows how to get detailed information about speeds, trajectories and behavior of all participants without driving thousands of kilometers at the example of conflict situations with animals. Basis of the AIMATS is the identification of the most relevant locations as "Points of Interest" (POI), the recording of the critical situations and their "base lines" at these POI. This paper presents a new method to identify critical scenarios involving both vehicles and animals as well as preliminary results of a study done in Saxony using this new method.
The focus of the technical innovation in the automobile industry is currently changing to sensor based safety systems, which are operating in the pre-crash phase of an accident. To get more information about this pre-crash phase for real accidents a simulation of this phase using the GIDAS database is done. The basics for this simulation are geometrical information about the accident location and the exact accident data out of the GIDAS database. This aggregated information gives the possibility to simulate an exact motion for every accident participant, using MATLAB / SIMULINK, in the pre-crash phase. After the simulation the information about the geometrical positions, the velocities and maneuvers of the drivers to an individual TTC (time to collision) are available. With those results it is possible to develop new useful sensor geometries using pre-crash scatter plots or estimate the efficiency of implemented active safety systems in combination with sensor characteristics. This simulation can be done for every reconstructed accident included in the GIDAS database, so these results can represent a wide spread basis for the further development of active safety systems and sensor geometries and characteristics
Entgegen populären Meinungen, welche älteren Kraftfahrern ein generelles Gefahrenpotenzial für die allgemeine Verkehrssicherheit zuschreiben, weisen die Unfallstatistiken eher auf eine besondere Gefährdung dieser Gruppe von Verkehrsteilnehmern hin, woraus sich Forderungen nach einer zielgruppenspezifischen Verkehrssicherheitsarbeit begründen. Kompetentes und damit sicheres Verhalten kann als Ergebnis der Passung zwischen den individuell verfügbaren Ressourcen und den Anforderungen der Umwelt betrachtet werden. Überschreiten die Umweltanforderungen die Verhaltenspotenziale des Individuums, kann es zu Überforderung kommen. Verdeutlichen lässt sich diese Perspektive durch genaue Betrachtung von Verkehrsunfällen unter Beteiligung älterer Kraftfahrer: So spiegeln die aktuellen Unfallstatistiken aus 2008 wider, dass ein großer Teil der Unfälle von Kraftfahrern im Alter über 65 Jahren auf sogenanntes Fehlverhalten in Knoten, wie z.B. Fehler beim Abbiegen, Ein- und Ausfahren in Kreuzungen und Vorfahrtbeachtung, zurückzuführen sind. Diese im Vergleich zu jüngeren Fahrern häufigere Verwicklung Älterer in Unfälle dieser Art legt nahe, dass es in genau diesen Situationen zu einem Ungleichgewicht zwischen individuell verfügbaren Ressourcen und den Anforderungen der Verkehrsumwelt kommt. Beispielsweise könnten in diesen Situationen Beeinträchtigungen der visuellen Wahrnehmungsfähigkeit, verlangsamte Reaktionszeiten oder auch Einschränkungen der Bewegungsausführung zu einer zu langsamen oder auch falschen Entscheidungsfindung oder Handlungsausführung im Straßenverkehr führen. Dieser Perspektive folgend können Maßnahmen zur Erhöhung der Verkehrssicherheit älterer Kraftfahrer zum einen auf Seiten des Individuums ansetzen und dazu beitragen, die Kompetenzen des älteren Kraftfahrers zu erhöhen, zum anderen Bezug auf den Kontext nehmen, indem durch Anpassungen der Bedingungen der Verkehrsumwelt zur Sicherheit " nicht nur " älterer Kraftfahrer beigetragen wird. Personenzentrierte Ansätze zielen dabei auf die Ausschöpfung der individuellen Potenziale zur Aufrechterhaltung, Verbesserung oder auch Wiederherstellung einer sicheren Verkehrsteilnahme bis ins hohe Lebensalter. Diese Ansätze umfassen Trainings- und Rehabilitationsprogramme der Fahrkompetenz gleichermaßen wie verkehrspädagogische Programme, mediale Informationskampagnen oder auch Beratungsmaßnahmen und Screening-Tests. Eine Schlüsselposition kann in diesem Kontext dem (Haus)-Arzt als Experten hinsichtlich Konstitution und Lebensverhältnissen seines Patienten und Vertrauensperson zukommen. In der Regel passen ältere Kraftfahrer ihr Fahrverhalten ihren individuell verfügbaren Kompetenzen an. Auf diese Weise können altersbegleitende oder auch mit Erkrankungen oder Medikamenteneinnahmen einhergehende Veränderungen der körperlichen oder geistigen Leistungsfähigkeit zumeist erfolgreich kompensiert werden. Personenzentrierten Ansätzen kommt jedoch eine besondere Relevanz für den kleinen Anteil älterer Fahrer zu, welche keine oder nur unzureichende Kompensation aufweisen. Kontextorientierte Ansätze beziehen sich auf Maßnahmen, welche eine möglichst optimale Gestaltung der Bedingungen der Verkehrsumwelt auf die Bedürfnisse und Anforderungen älterer Kraftfahrer herbeiführen sollen. Maßnahmen dieser Art zielen zum Beispiel auf eine Entschleunigung des Straßenverkehrs durch Geschwindigkeitsbegrenzungen oder auch bauliche Maßnahmen. Auch die Potenziale moderner Fahrzeugtechnik werden unter dieser Perspektive zur Erhöhung der Verkehrssicherheit älterer Fahrer nutzbar. So können Fahrerassistenz- oder Fahrerinformationssysteme den älteren Fahrer in komplexen Situationen unterstützen. Dabei ist der Nutzen für die Verkehrssicherheit jedoch stark von der Handhabbarkeit und Bedienqualität der technischen Hilfsmittel abhängig. Technologien, welche die Komplexität der Fahrzeugbedienung erheblich erhöhen oder die Aufmerksamkeit vom Straßenverkehr ablenken, können ggf. auch zu einer weiteren Diskrepanz zwischen Anforderungssituation und verfügbaren Kompetenzen beitragen. Neben diesen eher auf die individuelle Verkehrsteilnahme als Autofahrer bezogenen Maßnahmen sind weitere wichtige kontextorientierte Ansatzpunkte in alternativen Mobilitätsvarianten zum Auto, wie in der Verbesserung der Attraktivität von Angeboten des ÖPNV oder auch den Bedingungen für Fußgänger und Radfahrer, zu finden. In diesem Sinne erscheint ein mehrdimensionaler Ansatz für die Gestaltung von Maßnahmen zur Erhöhung der Verkehrssicherheit älterer Kraftfahrer am erfolgversprechendsten. Interventionsansätze sollten sich gegenseitig ergänzen und möglichst sowohl die Ressourcen auf Seiten des älteren Menschen selbst als auch der Umwelt umfassen.
Past European collaborative research involving government bodies, vehicle manufacturers and test laboratories has resulted in a prototype barrier face called the Advanced European Mobile Deformable Barrier (AE-MDB) for use in a new side impact test procedure . This procedure offers a better representation of the current accident situation and, in particular, the barrier concept is a better reflection of front-end stiffness seen in today- passenger car fleet compared to that of the current legislative barrier face. Based on the preliminary performance corridors of the prototype AE-MDB, a refined AE-MDB specification has been developed. A programme of barrier to load cell wall testing was undertaken to complete and standardise the AE-MDB specification. Barrier faces were supplied by the four leading manufacturers to demonstrate that the specification could be met by all. This paper includes background, specification and proof of compliance.
In Deutschland werden als passive Schutzeinrichtungen an Straßen Stahlschutzplanken und in jüngerer Zeit auch vermehrt Betonschutzwände eingesetzt. Auf dem Gebiet der Schutzeinrichtungen wird es demnächst europäisch harmonisierte Normen geben. Durch ihre Einführung, vermutlich noch in 1997, kommt es auch in Deutschland zur Veränderung der Anforderungen an Schutzeinrichtungen. Die Qualifizierung der in Deutschland nach den Richtlinien für passive Schutzeinrichtungen an Straßen eingesetzten Schutzeinrichtungen nach den europäischen Vorgaben ist durch die Bundesanstalt für Straßenwesen (BASt) in einem Forschungsprojekt für das Bundesverkehrsministerium erfolgt. Die BASt hat ein weiteres Projekt initiiert mit dem Ziel, die wichtigsten Ausführungsformen zu untersuchen und zu weitergehenden Kenntnissen über die hier eingesetzten Schutzeinrichtungen zu kommen. Berichtet wird über wesentliche Ergebnisse aus diesem Projekt.
A set of recommendations for pan-European transparent and independent road accident investigations has been developed by the SafetyNet project. The aim of these recommendations is to pave the way for future EU scale accident investigation activities by setting out the necessary steps for establishing safety oriented road accident investigations in Member States. This can be seen as the start of the process for establishing road accident investigations throughout Europe which operate according to a common methodology. The recommendations propose a European Safety Oriented Road Accident Investigation Programme which sets out the procedures that need to be put in place to investigate a sample of every day road accidents. They address four sets of issues; institutional addressing the characteristics of the programme; operational describing the conditions under which data isrncollected; data storage and protection; and reports, countermeasures and the dissemination of data.rn
Road condition acquisition and assessment are the key to guarantee their permanent availability. In order to maintain a country's whole road network, millions of high-resolution images have to be analyzed annually. Currently, this requires cost and time excessive manual labor. We aim to automate this process to a high degree by applying deep neural networks. Such networks need a lot of data to be trained successfully, which are not publicly available at the moment. In this paper, we present the GAPs dataset, which is the first freely available pavement distress dataset of a size, large enough to train high-performing deep neural networks. It provides high quality images, recorded by a standardized process fulfilling German federal regulations, and detailed distress annotations. For the first time, this enables a fair comparison of research in this field. Furthermore, we present a first evaluation of the state of the art in pavement distress detection and an analysis of the effectiveness of state of the art regularization techniques on this dataset.
The national accident statistics demonstrate that the situation of passenger car side impacts is dominated by car to car accidents. Car side to pole impacts are relatively infrequent events. However the importance of car side to pole impacts is significantly increasing with fatal and seriously injured occupants. For the present study the German in-depth database GIDAS (German In-Depth-Accident Study) and the UK based database CCIS (Co-operative Crash Injury Study) were used. Two approaches were undertaken to better understand the scenario of car to pole impacts. The first part is a statistical analysis of passenger car side to pole impacts to describe the characteristics and their importance relevant to other types of impact and to get further knowledge about the main factors influencing the accident outcome. The second part contains a case by case review on passenger cars first registered 1998 onwards to further investigate this type of impact including regression analysis to assess the relationship between injury severity and pole impact relevant factors.
The role of a national motor vehicle crash causation study-style data set in rollover data analysis
(2010)
On 1 January 2005, The National Highway Traffic Safety Administration, an agency of the United States Department of Transportation, implemented a new data collection strategy designed to assess crash avoidance technologies and report associated behavioral inputs and outcomes. The original goal was a six-year program, however, during the shortened data collection period; it proved a valuable resource for understanding a precrash environment previously obscured by forensic case investigation. Another unintended consequence was an overlap with infrastructure, roadway geometry, and design with the occupant and vehicle outcomes, by virtue of well-defined attributes. External to the collected data, supplementary information was extrapolated, by using manuals published in the United States, by the American Association of State Highway Transportation Officials and selected State Departments of Transportation, in conjunction with the National Motor Vehicle Crash Causation Study (NMVCCS). This provided a backdrop to the infrastructure framework of the rollover problem within which the occupant and vehicle outcomes were studied. If a NMVCCS-style data collection were to be implemented elsewhere, then complementary manuals produced by federal transportation officials might be consulted producing similar relationships. The current study uses NMVCCS data to describe vehicles travelling through diverse design geometries and the outcome for occupants involved in crashes within that system. Codified and extrapolated data form the basis for assessing NMVCCS and its value to the transportation safety community, as the protocols are applicable universally. The benefit in continuing a NMVCCS-style study is noted, as the interaction of roadway infrastructure and occupant protection agencies might find paths to better work together in solving the complex rollover problem using a common data-driven approach.
Verkehrsunfallopfer, die beim Unfall überrollt werden, erleiden fast immer tödliche Verletzungen. Im innerstädtischen Bereich ereignen sich diese Unfälle mehrheitlich im niedrigen Geschwindigkeitsbereich. Die Frage der Vermeidbarkeit des Unfalls wird daher sehr oft seitens der Ermittlungsbehörde an die Sachverständigen gestellt. Im Rahmen der Unfallrekonstruktion spielt der Reifenprofilabdruck am Leichnam eine wichtige Rolle. Er belegt nicht nur den Überrollungsvorgang selbst, sondern erlaubt auch die Identifikation der Überrollungsrichtung und -region, aber auch des in Frage kommenden Reifens. Bei der retrospektiven Analyse von 120 Überrollungsfällen in Berlin (Fußgänger, Radfahrer und Kraftradfahrer) aus den letzten 23 Jahren wurde untersucht, wie verlässlich dieses Merkmal ist, wie oft und wo man es findet und von welchen Faktoren seine Entstehung beeinflusst wird.
To assess occupant safety in a crash test, criteria associating the measurements made with a crash test dummy to injury risk are necessary. To enable better protection of elderly car occupants the objective of this study was to develop improved thoracic injury criteria for the THOR average male dummy. The development of these criteria is usually based on matched dummy and Post Mortem Human Surrogate (PMHS) tests by relating the obtained PMHS injuries to dummy measurements. This approach is limited, since only a few tests in relevant loading conditions are available and any new test series requires high efforts to be performed due to their complexity and costs. To overcome these limitations and to extend the dataset for the development of THOR dummy chest injury risk functions a simulation-based approach was applied within the EC funded project SENIORS (Safety Enhanced Innovations For older Road Users - www.seniors-project.eu). Within this study frontal impact sled simulations with an FE model representing a THOR average male dummy and matched simulations with a human body model (HBM) representing an elderly car occupant were carried out. The HBM used for this study was the THUMS TUC with modified rib cage, which was developed in SENIORS. The modifications included material and geometry changes aiming to represent an elderly car occupant. The rib fracture risk was predicted with a deterministic approach whereby a rib was considered broken when the strain exceeded an age-dependent threshold. Furthermore, a probabilistic method was applied to predict the probability of sustaining a certain number of fractured ribs by comparing local strain values to the distribution of cortical rib ultimate strain. By relating the output from the HBM simulations to a multi-point dummy injury criterion, injury risk curves were calculated by statistical methods. The wide range of loading conditions resulted in the desired range of injuries and THOR ATD output. The number of fractured ribs predicted by the HBM based on the deterministic prediction method was between 0 and 15. Furthermore, the probabilistic risk for the number of rib fractures equal or greater than two, three or four was calculated for each load case. The THOR rib deflection criterion Rmax was between 18 and 56 mm, while the PC Score was in the range of 2.5 to 7.2. Based on these outputs new risk curves for the predicted deterministic (AIS2+/3+) and probabilistic injury risk were calculated. The new curves show reasonable shapes and significance that provide trust in their application. The new risk curves are compared to risk curves obtained by traditional methods. The results were found similar to previous injury risk functions based on physical tests, which gives a high level of confidence in the chosen approach. The simulation-based approach of matched ATD model vs. HBM simulation was successfully applied. Rmax curves show a slightly better quality than the injury criterion PC Score.