improvement of vehicle and road safety at national

8/4/2019 Improvement of Vehicle and Road Safety at National

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Vehicle Safety InstituteGraz University of Technology

Improvement of vehicle and road safety at

national and international level

Ernst Tomasch


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23-05-05 Improvement of vehicle and road safety at national and international level 2


An accident is an unexpected or surprised

incident which changes the situation of

vehicles involved as well as situations of

passengers or pedestrians


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International

PENDANT

ROLLOVER

RISER

National

ZEDATU


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PENDANTPan-European Co-ordinated Accident and

Injury Databases

Co-ordinatior

Vehicle Safety Research Centre

Loughborough University




PENDANT Project Structure

Project Structure

WP 1

Development of

accident

investigation tools& procedures

Leader: TU Graz

WP 2

Development &

analysis of in-

depth crash injurydatabase for car

occupants

Leader: VSRC

WP 3

Hospital based

data

Leader: INRETS




Main outputs of accident investigation

Harmonised injury coding method

Recommendations and guidelines for harmonised

accident investigation practice Methods to predict casualty reductions of both accident

and injury reduction measures




Harmonised injury coding

method




Types of Injury Coding Systems

Classification with primary use in mortality(International Classification of Diseases - ICD)

Modified classification with primary use inreimbursement; (developed from the ICD-9 and used inNorth America for reimbursement of Medicare)

Severity with focus on identification of injury(Abbreviated Injury Scale - AIS)

Severity with focus on location of injury (US NationalAutomotive Sampling System - NASS)

Impairment with focus on identification of injury(Functional Capacity Index - FCI)




Systems in existence worldwide

International Classification of Diseases - ICD

Abbreviated Injury Scale - AIS

National Automotive Sampling System NASS Functional Capacity Index - FCI

AO fracture classification (Arbeitsgemeinschaft fuer

Ostosynthesefragen) Organ Injury Scaling - OIS

Glasgow Coma Score - GCS

Revised Trauma Score - RTC




Limitations of coding systems

Describe only specific body regions

Comprehensive classification of fractures to the

skeletal region Differentiation between severity within an organ

Covers the major abdominal and thoracic organs

Relating to head injury and even then only describesthe consequences of the injury and not the injury itself

Provides an overall score for the associated level of

trauma

V hi l S f I i




Appropriate Injury Codes

Which information should the system perform?

Detailed injury description

Injury location

Severity of injury

Flexible system to accommodate changes over time

Easily to use and relevant for the project

Possible Injury Coding Systems for PENDANT

AIS

ICD

Neither AIS or ICD comprehensively addresses the needs of theproject to develop a system for PENDANT would require a

significiant investment of ressources.

V hi l S f t I tit t


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Suitable coding system: AIS

Injury location

Injury description

Severity Easy for use

Flexible

Is used in vehicle safety research since 1960s

MAIS and ISS are used in conjunction

NISS and TRISS could be used as well

Vehicle Safety Institute


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Recommendations and

guidelines for harmonisedaccident investigation

practice



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Purpose

ensure that accident data collected by several

organisations are directly comparable

overview at which thinks investigator has to

look at



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Accident investigation

on-scene retrospective

measuring of accident scene

take evidence of accident

measuring vehicle (exterior interior)

classify collision CDC

record injuries

reconstruct accident

combination

Support frompolice

necessary

Input frompolice

Investigator



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Measuring accident scene Conventional

Photogrammetry (PC-Rect)

Aerial photography

Evidence on-scene Throwing range of broken glass

Skid marks from movement, locked wheels, sliding vehicles

Skid mark interference

Vehicle measurement - CDC

Evidence of vehicle Damage-, Material-, Wiping -

Abrasion, melting marks

Biological traces Webbing marks

Triangle measuring



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Methods to predict casualty

reductions of both accidentand injury reduction

measures



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yGraz University of Technology

Estimating casualty and injury reductions

Analysis to compare the casualty of single accidents ofcars with and without Electronic Stability Programme(ESP)

Compare single car accidents with cars not equippedwith ESP and reconstruct these cases with theassumption car was equipped with ESP

Influence of engineering countermeasures to predictthe acceleration, deformation and intrusion behaviourduring a real world accident

Predict injuries or the effect of engineeringcountermeasures on the injury risk of the occupants



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yGraz University of Technology

Accident reconstruction - ESP

Case source: MHH (Medical

University Hannover)

Wet road

Driver didnt pay enough

attention

emergency manoeuvre to avoid

collision with traffic sign

steered to hard and had to

countersteer Finally started skidding and

lost control of vehicle

Only slight injury



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Graz University of Technology

ROLLOVERImprovement of rollover safety for

passenger vehicles

Co-ordinator




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ROLOVER Project Structure

(1) Accident Statistics

(2) In-depthAccidentAnalysis

(3) Rolling Phase /Injury mechanisms

(4) Virtual Test MethodsExperimental Test Methods

(5) Design Instructions&

Demonstration

Vehicle Safety InstituteG U i i f T h l


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Aims & Innovations

Electronic Database of Rollover accident in EC

Categorisation of rollover types

Detailed knowledge of different injury types androllover mechanisms

New numerical test methods

New experimental test methods Design instruction for efficient rollover protection

Suggestion for new or improved EC regulations

Ideas for new restraint systems

Vehicle Safety InstituteG U i it f T h l


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Accident Statistics

Source: GIDAS, CCIS,STATS 19, Spain

~5-15% rollover accidents ~10-15% fatal/sever injured

occupants

Multiple impacts (2/3)

Single vehicle rollovers (1/3)

First event impact rather thanrollover

0%

2%

4%

6%

8%

10%

12%

Accidents:

Rollover / All

Accidents

Fatalities:

Rollover /All

Accidents

Risk: Rollover

Fatalities /

Rollover

Accidents

Risk: All

Fatalities / All

Accidents

Rate name

rate

Spain Catalonia



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In-depth accident analysis

Reconstruction of ~80 realworld cases

Occupant behaviourexperiments

Pre-roll phase

1st phase of roll



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Classification

Reconstruction estimatesmechanical parameters(in 3-d):

Tire forces Velocity

Roll angle, - rate, -acceleration

Importance on Roll rate asused in state-of-the-arttechnologies for detection

Focus on roll rate roll angledependency

-5

-4

-3

-2

-1

0

1

2

-405 -360 -315 -270 -225 -180 -135 -90 -45 0 45

Rollangle [deg]

Rollrate

[1/s]

90

0.05 rad/sec

first phase of

roll

last siginficant

zero

-5

-4

-3

-2

-1

0

1

2

3

4

5

-90 -60 -30 0 30 60 90

Rollangle [deg]

Rollrate[1/s

]

First phase of rollover

e.g. Impact induced rollover



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Rolling phase / Injury mechanisms

Component tests forvalidation

Full scale reconstruction ofreal world accidents

Numerical simulation ofoccupant movement duringroll

Cause of injury summary



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New tests methods (numerical / experimental)

Vehicle Structure

Restraint system

Sensing system

Trim and interior

example: Inverted drop test



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Outlook

Definition of criteria fordifferent test methods

Set-up demonstrator withimprovements

Verification of improvementsby virtual methods

Cost/Benefit analysis

www.vsi.tugraz.at/rollover

Partners:

http://www.vsi.tugraz.at/rolloverhttp://www.vsi.tugraz.at/rollover


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y gy

RISERRoadside Infrastructure for Safer European

Roads

Co-ordinator

Chalmers University of Technology



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CTH

HUT

TUG

CIDAUT

CETEVRERF

VSRC

CIDAUT (REC)CETE (GOV)TUG (HES)VR (IND)

ERF (OTH)VSRC (HES)CTH (HES)HUT (HES)HIASA (IND)TNO (REC)

HIASA

TNO

RISER Consortium



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Problem to be Solved

Up to 40% of traffic fatalities aresingle vehicle, off-road collisions



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General European Figures

% Traffic Fatalities Due to Single Vehicle Collisions (1995)(Source: ETSC Forgiving Roadsides Briefing)

18% Great Britain

25% Sweden, Finland, The Netherlands 31% France

42% Germany

In fatality accidents:

Most commonly struck objects are trees (usually 1/2 of all cases)

Poles / lamp posts (approx 20%)

Barriers (approx 20%) - depending on the roadway

High speed & alcohol are often involved



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Program Objectives

To improve roadside safety in Europe, the followingobjectives have been identified: Identify collision data resources necessary for decision making (life

cycle analysis, cost-benefit, road safety audits) Identify technical performance data for decision making

Outline design, maintenance, and operations guidelines for roadsideinfrastructure



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General Statistics

Comparing road side furniture there are great differences in thefrequency, fatality and injury risk but the trend shows a highfatality risk on tree and pole impacts.

Regarding the vehicles involved in single vehicle accidents theresearch showed that this accident type mainly occurs for cars,vans and trucks. Motorcycle and moped crashes are minorimportant. Although motorcycle accidents have not a relevant

influence on the accident statistics there is an high fatality ratewithin these kind of accidents.

In the urban areas single vehicle accidents do not play a dominantrole as they do in rural areas. Front end rear end collisions

dominate, and lateral collisions and collisions with pedestriansexceed single vehicle accidents.

The crash severity peaks of with bad weather conditions.



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Remarkable is the high rate of none object hit inSpain (40 %) and the Netherlands (24 %). SafetyBarrier impact is between 20 and 24 % for France,Spain and Great Britain, 13 % for Austria (only thiscategory is reported in Austria) and 14 % for

Sweden, but only 2 % for Spain. Ditch accidentsare relevant for France (29 %) and Spain (15 %),but for the Netherlands no ditch accidents arereported

RISER SVA PER HIT OBJECT

0%

10%

20%

30%

40%

50%

60%

70%

80%

90%

1 SWE 3 FIN 4 AUT 5 FRA 6 ESP 7 GB 8 NL Total

DATABASE

0 Unknown 1 None 2 Tree 3 Post

4 Safety Barrier 5 Ditch 6 Other natural object 7 Other man made structure

9 Other N/A

RISER SVA Hit object and injury

RISER INJURY (FATAL, SERIOUS, SLIGHT) SVA PER HIT OBJECT

10%6%

40%

15%

29%24%

20%

10% 18%

8%

14%

33%

14%

12% 11%6%

15%

10%

5%

30%

11%

100%

24%

20%

15%

14%

36%

34%

15%

10%

18%10%

3%22%

19%10%

10%

7%

9%

6%

23% 24%

4%

15%

0%

10%

20%

30%

40%

50%

60%

70%

80%

90%

100%

1 SWE 3 FIN 4 AUT 5 FRA 6 ESP 7 GB 8 NL Total

1 None 2 Tree 3 Post 4 Safety Barrier 5 Ditch 6 Other natural object 7 Other man made structure 9 Other

There are great differences in the frequency of theobject types. The distribution of RISER injury SVAfor hit object is for none object hit between 6 % (F)

and 40 % (E), for tree between 9 % (E) and 33 %(NL), for post between 6 % (F) and 15 % (GB), forsafety barrier between 2 % (E) and 30 % (S), forditch between 10 % (GB) and 37 % (SF), for othernatural object between < 1 % (GB) and 10 % (S),for other man made structure it is between 2 %(GB) and 22 % (S),



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RISER conclusions

international comparability of these data is very limitedas they are based on widely differing national injurydefinitions

different level of reporting accident types

different national characteristics



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ZEDATU

Zentrale Datenbank tdlicher Unflle mitAuswertung der

Vermeidbarkeitsmglichkeiten

Co-ordinator




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Accident statistics 2004

Source: Austrian Safety and Prevention Board - Institute for Road Accident Statistics

Fatalities Accidents

Injuries



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Injuries - Fatalities

Injuries:

63,5% cars

31,7% pedestrians, bicycles andmotorcycles

4,8% others

Fatalities:

54,6% cars

37,8% pedestrians, bicyclesand motorcycles

7,6% others

Source: Austrian Safety and Prevention Board - Institute for Road Accident Statistics


R f hi j


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Reason for this project

Situation 2002 in comparison to 2001 (source: www.statistik.at)

43.173 road accidents with injured persons +0,2%

56.684 injured +0,7%

956 fatalities -0,2%

No significant improvement on fatalities


Sit ti 2004


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Situation 2004

Situation 2004 in comparison to 2003 (source: www.statistik.at)

42.657 road accidents with injured persons -1,8%

55.857 injured -1,8%

878 fatalities -5,7%

42657

37110

5547

difference /debit

current

accidents

878

755

123

difference /debit

current

fatalities

Gap:

Accidents: 5547 - 14%

Fatalities: 123 - 13%


G l


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Goal

Database with detailed Information

Based on STAIRS/PENDANT including RISER and ROLLOVERdata fields

General accident data

Vehicle data

Road infrastructure

Occupant and pedestrian injuries Statistical accident scene significance

Different accident scene - same significance

Analysis and methods for avoidance Structural

Optical

Conceptual


E ample single ehicle accident ith tree


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Example: single vehicle accident with tree

Straight road with a right bend atthe end and slight elevation

Situation: Too fast

Not belted

No safety barrier in the bend

Result:

Head contact with windscreen

Driver was jammed in car Died in accident

Improvement: Safety barrier along bend


Test of road side barriers


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Test of road side barriers

Source: DELTA BLOC (http://www.deltabloc.com):

Test configuration: 38.000 kg, 65 km/h - 20

Prevent vehicles crossing the median


Conclusions
http://www.deltabloc.com/http://www.deltabloc.com/


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Conclusions

Harmonised methodology to collect accidents

STAIRS based

enhanced protocoll by PENDANT, RISER, ROLLOVER, CARE

Harmonised injury coding

These projects will be finished this year

Potential in new member states

Reach goal of 2010



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Thank you for your

attention

www.vsi.tugraz.at

improvement of vehicle and road safety at national

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