Konferenzveröffentlichung
Filtern
Erscheinungsjahr
Dokumenttyp
- Konferenzveröffentlichung (637) (entfernen)
Schlagworte
- Conference (386)
- Konferenz (382)
- Germany (212)
- Deutschland (209)
- Unfall (188)
- Accident (187)
- Safety (123)
- Sicherheit (122)
- Injury (117)
- Verletzung (117)
- Unfallrekonstruktion (90)
- Bewertung (82)
- Evaluation (assessment) (79)
- Statistics (73)
- Statistik (72)
- Vehicle (72)
- Analyse (math) (71)
- Fahrzeug (71)
- Schweregrad (Unfall, Verletzung) (71)
- Analysis (math) (70)
- Severity (accid, injury) (69)
- Fußgänger (65)
- Pedestrian (65)
- Test method (63)
- Prüfverfahren (62)
- Simulation (62)
- Tödlicher Unfall (62)
- Fatality (61)
- Driver (60)
- Reconstruction (accid) (60)
- Datenbank (58)
- Test (58)
- Unfallverhütung (58)
- Fahrer (57)
- Versuch (57)
- injury) (53)
- Accident prevention (52)
- Datenerfassung (52)
- Data acquisition (51)
- Verletzung) (51)
- Schweregrad (Unfall (50)
- Car (49)
- Europa (49)
- Europe (49)
- Severity (accid (49)
- Anfahrversuch (48)
- Collision (47)
- On the spot accident investigation (47)
- Untersuchung am Unfallort (45)
- Ursache (45)
- Zusammenstoß (45)
- Cause (44)
- Active safety system (41)
- Impact test (veh) (41)
- Radfahrer (41)
- Frontalzusammenstoß (40)
- Passives Sicherheitssystem (40)
- Aktives Sicherheitssystem (39)
- Data bank (38)
- Head on collision (38)
- Cyclist (37)
- Fahrerassistenzsystem (37)
- Richtlinien (37)
- Risiko (37)
- Specifications (37)
- Passive safety system (36)
- Leistungsfähigkeit (allg) (35)
- Method (35)
- Risk (35)
- Geschwindigkeit (34)
- Improvement (34)
- Prevention (34)
- Verfahren (34)
- Driver assistance system (33)
- Speed (33)
- Verbesserung (33)
- Efficiency (32)
- Accident reconstruction (30)
- Behaviour (30)
- Legislation (30)
- Verhalten (30)
- Driving aptitude (29)
- Gesetzgebung (29)
- Insasse (28)
- Alte Leute (27)
- Kind (27)
- Measurement (27)
- Motorcyclist (27)
- Motorradfahrer (27)
- Bridge (26)
- Child (26)
- Messung (26)
- Old people (26)
- Pkw (26)
- Anthropometric dummy (24)
- Dummy (24)
- Fahrzeugführung (24)
- Vehicle occupant (24)
- Verminderung (23)
- Berechnung (22)
- Development (22)
- Entwicklung (22)
- Forschungsarbeit (22)
- Accident rate (21)
- Biomechanics (21)
- Biomechanik (21)
- Brücke (21)
- Calculation (21)
- Decrease (21)
- Driving (veh) (21)
- EU (21)
- Interview (21)
- PKW (21)
- Planning (21)
- Research project (21)
- Traffic (21)
- Verkehr (21)
- Erziehung (20)
- Planung (20)
- Seitlicher Zusammenstoß (20)
- Unfallhäufigkeit (20)
- Verhütung (20)
- Belastung (19)
- Benutzung (19)
- Brustkorb (19)
- Droge (19)
- Drugs (19)
- Education (19)
- Load (19)
- Prognose (19)
- Risikobewertung (19)
- Sicherheitsgurt (19)
- Side impact (19)
- Use (19)
- Database (18)
- Lorry (18)
- Risk assessment (18)
- Fahranfänger (17)
- Fahrtauglichkeit (17)
- Head (17)
- International (17)
- Kopf (17)
- Motorrad (17)
- Recently qualified driver (17)
- Thorax (17)
- Dauerhaftigkeit (16)
- Deformation (16)
- Durability (16)
- Forecast (16)
- Motorcycle (16)
- Rechenmodell (16)
- Repair (16)
- Safety belt (16)
- Standardisierung (16)
- Tunnel (16)
- Unterhaltung (16)
- Auffahrunfall (15)
- Digital model (15)
- Drunkenness (15)
- Leg (human) (15)
- Maintenance (15)
- Mathematical model (15)
- Medical aspects (15)
- Medizinische Gesichtspunkte (15)
- Modification (15)
- Numerisches Modell (15)
- Rear end collision (15)
- Road construction (15)
- Sachschaden (15)
- Straßenbau (15)
- Trunkenheit (15)
- Verformung (15)
- Verkehrsinfrastruktur (15)
- Arzneimittel (14)
- Bemessung (14)
- Damage (14)
- Driver training (14)
- Error (14)
- Highway (14)
- Medication (14)
- Norm (tech) (14)
- Road network (14)
- Straße (14)
- Straßennetz (14)
- Veränderung (14)
- Adolescent (13)
- Airbag (13)
- Construction (13)
- Design (overall design) (13)
- Einstellung (psychol) (13)
- Human factor (13)
- Illness (13)
- Information (13)
- Instandsetzung (13)
- Jugendlicher (13)
- Krankheit (13)
- Lkw (13)
- Menschlicher Faktor (13)
- Metal bridge (13)
- Politik (13)
- Stahlbrücke (13)
- Standardization (13)
- Transport infrastructure (13)
- Verkehrsteilnehmer (13)
- Antikollisionssystem (12)
- Ausrüstung (12)
- Bau (12)
- Bremsung (12)
- Detection (12)
- Driver information (12)
- Equipment (12)
- Fahrausbildung (12)
- Fahrzeugsitz (12)
- Fehler (12)
- Impact study (12)
- Kontrolle (12)
- Medizinische Untersuchung (12)
- Policy (12)
- Road user (12)
- Schutzhelm (12)
- Skill (road user) (12)
- Wirtschaftlichkeitsrechnung (12)
- Überschlagen (12)
- Attitude (psychol) (11)
- Bein (menschl) (11)
- Braking (11)
- Collision avoidance system (11)
- Condition survey (11)
- Cost benefit analysis (11)
- Crash helmet (11)
- Expert opinion (11)
- Gutachten (11)
- Knotenpunkt (11)
- Medical examination (11)
- Orthotropic plate (11)
- Rigid pavement (11)
- Seat (veh) (11)
- Steifigkeit (11)
- Stiffness (11)
- Verwaltung (11)
- Administration (10)
- Age (10)
- Air pollution (10)
- Alter (10)
- Autobahn (10)
- Autonomes Fahren (10)
- Autonomous driving (10)
- Betonstraße (Oberbau) (10)
- Cracking (10)
- Earthworks (10)
- Fahrerinformation (10)
- Kompatibilität (10)
- Lebenszyklus (10)
- Luftverunreinigung (10)
- Nitrogen oxide (10)
- Overturning (veh) (10)
- Rissbildung (10)
- Sensor (10)
- Surfacing (10)
- Surveillance (10)
- Technologie (10)
- Technology (10)
- Tragfähigkeit (10)
- Vehicle regulations (10)
- Weather (10)
- Zustandsbewertung (10)
- Air bag (restraint system) (9)
- Austria (9)
- Automatisch (9)
- Bearing capacity (9)
- Blood alcohol content (9)
- Blutalkoholgehalt (9)
- Boden (9)
- Chemical analysis (9)
- Classification (9)
- Compatibility (9)
- Concrete (9)
- Detektion (9)
- Erdarbeiten (9)
- Front (9)
- Interior (veh) (9)
- Japan (9)
- Krankenhaus (9)
- Life cycle (9)
- Lärm (9)
- Motorway (9)
- Noise (9)
- Organisation (9)
- Soil (9)
- Specification (standard) (9)
- Stickoxid (9)
- Straßenverkehr (9)
- Technische Vorschriften (Kraftfahrzeug) (9)
- Umwelt (9)
- Wirbelsäule (9)
- Witterung (9)
- Österreich (9)
- Automatic (8)
- Bauwerk (8)
- Beton (8)
- Chemische Analyse (8)
- Decke (Straße) (8)
- Environment (8)
- Erfahrung (menschl) (8)
- Erste Hilfe (8)
- Experience (human) (8)
- Fahreignung (8)
- Fahrstabilität (8)
- Fahrzeuginnenraum (8)
- Fracture (bone) (8)
- Führerschein (8)
- Grenzwert (8)
- Hospital (8)
- Human body (8)
- Information documentation (8)
- Junction (8)
- Klassifizierung (8)
- Knee (human) (8)
- Knochenbruch (8)
- Limit (8)
- Menschlicher Körper (8)
- Mobility (8)
- Mobilität (8)
- Oberflächentextur (8)
- Official approval (8)
- Quality assurance (8)
- Qualitätssicherung (8)
- Software (8)
- Surface texture (8)
- USA (8)
- Vehicle handling (8)
- Vereinigtes Königreich (8)
- Wasser (8)
- Water (8)
- Wirksamkeitsuntersuchung (8)
- Blood (7)
- Blut (7)
- Brücken Management System (7)
- Driving licence (7)
- Eigenschaft (7)
- Engineering structure (7)
- Fahrgeschicklichkeit (7)
- Frau (7)
- Halswirbel (7)
- Impact test (7)
- Ort (Position) (7)
- Orthotrope Fahrbahntafel (7)
- Probability (7)
- Properties (7)
- Psychologie (7)
- Psychology (7)
- Quality (7)
- Qualität (7)
- Reaction (human) (7)
- Rehabilitation (7)
- Road traffic (7)
- Sichtbarkeit (7)
- Straßenentwurf (7)
- Straßenverkehrsrecht (7)
- Traffic regulations (7)
- Sichtbarkeit (7)
- Wahrscheinlichkeit (7)
- Welding (7)
- Abbiegen (6)
- Attention (6)
- Aufmerksamkeit (6)
- Bicycle (6)
- Bremse (6)
- Bridge deck (6)
- Bridge management system (6)
- Cervical vertebrae (6)
- China (6)
- Continuous (6)
- Correlation (math, stat) (6)
- Crashtest (6)
- Decision process (6)
- Drainage (6)
- Echtzeit (6)
- Economic efficiency (6)
- Emission control (6)
- Entscheidungsprozess (6)
- Entwässerung (6)
- Fahrbahntafel (6)
- Fahrrad (6)
- Fernverkehrsstraße (6)
- Finite element method (6)
- First aid (6)
- Fuge (6)
- Genauigkeit (6)
- Gesetzesdurchführung (6)
- Highway design (6)
- Impact sled (6)
- India (6)
- Indien (6)
- Joint (structural) (6)
- Knie (menschl) (6)
- Kontinuierlich (6)
- Kosten (6)
- Kraftfahrzeug (6)
- Laboratorium (6)
- Leistungsfähigkeit (Fahrer) (6)
- Location (6)
- Main road (6)
- Nacht (6)
- Night (6)
- Oberfläche (6)
- Perception (6)
- Portugal (6)
- Reaktionsverhalten (6)
- Real time (6)
- Schutzeinrichtung (6)
- Schweden (6)
- Schweissen (6)
- Spinal column (6)
- Stadt (6)
- Stress (psychol) (6)
- Surface (6)
- Temperatur (6)
- Temperature (6)
- United Kingdom (6)
- Urban area (6)
- Vorn (6)
- Wahrnehmung (6)
- Wirtschaftlichkeit (6)
- Woman (6)
- Addiction (5)
- Analyse (Math) (5)
- Angle (5)
- Arbeitsgruppe (5)
- Aufprallschlitten (5)
- Automatische Notbremsung (5)
- Baumusterzulassung (5)
- Bauweise (5)
- Beam (5)
- Beschichtung (5)
- Body (car) (5)
- Brake (5)
- Coating (5)
- Communication (5)
- Construction method (5)
- Corrosion (5)
- Cost (5)
- Deformierbare Barriere (Anpralltest) (5)
- Delivery vehicle (5)
- EU directive (5)
- Eins (5)
- Electric vehicle (5)
- Electronic stability program (5)
- Elektrofahrzeug (5)
- Emissionskontrolle (5)
- Enforcement (law) (5)
- Fahrtüchtigkeit (5)
- Festigkeit (5)
- Fire (5)
- Forschungsbericht (5)
- France (5)
- Frankreich (5)
- Griffigkeit (5)
- Intelligent transport system (5)
- Kamera (5)
- Karosserie (5)
- Kommunikation (5)
- Korrelation (math, stat) (5)
- Korrosion (5)
- Laboratory (not an organization) (5)
- Landstraße (5)
- Methode der finiten Elemente (5)
- Modell (5)
- Nanotechnologie (5)
- Nanotechnology (5)
- Oberbau (5)
- Offender (5)
- One (5)
- Oxid (5)
- Oxide (5)
- Pavement (5)
- Police (5)
- Polizei (5)
- Post crash (5)
- Rehabilitation (road user) (5)
- Reinforcement (gen) (5)
- Research report (5)
- Risk taking (5)
- Rural road (5)
- Schallpegel (5)
- Schutz (5)
- Sound level (5)
- Specification (Standard) (5)
- Stahl (5)
- Steel (5)
- Strength (mater) (5)
- Stress (5)
- Süchtigkeit (5)
- Titan (5)
- Titanium (5)
- Umweltschutz (5)
- Vegetation (5)
- Verstärkung (allg) (5)
- Winkel (5)
- Working group (5)
- Abdomen (4)
- Accuracy (4)
- Adaptation (psychol) (4)
- Alcohol test (4)
- Alkoholtest (4)
- Anpassung (psychol) (4)
- Asphaltstraße (Oberbau) (4)
- Autonomous emergency braking (4)
- Balken (4)
- Baustoff (4)
- Berufsausübung (4)
- Bicyclist (4)
- Blech (4)
- Camera (4)
- Carriageway (4)
- Coefficient of friction (4)
- Collision test (veh) (4)
- Compliance (specif) (4)
- Composite bridge (4)
- Concentration (chem) (4)
- Contact (tyre road) (4)
- Contract (4)
- Cycle track (4)
- Deformable barrier (impact test) (4)
- Digitale Bildverarbeitung (4)
- Distraction (4)
- Dynamics (4)
- Dynamik (4)
- Elektronisches Stabilitätsprogramm (4)
- Emission (4)
- Entdeckung (4)
- Environment protection (4)
- Ermüdung (mater) (4)
- Estimation (4)
- European Union (4)
- Fahrbahn (4)
- Fahrdatenschreiber (4)
- Feinstaub (4)
- Finanzierung (4)
- Frequency (4)
- Gefahrenabwehr (4)
- Geschichte (4)
- Gestaltung (4)
- Gewicht (4)
- Hazard (4)
- Herstellung (4)
- Hinten (4)
- History (4)
- Immission (4)
- Information management (4)
- LKW (4)
- Langfristig (4)
- Layout (4)
- Lebensdauer (4)
- Lieferfahrzeug (4)
- Long term (4)
- Man (4)
- Mann (4)
- Manufacture (4)
- Material (constr) (4)
- Occupant (veh) (4)
- Occupation (4)
- Orthotrope Platte (4)
- Overtaking (4)
- Particulate matter (4)
- Pavement Management System (4)
- Personal (4)
- Personality (4)
- Personnel (4)
- Persönlichkeit (4)
- Platte (4)
- Pollution concentration (4)
- Psychological aspects (4)
- Psychologische Gesichtspunkte (4)
- Public transport (4)
- Quer (4)
- Radweg (4)
- Rear (4)
- Regression analysis (4)
- Regressionsanalyse (4)
- Reibungsbeiwert (4)
- Reifen (4)
- Reproducibility (4)
- Reproduzierbarkeit (4)
- Safety fence (4)
- Sample (mater) (4)
- Schrägseilbrücke (4)
- Security (4)
- Seite (4)
- Sheet (metal) (4)
- Skidding resistance (4)
- Slab (4)
- Stayed girder bridge (4)
- Steife (Brücke) (4)
- Sweden (4)
- Telekommunikation (4)
- Theorie (4)
- Theory (4)
- Traffic control (4)
- Transverse (4)
- Tyre (4)
- Tyre tread (4)
- Unfallfolgemaßnahme (4)
- Unterfahrschutz (4)
- Unterleib (4)
- Verbundbrücke (4)
- Verkehrssteuerung (4)
- Vorschrifteneinhaltung (4)
- Warning (4)
- Weight (4)
- Wirkungsanalyse (4)
- Öffentlicher Verkehr (4)
- Überholen (4)
- Abdichtung (3)
- Abkommen von der Fahrbahn (Unfall) (3)
- Ablenkung (psychol) (3)
- Accident proneness (3)
- Accompanied driving (3)
- Activity report (3)
- Advanced driver assistance system (3)
- Aggression (psychol) (3)
- Animal (3)
- Auftrag (3)
- Ausbesserung (3)
- Ausdehnung (mater) (3)
- Australia (3)
- Australien (3)
- Autonomes Fahrzeug (3)
- Autonomous vehicle (3)
- Bauwerksmonitoring (3)
- Befreiung (Bergung) (3)
- Begleitetes Fahren (3)
- Behinderter (3)
- Bein (3)
- Beinahe Unfall (3)
- Bituminous mixture (3)
- Blickfeld (3)
- Brand (3)
- Brückenbelag (3)
- Budget (3)
- Bus (3)
- CEN (3)
- Cable (3)
- Case law (3)
- Cement (3)
- Chromatographie (3)
- Chromatography (3)
- Crash test (3)
- Cross section (3)
- Czech Republic (3)
- Data base (3)
- Data processing (3)
- Datenverarbeitung (3)
- Datenübertragung (telekom) (3)
- EU-Richtlinie (3)
- Effectiveness (3)
- Electronic driving aid (3)
- Elektronische Fahrhilfe (3)
- Emergency (3)
- Empfindlichkeit (3)
- Ergonomics (3)
- Event data recorder (road vehicle) (3)
- Expansion (3)
- Experimental road (3)
- Extrication (3)
- Fahrbahnmarkierung (3)
- Fahrbahnüberquerung (3)
- Fahrsimulator (3)
- Fahrzeugrückhaltesystem (3)
- Fatigue (human) (3)
- Fatigue (mater) (3)
- Field of vision (3)
- Financing (3)
- Flexible pavement (3)
- Frequenz (3)
- Fugenfüllung (3)
- Führerscheinentzug (3)
- Gefahr (3)
- Gemeindeverwaltung (3)
- Geomembran (3)
- Geomembrane (3)
- Geschwindigkeitsbeschränkung (3)
- Gesetzesübertretung (3)
- Government (national) (3)
- Grundwasser (3)
- Harmonisation (3)
- Head restraint (3)
- In situ (3)
- Installation (3)
- Intelligentes Transportsystem (3)
- Intersection (3)
- Kleidung (3)
- Kontakt Reifen Straße (3)
- Konzentration (chem) (3)
- Kopfstütze (3)
- Korea (Süd) (Demokratische Republik) (3)
- Kunststoff (3)
- Lenken (Fahrzeug) (3)
- Local authority (3)
- Longitudinal (3)
- Längs (3)
- Lärmschutzwand (3)
- Messgerät (3)
- Model (not math) (3)
- Montage (3)
- Müdigkeit (3)
- Near miss (3)
- Netherlands (3)
- Niederlande (3)
- Noise barrier (3)
- Notfall (3)
- Offence (3)
- Organization (3)
- Organization (Association) (3)
- Overlapping (3)
- Passenger (3)
- Pavement management system (3)
- Plastic material (3)
- Population (3)
- Probe (3)
- Prototyp (3)
- Prototype (3)
- Psychological examination (3)
- Psychologische Untersuchung (3)
- Querschnitt (3)
- Radio (3)
- Rechtsprechung (3)
- Rechtsübertreter (3)
- Recording (3)
- Recycling (3)
- Recycling (mater) (3)
- Reifenprofil (3)
- Reinforcement (in mater) (3)
- Republic of Korea (3)
- Retraining of drivers (3)
- Risikoverhalten (3)
- Run off the road (accid) (3)
- Rundfunk (3)
- Seepage (3)
- Sensitivity (3)
- Severity (acid (3)
- Shock (3)
- Sickerung (3)
- Simulator (driving) (3)
- Spain (3)
- Spanien (3)
- Speed limit (3)
- Steering (process) (3)
- Stiffener (Bridge) (3)
- Straßenseitenfläche (3)
- Structural health monitoring (3)
- Telecommunication (3)
- Tier (3)
- Time (3)
- Traffic count (3)
- Tragschicht (3)
- Trapezoidal beam (3)
- Tschechische Republik (3)
- Turn (3)
- Turning (3)
- Umweltverträglichkeitsprüfung (3)
- Unfallneigung (3)
- Unfallschwerpunkt (3)
- United kingdom (3)
- Vehicle restraint system (3)
- Verkehrserhebung (3)
- Verschiebung (3)
- Versuchspuppe (3)
- Versuchsstrecke (3)
- Vorne (3)
- Warnung (3)
- Waterproofing (3)
- Wet road (3)
- Zeit (3)
- Zement (3)
- Absorption (2)
- Abstandsregeltempomat (2)
- Acceleration (2)
- Accident black spot (2)
- Accident data (2)
- Achslast (2)
- Active safety (2)
- Adult (2)
- Ageing (2)
- Aggressiveness (psychol) (2)
- Aktive Sicherheit (2)
- Alcohol (2)
- Alcolock (2)
- Alkohol (2)
- Alterung (mater) (2)
- Anthropmetric dummy (2)
- Anti locking device (2)
- Antiblockiereinrichtung (2)
- Asphaltoberbau (2)
- Audit (2)
- Aufzeichnung (2)
- Ausführungsfehler (2)
- Ausschreibung (2)
- Axle load (2)
- Ballungsgebiet (2)
- Battery (2)
- Bepflanzung (2)
- Beschleunigung (2)
- Bevölkerung (2)
- Bewehrung (2)
- Bindemittel (2)
- Binder (2)
- Bituminöses Mischgut (2)
- Black ice (2)
- Blendung (2)
- Blutkreislauf (2)
- Bremsweg (2)
- Bridge surfacing (2)
- Bruch (mech) (2)
- Böschung (2)
- Calibration (2)
- Carriageway marking (2)
- Catalysis (2)
- Circulation (blood) (2)
- Clothing (2)
- Coach (2)
- Coefficient (2)
- Comprehension (2)
- Compression (2)
- Confiscation (driving licence) (2)
- Contractor (2)
- Control (2)
- Conurbation (2)
- Costs (2)
- Crash Test (2)
- Crash victim (2)
- Cross roads (2)
- Crossing the road (2)
- Cycling (2)
- Damping (2)
- Data security (2)
- Data transmission (telecom) (2)
- Datenbasis (2)
- Datensicherheit (2)
- Defect (tech) (2)
- Depth (2)
- Deterioration (2)
- Deutschalnd (2)
- Diabetes (2)
- Digital image processing (2)
- Disablement (2)
- Dreidimensional (2)
- Driving (2)
- Driving test (2)
- Durchlässigkeit (2)
- Dusk (2)
- Dämmerung (2)
- Dämpfung (2)
- EU Richtlinie (2)
- Edge (2)
- Eichung (2)
- Einbau (2)
- Eindringung (2)
- Eingabedaten (2)
- Electric bicycle (2)
- Elektrofahrrad (2)
- Energie (2)
- Energy (2)
- Entwässerungsleitung (2)
- Ergonomie (2)
- Erwachsener (2)
- Eu (2)
- Fahrernachschulung (2)
- Fahrerweiterbildung (2)
- Fahrprüfung (2)
- Fahrstreifen (2)
- Fahrzeugteil (Sicherheit) (2)
- Faserbewehrter Beton (2)
- Feuer (2)
- Fiber reinforced concrete (2)
- Finland (2)
- Finnland (2)
- Flooding (2)
- Foot (not a measure) (2)
- Form (2)
- Full depth asphalt pavement (2)
- Fuß (2)
- Gas (2)
- Gebiet (2)
- Geländefahrzeug (2)
- Geologie (2)
- Geotextil (2)
- Geotextile (2)
- Gesundheit (2)
- Glare (2)
- Glatteis (2)
- Greenhouse effect (2)
- Grooving (2)
- Ground water (2)
- Group analysis (test) (2)
- Haftung (jur) (2)
- Harmonisierung (2)
- Headlamp (2)
- Health (2)
- Hearing (2)
- Heat (2)
- Height (2)
- High performance concrete (2)
- Highway traffic (2)
- Hot coated material (2)
- Höhe (2)
- Hörvermögen (2)
- Image processing (2)
- Impact study (environment) (2)
- Individueller Verkehr (2)
- Input data (2)
- Interactive model (2)
- Interaktives Modell (2)
- Jahreszeit (2)
- Joint sealing (2)
- Katalyse (2)
- Knie (2)
- Koeffizient (2)
- Kontakt Reifen-Straße (2)
- Kreuzung (2)
- Landslide (2)
- Laying (2)
- Learning (2)
- Length (2)
- Liability (2)
- Lifecycle (2)
- Massenunfall (2)
- Mechanics (2)
- Mechanik (2)
- Mental illness (2)
- Methode der finite Elemente (2)
- Mittelwert (2)
- Mobile phone (2)
- Mobiltelefon (2)
- Movement (2)
- Multiple collision (2)
- Nachhaltige Entwicklung (2)
- Nasse Straße (2)
- Nerve (2)
- Nerven (2)
- Network (traffic) (2)
- Nutzwertanalyse (2)
- Organization (association) (2)
- Output (2)
- PVC (2)
- Penetration (2)
- Permeability (2)
- Polyvinylchloride (2)
- Posture (2)
- Prestressed concrete (2)
- Private transport (2)
- Privatisierung (2)
- Programmed learning (2)
- Programmierter Unterricht (2)
- Provisorisch (2)
- Prüfung (2)
- Psychische Krankheit (2)
- Public private partnership (2)
- Public relations (2)
- Pylon (2)
- Radfahren (2)
- Rail traffic (2)
- Rain (2)
- Rechtübertreter (2)
- Reflectorized material (2)
- Reflexstoffe (2)
- Regen (2)
- Regierung (staat) (2)
- Region (2)
- Rehabilitation (Road user) (2)
- Reisebus (2)
- Research (2)
- Responsibility (2)
- Restraint system (2)
- Rillenherstellung (2)
- Ringanalyse (2)
- Road (2)
- Road base (2)
- Roadside (2)
- Robot (2)
- Roboter (2)
- Rolling resistance (2)
- Rollwiderstand (2)
- Rutschung (2)
- Rückfalltäter (2)
- Rücksichtslosigkeit (2)
- Scheinwerfer (2)
- Schienenverkehr (2)
- Schlag (2)
- Schleudertrauma (2)
- Schweiz (2)
- Season (2)
- Seat belt (2)
- Sehvermögen (2)
- Seil (2)
- Seminar (2)
- Service life (2)
- Sewer (2)
- Side (2)
- Slope (terrain) (2)
- Sociology (2)
- Soziologie (2)
- Spannbeton (2)
- Spannung (mater) (2)
- Sport utility vehicle (2)
- Statistical analysis (2)
- Statistische Analyse (2)
- Stochastic process (2)
- Stochastischer Prozess (2)
- Storm (2)
- Stress (in material) (2)
- Sturm (2)
- Sustainability (2)
- Switzerland (2)
- Technische Vorschriften (2)
- Telefon (2)
- Telematics (2)
- Telematik (2)
- Telephone (2)
- Temporary (2)
- Three dimensional (2)
- Tiefe (2)
- Toxizität (2)
- Traffic engineering (2)
- Trapezförmiger Träger (2)
- Treibhauseffekt (2)
- Trend (stat) (2)
- Tätigkeitsbericht (2)
- Underride prevention (2)
- Underride protection (2)
- Unfalldaten (2)
- Unfallopfer (2)
- Unfallverhuetung (2)
- Untersuchung am unfallort (2)
- Value analysis (2)
- Vehicle safety (2)
- Vehicle safety device (2)
- Verantwortung (2)
- Verkehrsnetz (2)
- Verkehrstechnik (2)
- Verständnis (2)
- Vertragspartner (2)
- Verwitterung (2)
- Vision (2)
- Visual display (2)
- Weathering (2)
- Whiplash injury (2)
- Windschutzscheibe (2)
- Winter maintenance (2)
- Winterdienst (2)
- Wärme (2)
- Zeitreihe (stat) (2)
- Zulassung (tech) (2)
- Zusammendrückung (2)
- Zusammenstoss (2)
- Öffentlichkeitsarbeit (2)
- Überlappung (2)
- Überschwemmung (2)
- (menschl) (1)
- Abgaben (1)
- Abgefahrener Reifen (1)
- Ability (road user) (1)
- Abkommen von der Fahrbahn (1)
- Ablenkung (1)
- Abnutzung (1)
- Acceptability (1)
- Accident prone location (1)
- Accident severity (1)
- Active safety system; Automatic; Brake; Car; Collision avoidance system; Conference; Driver assistance system; Germany; Impact test (veh); Rear end collision; Severity (accid (1)
- Adaptive cruise control (1)
- Adaptive cruise controll (1)
- Adhesion (1)
- Adhäsion (1)
- Admnistration (1)
- Advanced vehicle control systems (1)
- Aesthetics (1)
- Aethanol (1)
- Aged people (1)
- Aggression (psycho) (1)
- Air quality management (1)
- Air traffic control (1)
- Airbag (restraint system) (1)
- Aircraft (1)
- Alignment (1)
- Alternativ (1)
- Alternative (1)
- Aluminat (1)
- Aluminate (1)
- Aluminium (1)
- Analyse (1)
- Analyse (chem) (1)
- Analyses (math) (1)
- Anchorage (1)
- Ankündigung (1)
- Anthropometrie (1)
- Anthropometry (1)
- Anthrpometric dummy (1)
- Antikollisisonssystem (1)
- Apparatus (Measuring) (1)
- Apparatus (measurement) (1)
- Apparatus (measuring) (1)
- Aquaplaning (1)
- Arbeitsplatz (1)
- Arm (human) (1)
- Arm (menschl) (1)
- Articulated vehicle (1)
- Asphalt (1)
- Asset management (1)
- Asset management system (1)
- Atem (1)
- Atives Sicherheitssystem (1)
- Attitide (psychol) (1)
- Auffharunfall (1)
- Auftaumittel (1)
- Aufzeichung (1)
- Auslaugung (1)
- Ausländer (1)
- Autonomous emerhency braking (1)
- Autotür (1)
- Average (1)
- Back (human) (1)
- Batterie (1)
- Baum (1)
- Bauwerks Management System (1)
- Bein [menschl] (1)
- Belohnung (Anreiz) (1)
- Benefit cost analysis (1)
- Berechnung d Straßenoberbaus (1)
- Beschilderung (1)
- Bestrafung (1)
- Beton ; Betonstraße (Oberbau) (1)
- Betonfertigteil (1)
- Bildschirm (1)
- Bitumen (1)
- Blasting (1)
- Blind spot (veh) (1)
- Bodenbehandlung (1)
- Bodenmechanik (1)
- Bone (1)
- Brain (1)
- Brake light (1)
- Braking distance (1)
- Brasilien (1)
- Brazil (1)
- Breaking (1)
- Breath (1)
- Breite (1)
- Bremslicht (1)
- Bridges (1)
- Brittleness (1)
- Brücken (1)
- Bumper (1)
- By product (1)
- Bypass (loop road) (1)
- Böschungsbefestigung (1)
- Cadaver (1)
- Calcium (1)
- Cantilever (1)
- Capacity (road, footway) (1)
- Car door (1)
- Carbon dioxide (1)
- Case study (1)
- Causes (1)
- Central reserve (1)
- Cervical vertebrae; Conference; Evaluation (assessment); Injury; Spinal column; Test (1)
- Chassis (1)
- Chest (1)
- Clay (1)
- Climate change (1)
- Cognitive impairment (1)
- Collisison avoidance system (1)
- Colthing (1)
- Comfort (1)
- Compatiblity (1)
- Components of the vehicle (1)
- Computation (1)
- Conference; Germany; Injury; Medical examination; Spinal column; X ray (1)
- Confiscation (driving license) (1)
- Consumer protection (1)
- Contact (tyre (1)
- Cooling (mater) (1)
- Cooperative intelligent transport system (1)
- Critical path method (1)
- Crossing the road (pedestrian) (1)
- Customer (1)
- Data basis (1)
- Data collection (1)
- Data transmission (1)
- Datenübertragung (Telekom) (1)
- Dauer (1)
- Day (24 hour period) (1)
- Daylight (1)
- Deceleration (1)
- Decke [Straße] (1)
- Decreases (1)
- Deflectograph (1)
- Deformable barrier (Impact test) (1)
- Deformable barrier system (impact test) (1)
- Deformierte Barriere (Anpralltest) (1)
- Dehnungsmessstreifen (1)
- Deicing (1)
- Delivery (1)
- Demand (econ) (1)
- Demografie (1)
- Demographie (1)
- Demography (1)
- Density (1)
- Deregulation (1)
- Deregulierung (1)
- Design (1)
- Deutschland ; Konferenz (1)
- Dichte (1)
- Diesel engine (1)
- Dieselmotor (1)
- Digital computer (1)
- Digitalrechner (1)
- Disabled person (1)
- Dispersion (stat) (1)
- Displacement (1)
- Distribution (gen) (1)
- Ditch (1)
- Driver experience (1)
- Driving aid (electronic) (1)
- Driving instructor (1)
- Driving license (1)
- Dränasphalt (1)
- Dtetection (1)
- Durchbiegungsmesser (1)
- Durchsichtigkeit (1)
- Dynamo (1)
- Earth dam (1)
- Ebenheit (1)
- Economics of transport (1)
- Ecosystem (1)
- Einfahrt (1)
- Ejection (1)
- Elastizitätsmodul (1)
- Electronics (1)
- Elektronik (1)
- Elektronisches Stabilitätsprogram (1)
- Emergency medical aid (1)
- Emissionkontrolle (1)
- Engine capacity (1)
- Engineering structures (1)
- Enteignung (1)
- Entgleisung (Zug) (1)
- Entrance (1)
- Entschädigung (1)
- Enviroment (1)
- Environmental impact analysis (1)
- Environmental protection (1)
- Epilepsie (1)
- Epilepsy (1)
- Epoxidharz (1)
- Epoxy resin (1)
- Equilibrium (1)
- Erddamm (1)
- Ernährung (1)
- Ersatzdroge (1)
- Ethanol (1)
- European New Car Assessment Programme (1)
- Evacuation (1)
- Evakuierung (1)
- Evaluation (1)
- Evaluation (Assessment) (1)
- Evenness (1)
- Event data recorder (Road vehicle) (1)
- Expert system (1)
- Expertensystem (1)
- Explosion (1)
- Expressway (1)
- Expropriation (1)
- Face (human) (1)
- Facility (1)
- Fahrer ; Fahrerassistenzsystem (1)
- Fahrerinformationen (1)
- Fahrernacherziehung (1)
- Fahrlehrer (1)
- Fahrleistung (1)
- Fahrstreifenwechsel (1)
- Fahrwerk (1)
- Fahrzeugbeleuchtung (1)
- Fahrzeugdach (1)
- Fahrzeugflotte (1)
- Fahrzeugteile (1)
- Failure (1)
- Fallstudie (1)
- Falschfahren (1)
- Fatigue (mech) (1)
- Fear (1)
- Feldversuch (1)
- Fels (1)
- Fence (1)
- Fernsteuerung (1)
- Field (test) (1)
- Fleet of vehicles (1)
- Flugsicherung (1)
- Flächennutzung (1)
- Flächennutzungsplan (1)
- Flächentragwerk (1)
- Fog (1)
- Food (1)
- Force (1)
- Foreigner (1)
- Forschung (1)
- Foundation (1)
- Freight transport (1)
- Friction (1)
- Frost blanket (1)
- Frostschutzschicht (1)
- Fruchtsaft (1)
- Fruit (1)
- Fruit juice (1)
- Fuel tank (1)
- Functional safety (1)
- Funktionale Sicherheit (1)
- Furcht (1)
- Future transport mode (1)
- Führerschein Punktesystem (1)
- Game protection fence (1)
- Gehirn (1)
- Gelenkfahrzeug (1)
- Geländer (1)
- Geocomposite (1)
- Geografisches Information System (1)
- Geographical information system (1)
- Geokomposit (1)
- Geometry (shape) (1)
- Geophysic (1)
- Geophysik (1)
- Georadar (1)
- Geradeausverkehr (1)
- Gesicht (1)
- Gleichgewicht (1)
- Glue (1)
- Goods traffic (1)
- Graben (1)
- Gravity (1)
- Great Britain (1)
- Ground penetrating radar (1)
- Groundwater (1)
- Großbritannien (1)
- Grunderwerb (1)
- Gründung (1)
- Guardrail (1)
- Gussasphalt (1)
- Gütertransport (1)
- Güterverkehr (1)
- Hard shoulder (1)
- Harmonization (1)
- Haushalt (finanz) (1)
- Head (human) (1)
- Heart (1)
- Heavy traffic (1)
- Heissmischgut (1)
- Heißmischgut (1)
- Herausschleudern (1)
- Herz (1)
- Higway design (1)
- Hip (human) (1)
- Hochfester Beton (1)
- Hochleistungsbeton (1)
- Homogeneity (1)
- Homogenität (1)
- Hospitsl (1)
- Hubraum (1)
- Human machine interface (1)
- Hängebrücke (1)
- Häufigkeit (1)
- Hüfte (1)
- Hüfte (menschl) (1)
- Image analysis (1)
- Image generation (1)
- Impact (collision) (1)
- Impact test (crash) (1)
- In Bewegung (1)
- Incident management (1)
- Indemnity (1)
- Industrie (1)
- Industrierückstand (1)
- Industry (1)
- Inertia reel safety belt (1)
- Infotainment System (1)
- Infotainment system (1)
- Injection (mater) (1)
- Injektion (mater) (1)
- Injury) (1)
- Intelligentes Transport System (1)
- Intelligentes Verkehrssystem (1)
- Interface (1)
- Internet (1)
- Intoxication (1)
- Invasive Art (1)
- Invasive plants (1)
- Inventar (1)
- Inventory (1)
- Ireland (1)
- Irland (1)
- Italien (1)
- Italy (1)
- Itinerary (1)
- Kabel (1)
- Kalk (1)
- Kapazität (Straße) (1)
- Karte (1)
- Klassifikation (1)
- Klebstoff (1)
- Kleintransporter (1)
- Klimawandel (1)
- Knochen (1)
- Kognitive Beeinträchtigung (1)
- Kohlendioxid (1)
- Kolmatierung (1)
- Komfort (1)
- Kompatiblität (1)
- Konstruktion (1)
- Konzentration (1)
- Kooperatives System (ITS) (1)
- Kopf (menschl) (1)
- Korea (Süd) (1)
- Korrelation [math (1)
- Kraft (1)
- Kraftstofftank (1)
- Kragarm (1)
- Kreisverkehrsplatz (1)
- Kunde (1)
- Körperhaltung (1)
- Körperstellung (1)
- Kühlung (mater) (1)
- Laboratory (1)
- Land acquisition (1)
- Land use (1)
- Landscaping (1)
- Landschaftsgestaltung (1)
- Lane changing (1)
- Lap strap (1)
- Laser (1)
- Lateral (1)
- Lateral collision (1)
- Law enforcement (1)
- Layer (1)
- Leaching (1)
- Leichnam (1)
- Leistungsfähigkeit (Allg.) (1)
- Lernen (1)
- Leuchtdichte (1)
- Level of service (1)
- Lieferung (1)
- Life cycle analysis (1)
- Lime (1)
- Linienführung (1)
- Links (1)
- Load capacity (1)
- Luftfahrzeug (1)
- Luftreinhaltung (1)
- Luminance (1)
- Länge (1)
- Maintenance management (1)
- Malaysia (1)
- Map (1)
- Market (1)
- Markt (1)
- Mass spectrometry (1)
- Massenspektrometrie (1)
- Materialveraenderung (allg) (1)
- Materialveränderung (allg) (1)
- Mathematical Model (1)
- Matrix (1)
- Mean (math) (1)
- Mensch Maschine Schnittstelle (1)
- Mensch Maschine Verhältnis (1)
- Text (1)
- Methanol (1)
- Minimum (1)
- Mittelstreifen (1)
- Model (non math) (1)
- Modulus of elasticity (1)
- Moped (1)
- Motorisierungsgrad (1)
- Moving (1)
- Nachfrage (1)
- Nachhaltigkeit (1)
- Nachrechnungsrichtlinie (1)
- Nachricht (1)
- Nachtrunk (1)
- Nasse Strasse (1)
- Naturalistic Driving (1)
- Naturalistic driving (1)
- Nebel (1)
- Netzplantechnik (1)
- Neural network (1)
- Neurologie (1)
- Neurology (1)
- Neuronales Netz (1)
- Nigeria (1)
- Nordamerika (1)
- North America (1)
- Norway (1)
- Norwegen (1)
- Nummer (1)
- Oberflächenbehandlung (1)
- Obst (1)
- Occupant (1)
- Offset impact test (1)
- On the left (1)
- On the right (1)
- On the scene accident investigation (1)
- On the spot investigation (1)
- Optische Anzeige (1)
- Organozation (Association) (1)
- Overturning (1)
- Oxidation (1)
- Oxygen (1)
- Padding (safety) (1)
- Parapet (1)
- Parken (1)
- Parking (1)
- Partnerschaft (1)
- Partnership (1)
- Passive restraint system (1)
- Pavement design (1)
- Peat (1)
- Pelvis (1)
- Penalty (1)
- Pfahl (1)
- Pflasterstein (1)
- Pfosten (1)
- Physiologie (1)
- Physiology (1)
- Pile (1)
- Point demerit system (1)
- Poland (1)
- Pole (1)
- Polen (1)
- Politics (1)
- Pollutant (1)
- Pollution (1)
- Polyolefin (1)
- Polyurethan (1)
- Polyurethane (1)
- Polyvinylhydrocarbon (1)
- Porous asphalt (1)
- Portable (1)
- Position (1)
- Precast concrete (1)
- Pregnancy (1)
- Preloading (soil) (1)
- Prestressed (1)
- Priority (gen) (1)
- Priority (traffic) (1)
- Privat (1)
- Private (1)
- Privatisation (1)
- Privatization (1)
- Procurement (1)
- Prohibition (1)
- Protective helmet (1)
- Prüefverfahren (1)
- Prüfkörper (1)
- Pssives Sicherheitssystem (1)
- Public participation (1)
- Pumpeffekt (1)
- QAccident (1)
- Quality management system (1)
- Qualitätsmanagementsystem (1)
- Radar (1)
- Rail bound transport (1)
- Reaktionsfähigkeit (1)
- Rear view mirror (1)
- Rechts (1)
- Recidicist (1)
- Recidivist (1)
- Reconstruction [accid] (1)
- Reduction (decrease) (1)
- Regierung (Staat) (1)
- Regional planning (1)
- Reibung (1)
- Reinforced concrete (1)
- Reiseweg (1)
- Remote control (1)
- Republic of Corea (1)
- Research projekt (1)
- Residential area (1)
- Resuscitation (1)
- Reversing (veh) (1)
- Reward (1)
- Rib (1)
- Richtlinie (1)
- Rippe (menschl) (1)
- Road heating (1)
- Road marking (1)
- Road pricing (1)
- Road transport (1)
- Road verge (1)
- Road weather conditions (1)
- Roadbase (1)
- Rock (1)
- Roll over (veh) (1)
- Roof (veh) (1)
- Rotation (1)
- Roundabout (1)
- Route guidance (1)
- Rsk (1)
- Run oo the road (accid) (1)
- Rupture (1)
- Röntgenstrahlung (1)
- Rücken (1)
- Rückspiegel (1)
- Rückwärtsfahren (1)
- Safety harness (1)
- Safety system (1)
- Saftey (1)
- Salt (deicing) (1)
- Sauerstoff (1)
- Schadstoff (1)
- Schall (1)
- Schicht (1)
- Schienentransport (1)
- Schnittstelle (1)
- School (1)
- Schule (1)
- Schulter (1)
- Schwangerschaft (1)
- Schweißen (1)
- Schweregrad (UNfall (1)
- Schweregrad (Unfall, Verletzung (1)
- Schweregrad /Unfall (1)
- Schwerkraft (1)
- Schwerverkehr (1)
- Schwingung (1)
- Schätzung (1)
- Sealing coat (on the top of the surfacing) (1)
- Sealing coat (on top of the surfacing) (1)
- Sealing compound (1)
- Seat (1)
- Seat harness (1)
- Seitenstreifen (befestigt) (1)
- Service area (1)
- Sett (1)
- Settlement (1)
- Setzung (1)
- Severity (accid, injuy) (1)
- Shape (1)
- Shell (struct) (1)
- Shoulder (human) (1)
- Sicherheitspolsterung (1)
- Signalization (1)
- Significance (1)
- Signifikanz (1)
- Silting (1)
- Sintering (1)
- Sintern (1)
- Skid resistance (1)
- Slab pumping (1)
- Slope stability (1)
- Social factors (1)
- Soil mechanics (1)
- Soil stabilization (1)
- Sound (1)
- Soziale Faktoren (1)
- Spaltzugfestigkeitsversuch (1)
- Span (1)
- Spannweite (1)
- Specification (1)
- Spectrum (1)
- Speed) (1)
- Spektrum (1)
- Spinal calum (1)
- Splitting tensile test (1)
- Spreading (1)
- Sprödigkeit (1)
- Sri Lanka (1)
- Stability (1)
- Stadardization (1)
- Stadtentwicklung (1)
- Staggered junction (1)
- Stahlbeton (1)
- Stand der Technik (Bericht) (1)
- Standardabweichung (1)
- Standfestigkeit (1)
- Stapedius reflex (1)
- Stapediusreflex (1)
- State of the art report (1)
- Statistik (math) (1)
- Stickoxide (1)
- Stiffeners (Bridge) (1)
- Stopping distance (1)
- Stoßstange (1)
- Straight ahead (traffic) (1)
- Strain gauge (1)
- Strasse (1)
- Straßenbenutzungsgebühr (1)
- Straßenheizung (1)
- Straßentransport (1)
- Strength ; Tension (1)
- Structure (physicochem) (1)
- Struktur (physikochem) (1)
- Störfallmanagement (1)
- Subsequent drink (1)
- Subsoil (1)
- Substitution drugs (1)
- Sulfat (1)
- Sulphate (1)
- Surface dressing (1)
- Suspension (chem) (1)
- Suspension (chem.) (1)
- Suspension bridge (1)
- Sustainable development (1)
- Tag (24 Stunden) (1)
- Tageslicht (1)
- Tal (1)
- Tank Rast Anlage (1)
- Tausalz (1)
- Tax (1)
- Technische Überwachung (allg) (1)
- Teenage driver (1)
- Telecomunication (1)
- Temperature measurement (1)
- Temperaturmessung (1)
- Tender (1)
- Tension (1)
- Terrorism (1)
- Terrorismus (1)
- Test procedure (1)
- Tests (1)
- Thailand (1)
- Ton (Gestein) (1)
- Torf (1)
- Toter Winkel (1)
- Tower (Bridge) (1)
- Tower (bridge) (1)
- Toxicit< (1)
- Toxicity (1)
- Traffic concentration (1)
- Traffic infrastructure (1)
- Traffic lane (1)
- Traffic lanes (1)
- Traffic restraint (1)
- Traffic sign (1)
- Tragbar (1)
- Train (1)
- Transfer (phys) (1)
- Transparent (1)
- Transport (1)
- Transport operator (1)
- Transportunternehmen (1)
- Trapezförmiger träger (1)
- Traveler (1)
- Two dimensional (1)
- Typenzulassung (1)
- Tätigkeitsbericht ; Website (1)
- Ultraviolet (1)
- Ultraviolett (1)
- Umgehungsstraße (1)
- Umhüllung (1)
- Underpinning (1)
- Unfallfolgephase (1)
- Unfallrate (1)
- Unfallrekonsruktion (1)
- Unfallspurensicherung (1)
- Unfallverhütug (1)
- Ungeschützter Verkehrsteilnehmer (1)
- Unterfangung (1)
- Untergrund (1)
- Untersuchung am Umfallort (1)
- Urban development (1)
- Urin (1)
- Urine (1)
- Usa (1)
- Valley (1)
- Variance analysis (1)
- Varianzanalyse (1)
- Vehicle Regulations (1)
- Vehicle lighting (1)
- Vehicle mile (1)
- Vehicle ownership (1)
- Veletzung) (1)
- Veraenderung (1)
- Verankerung (1)
- Verbot (1)
- Verbraucherschutz (1)
- Vereinigtes Königreichl (1)
- Verfahen (1)
- Verfahren ; Verkehrsinfrastruktur (1)
- Verkehrsbeschränkung (1)
- Verkehrsqualität (1)
- Verkehrsstärke (1)
- Verkehrswirtschaft (1)
- Verkehrszeichen (1)
- Vermeidung (1)
- Versetzte Kreuzung (1)
- Versiegelung (1)
- Verstärkung (Brücke) (1)
- Verteilung (allg) (1)
- Verteilung (mater) (1)
- Vertrag (1)
- Verzögerung (1)
- Vibration (1)
- Video camera (1)
- Viskosity (1)
- Viskosität (1)
- Visualisation (1)
- Visualisierung (1)
- Vorbelastung (Boden) (1)
- Vorfahrt (1)
- Vorrang (1)
- Vorspannung (1)
- Vulnerable road user (1)
- Wear (1)
- Web site (1)
- Website (1)
- Website) (1)
- Wetter (1)
- Width (1)
- Wildschutzzaun (1)
- Window (veh) (1)
- Windscreen (veh) (1)
- Witterungsbedingungen (Straße) (1)
- Wohngebiet (1)
- Women (1)
- Workplace (1)
- Wrong way driving (1)
- Zahl (1)
- Zielführungssystem (1)
- Zinc (1)
- Zink (1)
- Zug (Eisenbahn) (1)
- Zug (mech) (1)
- Zukünftiges Verkehrsmittel (1)
- ZusammenstoÃüï-¿-½Ãƒ-¯Ã‚-¿Ã‚-½ (1)
- Zustandsbwertung (1)
- Zweidimensional (1)
- accident (1)
- aktives Sicherheitssystem (1)
- analyses (math) (1)
- ar (1)
- efficiency (1)
- fatality (1)
- finite element method (1)
- head (1)
- road) (1)
- simulation (1)
- stat] (1)
- tödlicher Unfall (1)
- Ästhetik (1)
- Öffentlich Private Partnerschaft (1)
- Öffentliche Beteiligung (1)
- Ökosystem (1)
- Überdeckung (1)
- Überrollung (1)
- Übertragung (phys) (1)
Institut
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.
Thorax injury is one of main causes of serious injury in frontal collisions, especially for elderly car occupants. The anthropometric test device (ATD) THOR‐M provides chest deflection measurements at multiple locations, to assess the risk of thorax injury. For this purpose e, risk functions are needed that relate the potential criteria based on multipoint chest deflection measurement to in jury risk. Different thorax injury criteria and risk functions for THOR have been proposed [2‐3]. The criteria and functions are based on the traditional approach to developing injury risk functions using matched ATD and PMHS tests by relating the injury (number of fractures) to injury criteria. Regarding these studies, some limitations have been identified, in particular concerning the loading conditions of the data used (mainly 3‐point‐belt loading, high loading severity, out‐of‐date ATD versions. To extend the data set and overcome these limitations, a new approach for improved thorax injury criteria was applied within the EC‐funded project SENIORS. The new approach is based on matched frontal impact sled computer simulations with a model representing the latest THOR‐M ATD version, and matching simulations with a human body model (HBM) representing an elderly car occupant.
For a number of EU regulatory acts Virtual Testing (VT) is already allowed for type approval (see Commission Regulation No. 371/2010 of 16 April 2010 amending the Framework Directive 2007/46/EC). However, only a very general procedure on how to apply VT for type approval is provided. Technical details for specific regulatory acts are not given yet. The main objective of the European project IMVITER (IMplementation of VIrtual TEsting in Safety Regulations) was to promote the implementation of VT in safety regulations. When proposing VT procedures the new regulation was taken into account, in particular, addressing open issues. Special attention was paid to pedestrian protection as pilot cases. A key aspect for VT implementation is to demonstrate that the employed simulation models are reliable. This paper describes how the Verification and Validation (V&V) method defined by the American Society of Mechanical Engineers was adapted for pedestrian protection VT based assessment. or the certification of headform impactors an extensive study was performed at two laboratories to assess the variability in calibration tests and equivalent results from a set of simulation models. Based on these results a methodology is defined for certification of headform impactor simulation models. A similar study was also performed with one vehicle in the type approval test setup. Its bonnet was highly instrumented and subjected to 45 impacts in five different positions at two laboratories in order to obtain an estimation of the variability in the physical tests. An equivalent study was performed using stochastic simulation with a metamodel fed with observed variability in impact conditions of physical headforms. An estimation of the test method uncertainty was obtained and used in the definition of a validation corridor for simulation models. Validation metric and criteria were defined in cooperation with the ISO TC22 SC10 and SC12 WG4 "Virtual Testing". A complete validation procedure including different test setups, physical magnitudes and evaluation criteria is provided. A detailed procedural flowchart is developed for VT implementation in EC Regulation No 78/2009 based on a so called "Hybrid VT" approach, which combines real hardware based head impact tests and simulations. This detailed flowchart is shown and explained within this paper. Another important point within the virtual testing based procedures is the documentation of relevant information resulting from the verification and validation process of the numerical models used. For this purpose report templates were developed within the project. The proposed procedure fixes minimum V&V requirements for numerical models to be confidently used within the type-approval process. It is not intended to be a thorough guide on how to build such reliable models. Different modeling methodologies are therefore possible, according to particular OEM know-how. These requirements respond to a balance amongst the type-approval stakeholders interests. A cost-benefit analysis, which was also performed within the IMVITER project, supports this approach, showing the conditions in which VT implementation is beneficial. Based on the experience gained in the project and the background of the experts involved an outlook is given as a roadmap of VT implementation, identifying the most important milestones to be reached along the way to a future vehicle type approval procedure supported by VT. The results presented in this paper show an important step addressing open questions and fostering the future acceptance of virtual testing in pedestrian protection type approval procedures.
Upcoming test procedures and regulations consider the use of Q-dummies. Especially Q6 and Q10 will be introduced to assess the safety of child occupants in vehicle rear seats. Therefore detailed knowledge of these dummies is important to improve safety. As recent studies have shown, chest deflection measurements of both dummies are influenced by parameters like belt geometry. This could lead to a non optimized design of child restraint systems (CRS) and belt systems. The objective of this study is to obtain a more detailed understanding of the sensitivity of chest measurements to restraint parameters and to investigate the possibilities of chest acceleration as an alternative for the assessment of chest injury risks. A study of frontal impact sled tests was performed with Q6 and Q10 in a generic rear seat environment on a bench. Belt parameters like modified belt attachment locations were varied. For the Q6 dummy, different positioning settings of the CRS (booster with backrest) and of the dummy itself were investigated. The Q10 dummy was seated on a booster cushion. Here the position of the upper belt anchorage point was varied. To simulate the influence of vehicle rotation in the ODB crash configuration, the bench was pre-rotated on the sled in additional tests with the Q10. This configuration was tested with and without pretensioner and load limiter. Chest deflection in Q6 showed a high sensitivity to changes in positioning of the CRS and the dummy itself. A more slouched position of the CRS or dummy resulted in a reduction of measured chest deflection, whereas chest acceleration increased for a more slouched position of the CRS. Chest deflection in Q10 is sensitive to belt geometry as already shown in other studies. In a more outboard position of the shoulder belt anchorage the measured chest deflection is higher. Chest acceleration shows the opposite tendency, which is highest for the rearmost location of the upper belt anchorage. On a pre-rotated bench the highest chest deflection within this test series was observed without load limiter/pretensioner and an outboard belt position. By optimizing the belt location and the use of pretensioner/load limier the chest deflection was significantly reduced. For the Q6 a criterion based on chest acceleration as well as deflection measured at two locations might be the most reliable approach, which requires further research with an additional upper deflection sensor. In the Q10 the measured chest deflection does not always correctly reflect the severity of chest loading. The deflection is depending on initial belt position and restraint parameters as well as test conditions, which result in different directions of belt migration. A3ms chest acceleration might be a better indicator for severity of chest loading independent of different conditions like belt geometries. However, in some cases the benefit of an optimized restraint system could only be shown by deflection. These findings suggest that further research is needed to identify a chest injury assessment method, which could be based on deflection as well as acceleration or other parameters related to belt to occupant interaction.
In the EC FP6 Integrated Project Advanced Protection Systems, APROSYS, the first WorldSID small female prototype was developed and evaluated by BASt, FTSS, INRETS, TRL and UPM-INSIA during 2006 and 2007. Results were presented at the ESV 2007 conference (Been et al., 2007). With the prototype dummy scoring a biofidelity rating higher than 6.7 out of 10 according to ISO/TR9790, the results were very promising. Also opportunities for further development were identified by the evaluation group. A revised prototype, Revision1, was subsequently developed in the 2007-2008 period to address comments from the evaluation group. The Revision1 dummy includes changes in the half arms and the suit (anthropometry and arm biomechanics), the thorax and abdomen ribs and sternum (rib durability), the abdomen/lumbar area and the lower legs (mass distribution). Also a two-dimensional chest deflection measurement system was developed to measure deflection in both lateral and anterior-posterior direction to improve oblique thorax loading sensitivity. Two Revision1 prototype dummies have now been evaluated by FTSS, TRL, UPM-INSIA and BASt. The updated prototype dummies were subjected to an extensive matrix of biomechanical tests, such as full body pendulum tests and lateral sled impact tests as specified by Wayne State University, Heidelberg University and Medical College of Wisconsin. The results indicated a significant improvement of dummy biofidelity. The overall dummy biofidelity in the ISO rating system has significantly improved from 6.7 to 7.6 on a scale between 0-10. The small female WorldSID has now obtained the same biofidelity rating as the WorldSID mid size male dummy. Also repeatability improved with respect to the prototype. In conclusion the recommended updates were all executed and all successfully contributed in achieving improved performance of the dummy.
One main objective of the EU-Project SENIORS is to provide improved methods to assess thoracic injury risk to elderly occupants. In contribution to this task paired simulations with a THOR dummy model and human body model will be used to develop improved thoracic injury risk functions. The simulation results can provide data for injury criteria development in chest loading conditions that are underrepresented in PMHS test data sets that currently proposed risk functions are based on. To support this approach a new simplified generic but representative sled test fixture and CAE model for testing and simulation were developed. The parameter definition and evaluation of this sled test fixture and model is presented in this paper. The justification and definition of requirements for this test set-up was based on experience from earlier studies. Simple test fixtures like the gold standard sled fixture are easy to build and also to model in CAE, but provide too severe belt-only loading. On the other hand a vehicle buck including production components like airbag and seat is more representative, but difficult to model and to be replicated at a different laboratory. Furthermore some components might not be available for physical tests at later stage. The basis of the SENIORS generic sled test set-up is the gold standard fixture with a cable seat back and foot rest. No knee restraint was used. The seat pan design was modified including a seat ramp. The three-point belt system had a generic adjustable load limiter. A pre-inflated driver airbag assembly was developed for the test fixture. Results of THOR test and simulations in different configurations will be presented. The configurations include different deceleration pulses. Further parameter variations are related to the restraint system including belt geometry and load limiter levels. Additionally different settings of the generic airbag were evaluated. The test set-up was evaluated and optimized in tests with the THOR-M dummy in different test configurations. Belt restraint parameters like D-ring position and load limiter setting were modified to provide moderate chest loading to the occupant. This resulted in dummy readings more representative of the loading in a contemporary vehicle than most available PMHS sled tests reported in the literature. However, to achieve a loading configuration that exposes the occupant to even less severe loading comparable to modern vehicle restraints it might be necessary to further modify the test set-up. The new generic sled test set-up and a corresponding CAE model were developed and applied in tests and simulations with THOR. Within the SENIORS project with this test set-up also volunteer and PMHS as well as HBM simulations are performed, which will be reported in other publications. The test environment can contribute in future studies to the assessment of existing and new frontal impact dummies as well as dummy improvements and related instrumentation. The test set-up and model could also serve as a new standard test environment for PMHS and volunteer tests as well as HBM simulations.
Thoracic injury is one of the predominant types of severe injuries in frontal accidents. The assessment of the injury risk to the thorax in the current frontal impact test procedures is based on the uni-axial chest deflection measured in the dummy Hybrid III. Several studies have shown that criteria based on the linear chest potentiometer are not sensitive enough to distinguish between different restraint systems, and cannot indicate asymmetric chest loading, which has been shown to correlate to increased injury risk. Furthermore, the measurement is sensitive to belt position on the dummy chest. The objective of this study was to evaluate the optical multipoint chest deflection measurement system "RibEye" in frontal impact sled tests. Therefore the sensitivity of the RibEyesystem to different restraint system parameters was investigated. Furthermore, the issue of signal drop out at the 6 th rib was investigated in this study.A series of sled tests were conducted with the RibEye system in the Hybrid III 50%. The sled environment consisted of a rigid seat and a standard production three-point seat belt system. Rib deflections were recorded with the RibEye system and additionally with the standard chest potentiometer. The tests were carried out at crash pulses of two different velocities (30 km/h and 64 km/h). The tests were conducted with different belt routing to investigate the sensitivity of chest deflection measurements to belt position on the dummy chest. Furthermore, different restraint system parameters were investigated (force limiter level, with or without pretensioning) to evaluate if the RibEye measurements provide additional information to distinguish between restraint system configurations . The results showed that with the RibEye system it was possible to identify the effect of belt routing in more detail. The chest deflections measured with the standard chest potentiometer as well as the maximum deflection measured by RibEye allowed the distinction to be made between different force limiter levels. The RibEye system was also able to clearly show the asymmetric deflection of the rib cage due to belt loading. In some configurations, differences of more than 15 mm were observed between the left and side areas of the chest. Furthermore, the abdomen insert was identified as source of the problem of signal drop out at the 6th rib. Possible solutions are discussed. In conclusion, the RibEye system provided valuable additional information regarding the assessment of restraint systems. It has the potential to enable the evaluation of thoracic injury risk due to asymmetric loading. Further investigations with the RibEye should be extended to tests in a vehicle environment, which include a vehicle seat and other restraint system components such as an airbag.
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.
Das Fahrverhalten ändert sich mit zunehmendem Alter. Damit ändern sich auch die Risiken. Neben den jungen Fahranfängern im Alter von 18 bis etwa 25 Jahren stellen Fahrer über 75 Jahre eine besondere Problemgruppe dar. Mit zunehmender Zahl alter Fahrer (demographische Entwicklung plus Zunahme der Fahrerlaubnisinhaber in dieser Altersgruppe) besteht hier in naher Zukunft akuter Handlungsbedarf. Ansatzpunkte gibt es im gesamten Mensch-Maschine-Umwelt-System. Fahrzeuge müssen vermehrt im Hinblick auf alte Fahrer konstruiert und optimiert werden. Die Infrastruktur muss den Bedürfnissen einer eindeutigen Verkehrsführung angepasst werden. Aber nur, wenn der Mensch selbst geeignet ist, als Fahrer am Straßenverkehr teilzunehmen, ist ein Gewinn bei der Verkehrssicherheit zu erwarten. Dies muss gewährleistet werden. Wichtig ist, dass die Problematik der alten Fahrer als solche erkannt wird und schnell eine tragfähige Lösung für die Zukunft gefunden wird.
Although the number of road accident casualties in Europe (EU27) is falling the problem still remains substantial. In 2011 there were still over 30,000 road accident fatalities. Approximately half of these were car occupants and about 60 percent of these occurred in frontal impacts. The next stage to improve a car's safety performance in frontal impacts is to improve its compatibility. The objective of the FIMCAR FP7 EU-project was to develop an assessment approach suitable for regulatory application to control a car's frontal impact and compatibility crash performance and perform an associated cost benefit analysis for its implementation. This paper reports the cost benefit analyses performed to estimate the effect of the following potential changes to the frontal impact regulation: • Option 1 " No change and allow current measures to propagate throughout the vehicle fleet. • Option 2 " Add a full width test to the current offset Deformable Barrier (ODB) test. • Option 3 " Add a full width test and replace the current ODB test with a Progressive Deformable Barrier (PDB) test. For the analyses national data were used from Great Britain (STATS 19) and from Germany (German Federal Statistical Office). In addition in-depth real word crash data were used from CCIS (Great Britain) and GIDAS (Germany). To estimate the benefit a generalised linear model, an injury reduction model and a matched pairs modelling approach were applied. The benefits were estimated to be: for Option 1 "No change" about 2.0%; for Option 2 "FW test" ranging from 5 to 12% and for Option 3 "FW and PDB tests" 9 to 14% of car occupant killed and seriously injured casualties.
The frontal crash is still an important contributor to deaths and serious injured resulting from road accidents in Europe. As the Hybrid-III dummy used in crash tests is over two decades old, the European Enhanced Vehicle-safety Committee is studying the potential for a new test device. Key is the availability of a well-defined set of requirements that identifies the minimum level of biofidelity required for an advanced frontal dummy. In this paper, a complete set of frontal impact biofidelity requirements, consisting of references , description of test conditions and corridors, is presented.
This paper gives an overview of the in-depth crash investigation activity conducted by the Centre for Automotive Safety Research (CASR) at the University of Adelaide, in South Australia. Recent changes in method include: an expansion in on-call hours for the crash investigation team, providing the option of a phone interview for crash participants to discuss the crash, and downloading objective crash data from vehicle airbag control modules. These changes have resulted in: increased representativeness of crashes by hour of day; a decrease in the over-representation of fatal crashes in our sample; an increase in the proportion of crashes that involved a pedestrian, bicycle or scooter (moped); an increase in the proportion of crash participants consenting to an interview; and an increase in the objective data available, through airbag control module downloads. Our in-depth crash investigations enabled research into road departures that found barriers were a more feasible solution than clear zones for eliminating serious and fatal injury resulting from run off road crashes.
Die UNECE Regelung R58 regelt die Beschaffenheit und die Installation von Heckunterfahrschutzsystemen an schweren Güterkraftfahrzeugen, deren Ziel die Verbesserung der Kompabilität zwischen Pkw-Frontstrukturen und Lkw-Hecks ist. Dennoch verunglücken laut amtlicher Unfallstatistik allein in Deutschland rund 30 Pkw-Insassen in Heckauffahrunfällen auf Lkw tödlich, da diese Vorrichtungen hinsichtlich Einbauhöhe und Steifigkeit den Anforderungen des realen Unfallgeschehens nicht genügen. Das Ziel dieser Studie ist eine quantitative Abschätzung der möglichen Reduzierung der Verletzungsschwere mit Hilfe eines statistischen Modells, die durch eine Anpassung der geltenden Bestimmungen und die damit verbundenen technischen Veränderungen des bereits vorgeschriebenen Heckunterfahrschutzes zu erreichen wäre. In einer Nutzen-Kosten-Analyse wird die Wirtschaftlichkeit dieser Modifizierungen mit einem idealen Notbremsassistenten verglichen. Die Untersuchung orientiert sich dabei an den aktuell in der UN-ECE WP29/GRSG in Genf diskutierten Vorschlägen zur Anpassung der ECE-R58. Das verwendete ordinale Probit-Modell stellt einen Zusammenhang zwischen der Verletzungsschwere im auffahrenden PKW und erklärenden Größen her, in diesem Fall der kinetischen Energie des unterfahrenden Pkws und der strukturellen lnteraktion zwischen Lkw-Heck und Pkw-Front. Diese Maßnahmen könnten demnach 53 - 78% der Getöteten sowie 27 - 49% der Schwerverletzten bei diesen Unfallkonstellationen reduzieren, was pro Jahr 20 Getöteten und 95 Schwerverletzten entsprechen würde. Somit würde eine Modifikation einer bestehenden passiven Schutzmaßnahme an jährlich 100.000 neuzugelassenen Lkw und Anhängern bereits 20 Getötete adressieren. Im Vergleich dazu müssten jährlich 3 Millionen Pkw mit zusätzlicher Sensorik und Aktuatorik für einen idealen Notbremsassistenten ausgestattet werden, um im Idealfall alle Heckauffahrunfälle von Pkw auf andere Pkw oder Lkw und damit 53 Getötete zu vermeiden. Daher fällt auch das Nutzen-Kosten-Verhältnis deutlich zugunsten des verbesserten Heckunterfahrschutzes aus.
An analysis of NASS and FARS was conducted to determine crash conditions that involved injuries that are not currently being directly addressed by vehicle safety standards or by consumer information test protocols. Analysis of both field data and US NCAP tests were conducted to determine the relative safety provided by seating position and by vehicle model year. Opportunities for improvements were determined by crash categories with large populations of injuries that were not addressed by safety tests or smaller numbers that were increasing in frequency. Areas of opportunities include improved occupant restrain in rollovers, improved frontal protection for rear seat occupants and improved fire prevention in frontal and rollover crashes.
One of the major problems of road safety in Europe is the powered two wheelers accidents. One of the European countries with one of the highest rates is Portugal where in 2006, mopeds and motorcycles fatalities represented 27% of all road users deaths. In this work, a deep analysis and overview of the current state of mopeds and motorcycles accidents for the 2004-2006 period is presented. Within this period 830 PTW occupants die, 2958 have been severely injured and 25000 suffer slight injuries. A detailed analysis of the conditions of these accidents has been carried out, using the data of the national accident database. This analysis provides global information, about geographic environmental conditions, driver- characteristics among others. From this data detailed information is obtained allowing to know when, where and who. In order to answer the question why more a widely collection of data has been collect for 70 accidents. The data has been collected using OECD methodology. For these accidents a detailed reconstruction has been carried out, what is especially important for fatal accidents where for instance speed in an important factor. From these collection and analysis of data a wider overview of facts and measures are extracted. Among them, some are emphasized such as that the quality and non-use of helmets plays an important role in severe and fatal accidents especially for accidents involving moped vehicles, or speed is the most important factor in fatal accidents involving motorcycles. Concerning motorcycle accident reconstruction, different tools can be used depending of the accident scenario and complexity. For simple cases, with specific characteristics, analytical formulation based in vehicle crash dynamics can be use in order to determine the impact speed of the vehicles impact, analysing the skid marks, deformations, victims rest position and considering parameters (EES, vehicle deceleration, etc). Aspects such as the energy absorption capability of motorcycles are also discussed. In the general cases the accident reconstruction software Pc-Crash has been used for the reconstruction of the accident. In very complex cases, has for instance the impact between motorcyclist and barriers, Madymo software is used especially to determine speed from injuries. An example of the impact of a motorcyclist and a motorcyclist-friendly barrier is present to illustrate the benefits and limitations of such systems.
The number of road accidents in Portugal has decreased significantly in the last decades, however, this tendency is not similar in all types of transportation. In the most recent years and by European standards, Portugal is still one of the leading countries concerning the number of fatalities in Powered Two Wheelers (PTW) accidents. To this effect, the in-depth investigation of PTW accidents is crucial and so, a thorough statistical analysis concerning the main factors influencing PTW riders injury severity accidents was undertaken regarding the 2007-2010 period in the National Road Safety Authority (ANSR) injured riders database using the software SPSS. In addition, to determine the importance of absent factors in the database analysis, such as velocity, a set of 53 real accidents involving PTW were also investigated and computationally reconstructed using the software PC-Crash. Lateral collisions between a motorcycle, its rider and the side of three different passenger cars were also simulated, varying the motorcycle impact angle and velocity in order to estimate the PTW deformation energy and the rider- injuries, as this accident configuration stands out in terms of frequency and even severity. The results of this detailed study are presented.
Accidents involving two wheels vehicles represent one of the more important types of accidents in Europe. These accidents are usually not easy to reconstruct specially for the analysis of the injuries and its correlation with accident dynamics and evidences. Different methodologies are applied in this work for the reconstruction of two wheeler accidents, especially accident involving motorcycles. From the typologies of road evidences like skid marks, to the use of Pc-Crash and the use of Madymo models, different reconstruction of real accidents are presented. One of the questions that sometimes arise for legal purposes when some type of head injuries arise is if the occupant was wearing or not a helmet. The correlation of head injuries with the use of the helmet is a very important issue, therefore an important legal aspect. One of the key questions for the reconstructions that is difficult to analyze, is if the vehicle occupant, was or not, wearing the helmet. Based on the previously collected information, a generic model of a helmet was developed on CAD 3D, followed by its conversion into finite elements, all in order to perform impact tests using the Madymo software that would help improve the helmet- safety, but that also can be used as a tool in accident reconstruction.
Portugal has the highest rate of road fatalities in Europe (2002 and for Eur-15 - CARE database). For this highest rate, the accidents involving pedestrians and motorcycle occupants have a higher contribution than the European average. In the last years, especially accidents involving motorcycles have been investigated and currently two different projects are being carried out, one related with motorcycles accidents and the other with pedestrian accidents. In these projects, countermeasures among others to reduce the fatalities between these two types of road users are being studied. These accidents are investigated with the commercial accident reconstruction software PCCRASH but also new methodologies based on multibody dynamics are in development in order to more accurately study these two types of accidents. In this paper, the methodologies in use for accident reconstruction and new methodologies in development are presented. Speeding his found to be one of the major causes of road fatalities for pedestrians and motorcycle occupants. In the case of motorcycle accidents, these involve mainly young drivers. Aspects as social behavior are also important to understand the causes of some of these accidents. Some examples of accidents occurring in Portugal, involving especially motorcycles and pedestrians are presented and discussed.
Internationally, the need is expressed for harmonized traffic accident data collection (PSN, PENDANT, etc.). Together with this effort of harmonization, traffic accident investigation moves more and more in the direction of accident causation. As current methods only partly address these needs, a new method was set up. The main characteristics of this method are: • Accident/injury causation (associated) factors can objectively be identified and quantified, by comparison with exposure information from a normal population. • All relevant accident and exposure data can be included: human-, vehicle-, and environmental related data for the pre-crash, crash and postcrash situation (the so-called Haddon matrix). The level of detail can be chosen depending on interest and/or budget, which makes the method very flexible. In this paper the accident collection and control group method are presented, including some of the achieved results from a pilot study on 30 truck accidents and 30 control locations. The data were analyzed by using cross-tabulations and classification-tree analysis. The method proved useful for the identification of statistically significant causational aspects.
Validation of human pedestrian models using laboratory data as well as accident reconstruction
(2007)
Human pedestrian models have been developed and improved continually. This paper shows the latest stage in development and validation of the multibody pedestrian model released with MADYMO. The biofidelity of the multibody pedestrian model has been verified using a range of full pedestrian-vehicle impact tests with a large range in body sizes (16 male, 2 female, standing height 160-192cm, weight 53.5-90kg). The simulation results were objectively correlated to experimental data. Overall, the model predicted the measured response well. In particular the head impact locations were accurately predicted, indicated by global correlation scores over 90%. The correlation score for the bumper forces and accelerations of various body parts was lower (47-64%), which was largely attributed to the limited information available on the vehicle contact characteristics (stiffness, damping, deformation). Also, the effects of the large range in published leg fracture tolerances on the predicted risk to leg fracture by the pedestrian model were evaluated and compared with experimental results. The validated mid-size male model was scaled to a range of body sizes, including children and a female. Typical applications for the pedestrian models are trend studies to evaluate vehicle front ends and accident reconstructions. Results obtained in several studies show that the pedestrian models match pedestrian throw distances and impact locations observed in real accidents. Larger sets of well documented cases can be used to further validate the models especially for specific populations as for instance children. In addition, these cases will be needed to evaluate the injury predictive capability of human models. Ongoing developments include a so-called facet pedestrian model with a more accurate geometry description and a more humanlike spine and neck and a full FE model allowing more detailed injury analysis.
Injury severity of e.g. pedestrians or bikers after crashes with cars that are reversing is almost unknown. However, crash victims of these injuries can frequently be seen in emergency departments and account for a large amount of patients every year. The objective of this study is to analyze injury severity of patients that were crashed into by reversing cars. The Hannover Medical School local accident research unit prospectively documented 43,000 road traffic accidents including 234 crashes involving reversing cars. Injury severity including the abbreviated injury scale (AIS) and the maximum abbreviated injury scale (MAIS) was analyzed as well as the location of the accident. As a result 234 accidents were included into this study. Pedestrians were injured in 141 crashes followed by 70 accidents involving bikers. The mean age of all crash victims was 57 -± 23 years. Most injuries took place on straight stretches (n = 81) as well as parking areas (n = 59), entries (n = 36) or crossroads (n = 24). The AIS of the lower extremities was highest followed by the upper extremities. The AIS of the neck was lowest. The mean MAIS was 1.3 -± 0.6. The paper concludes that the lower extremities show the highest risk to become injured during accidents with reversing cars. However, the risk of severe injuries is likely low.
While cyclists and pedestrians are known to be at significant risk for severe injuries when exposed to road traffic accidents (RTAs) involving trucks, little is known about RTA injury risk for truck drivers. The objective of this study is to analyze the injury severity in truck drivers following RTAs. Between 1999 and 2008 the Hannover Medical School Accident Research Unit prospectively documented 43,000 RTAs involving 582 trucks. Injury severity including the abbreviated injury scale (AIS) and the maximum abbreviated injury scale (MAIS) were analyzed. Technical parameters (e.g. delta-v, direction of impact), the location of accident, and its dependency on the road type were also taken into consideration. The results show that the safety of truck drivers is assured by their vehicles, the consequence being that the risk of becoming injured is likely to be low. However, the legs especially are at high risk for severe injuries during RTAs. This probability increases in the instance of a collision with another truck. Nevertheless, in RTAs involving trucks and regular passenger vehicles, the other party is in higher risk of injury.
Introduction: The incidence of trauma-related cervical-spine fractures is 19-88 / 100.000. In contrast, the incidence of cervical spine injuries is as high as 19% - 51% of all spinal trauma. Cervical spine injuries in non-polytrauma patients are rare. However, due to the potential damage to the spinal cord these traumata are feared and mustn't be missed. Cervical spine injuries represent the highest reported early mortality rate of all spinal trauma. The rate of functional impairment afterwards is high and the rate of reintegration into work is low compared to other organ systems. In the past, trauma surgeons often did x-rays of the cervical spine with low inhibition threshold and often without strong clinical suggestion for vertebral or discoligamental injuries. This practice was queried by the Canadian C-Spine rule and extensively discussed in the past. Therefore we did a retrospective study whether non-polytrauma patients benefit from cervical spine x-rays.
Over the past two decades the popularity of consumer crash test programs, commonly referred to as New Car Assessment Programs (NCAP), has grown across the world. They are popular among government regulators as they afford a means of promoting safety innovations and levels of vehicle performance beyond those dictated by national standards. They also fulfill the demand for information regarding the safety ranking of vehicles among consumers contemplating the purchase of a new vehicle. There is no question that consumer crash test programs greatly influence vehicle design changes as well as accelerate the fitment of new safety features. The extent to which these changes can be expected to reduce serious and potentially fatal injuries will be influenced by how well the testing protocols and associated rating schemes correctly reflect the nature of the residual safety problem they seek to address. Drawing on data contained primarily in the US National Automotive Sampling System (NASS), the field relevance of current and proposed testing and rating protocols addressing frontal crash test protection is examined. Emphasis is placed on examining how accurately injury rates computed from the dummy responses measured in consumer crash tests correspond to actual injury rates observed in the field. Additional data from Canadian field investigations and US databases such as the National Motor Vehicle Crash Causation Survey (NMVCCS) are examined to see how well frontal airbag firing times, crush pulse durations and other determinants of injury are replicated in consumer testing protocols. This portion of the analysis draws on data obtained from Event Data Recorders (EDR) in both field collisions and staged tests of the same vehicle model. Vehicle rankings and overall frontal crash test ratings were found to be particularly sensitive to the choice of injury risk functions employed in the test. This was particularly true in the case of injury risk functions used to assess neck injury potential. Neck injury risk derived from Nij was found to show the least agreement with the field. Agreement between field chest injury rates and those derived from crash tests was improved considerably when chest injury risk functions for "older" occupants were employed. The paper concludes with a discussion of how different current testing protocols could be improved to enhance their field relevance.
In North America, frontal crash tests in both the regulatory environment and consumer-based safety rating schemes have historically been based on full-width and moderate-overlap (40%) vehicle to barrier impacts. The combination of improved seat-belt technologies, notably belt tensioning and load limiting systems, together with advanced airbags, has proven very effective in providing occupant protection in these crash modes. Recently, however, concern has been raised over the contribution of narrower frontal impacts, involving primarily the vehicle corners, to the incidence of fatality and serious injury as a result of the potential for increased occupant compartment intrusion and performance limitations of current restraint systems. Drawing on data documented in the National Automotive Sampling System (NASS)/ Crashworthiness Data System (CDS) for calendar years 1999 to 2012, the present study examines the characteristics of existing and proposed corner crash test configurations, and the nature of real-world collisions that approximate the test environments. In this analysis, particular emphasis is placed on crash pulse information extracted from vehicle-based event data recorders (EDR's).
The current maintenance management for bridges is mainly based on visual inspection and aims at the repair of identified damages. In the project cluster "Smart Bridge" an adaptive system for holistic evaluation in real time is developed. The following pilot studies show significant aspects of the Smart Bridge. Within the research project "Digital Test Area Autobahn" a new constructed prestressed concrete bridge is implemented with instrumented expansion joints and bearings, a "RTMS©" and a sensor network. By using analytical bridge models and evaluation methods the condition and reliability of the bridge as well as the remaining service life is determined. In the pilot study "duraBASt" sensors for the detection of durability and structural safety as well as data analyzing and evaluation procedures are investigated. The aim of this study is the partial implementation of the aspects: data collection, data processing and model development for condition assessment of the bridge.
The National Roads Authority in Ireland is responsible for planning and supervision of construction and maintenance works on the National Road network. Its primary function is "to secure the provision of a safe and efficient network of national roads". The population of Ireland has grown rapidly from 3.5 million to 4 million within the past 10 years, and vehicle ownership has also risen rapidly to 2 million vehicles, with 2.2 million drivers. Collisions rates in Ireland are at approximately 1.5 collisions per 1,000 population (in 2002), and 8.4 deaths per 1,000,000 population (in 2003). This ranked 8th out of the 15 countries in the European Union at the time. Ireland- current Road Safety Strategy includes Engineering Targets. These are to complete construction of certain lengths of new motorway, dual carriageway and 2+1 highway, to implement a certain number of accident remedial and traffic calming schemes, and to implement road safety audit on all new schemes. The accident remedial schemes, traffic calming schemes, and road safety audit are all the responsibility of the Road Safety section of NRA. The road safety programme of the NRA is divided into four main areas; a) accident remedial measures at individual sites, b) accident remedial treatment of entire routes, c) traffic calming of towns and villages on main roads, d) road safety audit. Examples of these measures are described. Evaluation of past programmes of single site accident remedial measures show a reduction in collision occurrence at these sites, but the effectiveness and the economic rate of return is decreasing over successive programmes. A similar programme has now been adopted on the rest of the country- road network, on regional and local roads. The programme of remedial treatment of entire routes has only recently started and has not been evaluated. Evaluation of the first programme of traffic calming of towns and villages shows an overall decrease in collisions and their severity, and a small reduction in speed. Road Safety Audit, examining new schemes a number of times during design and after construction, has been standard procedure on the national road network for nearly 6 years. An evaluation is currently underway.
Estimation of the benefits for the UK for potential options to modify UNECE Regulation No. 95
(2010)
The side impact problem in Europe remains substantial. UK data shows that between 22% and 26% of car occupant casualties are involved in a side impact, but this rises to between 29% and 38% for those who are fatally injured. This indicates the more injurious nature of side impacts compared with frontal impacts. The European Enhanced Vehicle safety Committee (EEVC) has performed work to address the side impact issue since 1979. As part of its continuing work, it has recently investigated potential options for regulatory changes to improve side impact protection in cars further. To support this work the UK undertook an analysis to estimate the benefit for potential options to modify UNECE Regulation 95. The analysis used the UK national STATS19 and detailed Co-operative Crash Injury Study (CCIS) accident databases. Of the potential options reviewed, it was found that the addition of a pole test offered the greatest benefit.
Impact severity is a fundamental measure for all in-depth crash investigation projects. One methodology used in the UK is based on the US Calspan software package CRASH3. The UK- in-depth crash investigation studies routinely use AiDamage3 a software package which is based on an updated version of the original CRASH3 algorithm, including enhancements to the vehicle stiffness coefficients. Real world accident-damaged vehicles are measured and their crush is correlated with a library of stiffness coefficients. These measurements are then used, along with other parameters, to calculate the crash energy and equivalent changes of velocity of the vehicles (delta-v), which is a measure of the impact severity. UK in-depth accident studies routinely validate the crash severity methodologies applied as the vehicle fleet changes. This is achieved by analysing crash test data and using the appropriate residual crush damage and other inputs to AiDamage3 and checking the program- outputs with the known crash severity parameters. This procedure checks, at least in part, the default stiffness values in the data libraries and the reconstruction methods used.
Side-impact safety of passenger cars is assessed in Europe in a full-scale test using a moving barrier. The front of this barrier is deformable and represents the stiffness of an 'average' car. The EU Directive 96/27/EC on side impact protection has adopted the EEVC Side Impact Test Procedure, including the original performance specification for the barrier face when impacting a flat dynamometric rigid wall. The requirements of the deformable barrier face, as laid down in the Directive, are related to geometrical characteristics, deformation characteristics and energy dissipation figures. Due to these limited requirements, many variations are possible in designing a deformable barrier face. As a result, several barrier face designs are in the market. However, research institutes and car manufacturers report significant difference in test results when using these different devices. It appears that the present approval test is not able to distinguish between the different designs that may perform differently when they impact real vehicles. Therefore, EEVC Working Group 13 has developed a number of tests to evaluate the different designs. In these tests the barrier faces are loaded and deformed in a specific and/or more representative way. Barrier faces of different design have been evaluated. In the paper the set-up and the reasoning behind the tests is presented. Results showing specific differences in performance are demonstrated.
Traffic accidents were ranked the third among the major causes of death in Thailand. About 13,438 deaths and the death rate from traffic accident was 21.5 per 100,000 of population in 2002. The deaths and death rate varied upon the economic situation. After the economic crisis, traffic accidents were increased as well as the period of the bubble economy. In the Central region of Thailand numbers of road traffic crashes were lower than Bangkok Metropolis, but the highest in the number of deaths, death rate and serious injuries in 2002. Men aged 15"29 years old had higher numbers of deaths than men in other age groups and higher than women. Deaths and injuries from road traffic crashes were the highest in April and January, because there was a long weekend in those months. About 80 percent of road traffic crashes were caused by private car and motorcycle. In 2000 about 51 percent of traffic accidents took place on the straight way, followed by the junction and curves. In 2002, about 97 percent of road traffic crashes were caused by human factors including improper passing, speeding and disregarding to traffic signal, however, the identification of causes of traffic accident needed to improve. Drunk driving, disregarding on safety equipment usage, inefficiency of law enforcement and discontinuing of road safety programs were the deepest causes of traffic accidents. Research based information, a broad coalition of stakeholder and urban planning policy were needed to incorporate for a comprehensive road safety policy formulation and actions.
Pedestrian and cyclist are the most vulnerable road users in traffic crashes. One important aspect of this study was the comparable analysis of the exact impact configuration and the resulting injury patterns of pedestrians and cyclists in view of epidemiology. The secondary aim was assessment of head injury risks and kinematics of adult pedestrian and cyclists in primary and secondary impacts and to correlate the injuries related to physical parameters like HIC value, 3ms linear acceleration, and discuss the technical parameter with injuries observed in real-world accidents based documented real accidents of GIDAS and explains the head injuries by simulated load and impact conditions based on PC-Crash and MADYMO. A subsample of n=402 pedestrians and n=940 bicyclists from GIDAS database, Germany was used for preselection, from which 22 pedestrian and 18 cyclist accidents were selected for reconstruction by initially using PC-Crash to calculate impact conditions, such as vehicle impact velocity, vehicle kinematic sequence and throw out distance. The impact conditions then were employed to identify the initial conditions in simulation of MADYMO reconstruction. The results show that cyclists always suffer lower injury outcomes for the same accident severity. Differences in HIC, head relative impact velocity, 3ms linear contiguous acceleration, maximum angular velocity and acceleration, contact force, throwing distance and head contact timing are shown. The differences of landing conditions in secondary impacts of pedestrians and cyclists are also identified. Injury risk curves were generated by logistic regression model for each predicting physical parameters.
Mechanical properties of tibial bone at compressive strain rates of 50-200 s-1 are obtained through Split Hopkinson pressure bar. Cylindrical specimens of 12-15 mm diameter and 2-5 mm thickness were used. The Young- moduli are calculated from linear portion of stress-strain curves. For both cortical and cancellous part of the bones, the Young- modulus was found to increase with the increasing strain rates. Also for both cancellous and cortical bones the Young- modulus increases consistently with increase in densities.
Before 2002, France was in the queue of Europeans countries in terms of road safety results because of the low density of population and the faulty behaviour of French due itself to a very low level of traffic law enforcement Even if there were signs of the change of mind in France towards road safety before, the turning point was in summer 2002, when the President declared road safety as a priority work during his mandate. The more symbolic measure was the decision to settle an automatic speed control system (700 fixed and 300 mobile). Over three years, the average speed on French roads decreased by 5 km/h and the number of fatalities on road turned down from an average of 8000 deaths per year to 5 300, which represents a decrease of more than 34 %. For the next months, we anticipate that, as many drivers have kept loosing points on their driving licence through light speed violations, this will lead drivers to check their speed and the speed limits more systematically as loosing points on one's driving license has longer time effects than paying a fine. Consequently, we expect a decrease of 10 % to 15% of fatalities in 2006, which is a very good result if we compare with the trend of the last twenty five years (about 2,3 %). The reverse effect of this system that lies on the changes of behaviour of the majority is that, there is more and more discontent against the system taking into account that automatic speed control system allows only a minor tolerance above limits and that local speed limits are not always adapted to local infrastructure and traffic conditions. Another weakness of the system is that motorcyclists are too rarely caught by the system; the system is being gradually improved by placing the new speed cameras in position of taking photographs of the back of the vehicle. But this would not be sufficient to reduce the speed of motorcyclists that are a very high risk group (16% of fatalities for 0,8 % of traffic) For alcohol, there is no easy route for progress: all what is done nowadays is toward festive impaired driving (through designating sober drivers or mass alcohol preventive screenings) although there is not enough done towards chronic alcoholic driving.
An eCall device has been mounted on some vehicles in France since 2003. It is an integrated car radio/GSM/GPS system that can be used with a SIM card. When an accident occurs, a call can be sent manually or automatically made to a telephone call centre. Knowing the geographic location, the vehicle identity and the possibility of a direct communication with the people involved enables the nearest emergency services to be called out. In this context, the LAB / CEESAR have set up a study aimed at evaluating the effectiveness of this system. The purpose of this paper is to detail the E-call system evaluation method of effectiveness used and give a global synthesis of the results.
This work aims at bringing evidence for mass incompatibility in frontal impact for cars built according to the UNECE R94 regulation. French national injury accidents database census for years 2005 to 2008 were used for the analysis. The heterogeneity of frontal self-protection among cars of different masses is investigated, as well as the partner protection parameter offered by these cars. The last part of the analysis deals with the estimation of the benefit, in terms of fatal and severe injuries avoided, if crashworthiness was harmonized for the whole fleet of vehicle. This calculation is done for France and is extended to all Europe.
The need of passive safety devices, able to reduce the accidents and the severity of injuries suffered by motorcyclist, distinctly arises from data on accident statistics. In this paper, the effectiveness of an airbag device fitted in the biker- garments has been verified through various numerical simulations. Two simple test conditions were defined, in order to investigate the performance of the device both for back and front impacts, and simulated at various impact speeds. With the aim of providing more information about the actual capability of the airbag to reduce the severity of the injuries, one of accident scenario described by ISO 13232:2005 has been also investigated, checking the real effectiveness of the airbag strap-based firing system too. Confrontation of injury indexes resulting from simulation with and without airbag made possible a realistic evaluation of the harm reduction induced by the airbag presence.
Among European Countries, Spain first issued a Standard, UNE 135900:2005, further updated in 2008, that deals with homologation and effectiveness evaluation of road restraint systems components designed to reduce harm for bikers impacting on them. An in depth analysis and critical review of this standard is reported in this paper. Beside a close examination of the standard requirements, numerical models of the crash test stated by the standard have been set up and simulated to study the effects of slight speed and approach angle variations on test results, remaining within tolerance gaps allowed by the standard. Model were validated against experimental data. Together with the expected increasing severity of the impact according with speed, a strong influence of approach angle on injury parameters was found. Possible improvements to the norm, in order to make it more robust, are suggested.
In-depth accident investigation offers many advantages for the analysis and comprehension of crash mechanisms. IFSTTAR makes such investigations since 1992 without interruption. The corresponding database contains more than 1200 accident case studies. Currently, in-depth accident investigation is one of the best ways to determine the speed or cars involved in accidents. This paper first presents the methods used for accident investigation and for accident kinematic reconstruction. Then, in order to illustrate the interest and possible applications of such accident data, it shows some results from a recent study based on the IFSTTAR in-depth accident study programme (IDAS) and dealing with the link between travelling speed and accident risk.
Mit dem Beitrag soll ein Überblick zum aktuellen Bearbeitungsstand der ZTV Ew-StB vermittelt werden. Insbesondere soll auf Neuerungen und Veränderungen hingewiesen und diese inhaltlich kurz beleuchtet werden. Hervorzuheben ist, dass das Regelwerk um die grabenlose Kanalsanierung erweitert wurde und zulässige Abweichungen beim Bau von Entwässerungseinrichtungen geändert wurden. Nach ca. 4 Jahren ist die Überarbeitung und Abstimmung nunmehr weitgehend abgeschlossen.
The market introduction and penetration of electric vehicles can be seen as a milestone in order to reduce the environmental burden imposed by the transport sector. The wide-spread use of electric vehicles powered by electricity from renewable sources promises a substantial reduction of local emissions in urban areas as well as greenhouse gas emissions. To be a successful mobility alternative several obstacles and challenges have to be overcome first. Especially the customers' purchase decision determines finally whether an innovation like electromobility will be successful. Therefore, this paper concentrates on demand-related obstacles and barriers for a broad market deployment of electric cars. Within the Electromobility+ project eMAP these issues are investigated via a consumer survey. It was designed to identify the awareness of potential consumers of electric cars as well as give an estimate of the attitude towards this new technology. In addition to the picture of potential demand-related obstacles the consumers were asked to evaluate the suitability of various promotion measures.