The aim of the present study was to estimate the correlation between Euro NCAP pedestrian rating scores and injury outcome in real-life car to pedestrian crashes, with special focus on long-term disability. The study also surveyed most frequently injured body regions and risk differences for specific elements of pedestrians hit by cars. Another aim was to determine whether Brake Assist systems affect the injury outcome in real-life car to pedestrian crashes and to estimate the effect in injury reduction of a high Euro NCAP ranking score combined with Brake Assist. In the current study, the Euro NCAP pedestrian scoring was compared with the real-life outcome in pedestrian crashes that occurred in Sweden 2003-2010. The real-life crash data was obtained from the data acquisition system STRADA, which combines police records and hospital admission data. The medical data consisted of International Statistical Classification of Diseases and Related Health Problems (ICD) diagnoses and Abbreviated Injury Scale (AIS) scoring. In all approximately 500 pedestrians submitted to hospital were included in the study. Each car model was coded according to Euro NCAP pedestrian scores. In addition, the presence or absence of Brake Assist (BA) was coded for each car involved. Pedestrians were grouped according to associated car scoring. Injury outcomes were analyzed with AIS and, at victim level, with permanent medical impairment. This was done by translating the injury scores for each individual to Risk of Serious Consequences (RSC) at 1, 5 and 10% level of medical disability or more. This indicates the total risk of a medical disability for each victim, given the severity and location of injuries. The mean RSC (mrsc) was then calculated for each pedestrian group and t-tests were conducted to ensure statistically significant differences in mrsc between groups. The results showed a significant reduction of injury severity for pedestrians hit by cars with better pedestrian scoring, although pedestrians hit by cars with a high score (three or four stars) could not be studied, due to lack of cases. The reduction of RSC for pedestrians hit by medium performing (two-star) cars in comparison with pedestrians hit by low performing (one-star) cars was 12, 19 and 28% for 1 ,5 and 10% of medical impairment or more, respectively. These results applied to speed limits up to 90 km/h. In urban areas with speed limits up to 50 km/h the reduction of RSC was 17, 26 and 38% for 1, 5 and 10% of medical impairment or more, respectively. Car to pedestrian crashes was most common at speed limits up to 50 km/h and leg, arm and head were the most frequently injured body regions. RSC for pedestrians hit by cars with Brake Assist was not statistically significant lower than for pedestrians hit by cars without Brake Assist. RSC for pedestrians hit by two-star cars with Brake Assist was 19, 31 and 46% lower for 1, 5 and 10% of medical impairment or more, respectively, compared to pedestrians hit by one-star cars without Brake Assist. A significant correlation between Euro NCAP pedestrian score and injury outcome in real-life car to pedestrian crashes was found. The injury reduction was found to be larger for higher severity and level of permanent medical impairment. Car to pedestrian crashes was most common at lower speed zones. Leg, arm and head were the most frequently injured body regions. Brake Assist had no statistically significant effect measured in RSC on car to pedestrian crashes in this material. A high Euro NCAP scoring combined with Brake Assist was shown to give a high effect in reduction of RSC for pedestrians. / Syftet med denna studie var att uppskatta korrelationen mellan Euro NCAPs testresultat för fotgängarskydd och skadeutfall i verkliga olyckor med fotgängare och personbilar, med särskilt fokus på skador som ger medicinsk invaliditet. I studien kartlades även de mest frekvent skadade kroppsregionerna och riskskillnader för särskilda faktorer för fotgängare påkörda av personbilar. Studien syftar dessutom till att undersöka bromsassistanssystems påverkan av skadeutfallet för fotgängare i verkliga olyckor med personbil och att uppskatta den skadereducerande effekten av en hög Euro NCAP-poäng kombinerat med en bromsassistansutrustning. I denna studie var Euro NCAPs fotgängarskyddspoäng jämförd mot skadeutfallet i verkliga olyckor som skett i Sverige 2003-2010. Data från verkliga olyckor inhämtades från databasen STRADA (Swedish Traffic Accident Data Acquisition) som kombinerar polis- och sjukvårdsrapporterad data. De medicinska data innehåller diagnoser av typen ICD (International Statistical Classification of Diseases and Related Health Problems) och värden för AIS (Abbreviated Injury Scale). I helhet var omkring 500 fotgängare inkluderade i studien. Varje enskild personbilmodell kodades enligt Euro NCAPs fotgängarskyddspoäng. Dessutom kodades förekomst eller avsaknad av bromsassistansutrustning för varje enskild personbil inkluderad i studien. Fotgängarna grupperades enligt påkörande personbils fotgängarskyddspoäng. Skadeutfallet analyserades med AIS, på individnivå och med medicinsk invaliditet. Detta gjordes genom översättning av skadeutfall för varje fotgängare till risk för allvarliga konsekvenser (RSC, Risk of Serious Consequences) på 1, 5 och 10 % medicinsk invaliditet eller mer. Detta påvisar den totala risken för medicinsk invaliditet med hänsyn till skadegrad och -lokalisering. Medelvärdet av RSC (mrsc) beräknades sedan för varje fotgängargrupp och t-test utfördes för att säkerställa statistiskt signifikanta skillnader mellan gruppernas mrsc. Resultaten visade en signifikant skadereduktion för fotgängare påkörda av personbilar med en högre fotgängarskyddspoäng, trots att fotgängarolyckor med personbilar som har hög poäng (stjärnbetyg tre och fyra) inte kunde studeras på grund av fåtaligt antal olycksfall. Reduktionen av RCS för fotgängare påkörda av medelpresterande (stjärnbetyg två) personbilar i jämförelse med fotgängare påkörda av lågpresterande (stjärnbetyg ett) personbilar var 12, 19 och 28 % för 1, 5 respektive 10 % medicinsk invaliditet eller mer. Dessa resultat gäller olyckor på vägar med hastighetsgräns upp till 90 km/h. I stadsmiljö med hastighetsgräns upp till 50 km/h var reduktionen av RSC 17, 26 och 38 % för 1, 5 respektive 10 % medicinsk invaliditet eller mer. Fotgängarolyckor med personbil var vanligast på vägar med hastighetsgräns upp till 50 km/h och ben, arm och huvud var de mest frekvent skadade kroppsregionerna. RSC för fotgängare påkörda av personbilar utrustade med bromsassistans var inte statistiskt signifikant lägre än för fotgängare påkörda av personbilar utan bromsassistansutrustning. RSC för fotgängare påkörda av tvåstjärniga personbilar utrustade med bromsassistans var 19, 31 och 46 % lägre för 1, 5 respektive 10 % medicinsk invaliditet eller mer jämfört med fotgängare påkörda av enstjärniga personbilar utan bromsassistansutrustning. En signifikant korrelation mellan Euro NCAPs fotgängarpoäng och skadeutfall i verkliga fotgängarolyckor med personbil påträffades. Skadereduktionen visade sig vara högre för högre skadegrad och nivå av medicinsk invaliditet. Det var vanligare att personbilar kör på fotgängare på vägar med lägre hastighetsgräns. Ben, arm och huvud var de mest frekvent skadade kroppsregionerna. Bromsassistans hade inte en statistiskt signifikant effekt mätt i RSC för fotgängarolyckor i detta material. En hög Euro NCAP poäng kombinerat med bromsassistansutrustning visade sig ge en hög effekt av att reducera fotgängares RSC.

Over the last years, bicycles have been addressed in newly developed driver assistance systems for passenger cars on a voluntary basis, and beginning with the blind spot assist systems, this tendency has been picked up by vehicle regulations and systems are made mandatory. This paper intends to give a detailed summary of which vehicle regulations are currently addressing bicycles, when they come into force and if they will be mandatory in the EU. Also, the performance of already available active safety systems for bicycles (not covered by regulatory requirements) and their technological potential will be included.

Whiplash injuries as a result of rear impact are among the most common injuries in traffic accidents. This is why whiplash injuries have reached a high priority in the research area. In this study, the effects of head restraint position and impact pulse to the whiplash injury have been analyzed by performing whiplash tests using the sled test facility of METU-BILTIR Center Vehicle Safety Unit. Although there are many whiplash test protocols, the test sample has been prepared according to the most recent one, Euro NCAP Whiplash Test Protocol. Three different head restraint positions and three different impact pulses with different severities, totally nine tests have been performed. The tests are performed with a three point generic seat belt and an instrumented Hybrid III 50th percentile male adult crash test dummy is used as the occupant in driver seat of a light commercial vehicle. High speed cameras, sensors on the crash test dummy and a data acquisition system are used to take the test data. This test data has been analyzed and presented according to the defined whiplash assessment criteria and the performance scores of the particular seat for each test have been determined using the whiplash assessment criteria values according to the Euro NCAP Test Protocols.

The aim of this master’s thesis was to create a component model of a door handle stiffener used by the Volkswagen concern, which can be used for crash computations. Also to tune its parameters the way, its behavior corresponds the most to the real part’s. In the theoretical part the current regulations of the Euro NCAP are presented, concerning the testing and evaluation of the passive safety of new vehicles. Attention is focused on the evaluation of the side impact barrier tests, where the effect of the door handle stiffener’s damage is reflected the most. Shown are the reasons for the effort to simulate the real behavior of the stiffener, the factors, which initialized the born of the studied problem. The practical part starts with the creation of the FEM mesh of the part based on its 3D CAD model, also describes the requirements for the mesh quality, as well as the used tools and methods. Further on investigated are the characters of real damages of the door handle area during side impacts, based on which the component tests are proposed for the validation of the simulation model. Experimental research consists of the stiffener’s testing for simple bend and twist loads, three specimens each. After the execution of the tests the results get compared with the corresponding simulations. Modifications are made on the model according to the acquired results: refinement of the FEM mesh, new material model usage with failure for shell elements and definition of real material characteristics for the used thermoplastics. The latest obtained simulation dependencies are compared with the measured values again, the results are evaluated at last.

This thesis seeks to simulate the impact on the human foot on the car bumper. The opening section deals with requirements as to the current passive safety features aiming to mitigate the consequences of such impact. The thesis also describes the construction of a human foot impactor, its certification via both static and dynamic tests, a simulation of the cash test and its evaluation. The designed model as well as the simulation procedure have been led according to the current Euro NCAP specifications.

Simplified parametric model of vehicle side structure MT, Institute of Automotive Engineering, 2010, p. 117, fig. 130, appendices 0 This study´s motivation is based on Euro NCAP tests, especially side impact test, which consist of barrier impacting into vehicle side. Goal is to make simplified parametric model of vehicle side structure. The behavior of loads on dummy must be as identical as possible with big FEM model.

Since 2015, road traffic safety is included in the United Nations Agenda for Sustainable Development, meaning that methods for promoting road traffic safety are needed in order to reach the goals set for sustainable development. The purpose of this study is to examine the current situation and the potential of vehicle-related policy as a tool for promoting road traffic safety. The current situation has been examined through interviews and a quantitative content analysis of regulations in Swedish organisations’ policies. The potential for increasing road traffic safety by setting stricter regulations has been estimated with vehicle statistics and literature on relative risk reduction. Results from the quantitative content analysis and the interviews show that road traffic safety regulations are currently not prioritised in the same way as environmental regulations are. Furthermore, the results show that an increased inclusion of safety regulations in policies would lead to positive effects for both the organisations’ employees as well as other road users. This is because cars with certain safety systems and safety classifications have a reduced traffic accident risk. If organisations would demand that their cars, to a greater extent, is classified with the highest grade according to Euro NCAP (New Car Assessment Programme), it would mean that the general level of safety is increased in newly acquired cars. In order to reach these effects, organisations need to work in a more structured way in how they formulate and follow up on their policies. By presenting a safety footprint, similar to the climate footprint that today functions as an indicator for organisations’ environmental responsibility, road traffic safety can be included as an integral part of how organisations work with sustainability and eventually increase the status of road traffic safety in relation to environmental sustainability issues. / Trafiksäkerhet är sedan 2015 inkluderat i FN:s hållbarhetsagenda, vilket innebär att metoder för att främja trafiksäkerheten är en viktig del av hållbarhetsarbetet. Denna studie syftar till att undersöka nuläget och potentialen för fordonsrelaterade styrdokument som verktyg för att främja trafiksäkerhet. Nuläget har undersökts genom samtalsintervjuer samt en kvantitativ innehållsanalys av kravställning i svenska organisationers styrdokument. Den potential för ökad trafiksäkerhet som finns i att ställa högre krav har uppskattats med hjälp av fordonsstatistik och litteratur om relativ riskreducering. Resultaten från den kvantitativa innehållsanalysen och intervjuerna visar på att krav avseende trafiksäkerhet i nuläget är bortprioriterade i styrdokument, till förmån för miljömässiga krav. Vidare så visar resultaten att en ökad inkludering av säkerhetskrav i styrdokument skulle leda till positiva effekter för såväl organisationens anställda som andra vägtrafikanter, då personbilar med vissa säkerhetssystem och säkerhetsklassningar reducerar risken för trafikolyckor. Om organisationer i större utsträckning ställer krav på att personbilar ska ha högsta säkerhetsklassning i Euro NCAP leder detta till att säkerhetsnivån höjs i nytillskottet av personbilar. För att kunna uppnå dessa effekter behöver organisationer arbeta mer strukturerat med utformning och uppföljning av sina styrdokument. Genom att redovisa ett säkerhetsavtryck likt det klimatavtryck som idag är en indikator för organisationers miljömässiga ansvar kan trafiksäkerhet lyftas fram som en del av organisationers hållbarhetsarbete och på sikt öka trafiksäkerhetens status gentemot miljömässiga hållbarhetsfrågor.

The European New Car Assessment Programme (Euro NCAP) performs several different tests to evaluate vehicles and rate their safety. Some of these tests are subsystem tests made to mimic different body parts of a pedestrian in an interaction with a vehicle. However, some criticism to the test method for the upper leg has been presented, stating that there is a discrepancy between this test method and a real-life interaction. Therefore, a modified test method for the upper leg has been proposed. The aim of this thesis was to evaluate the upper leg test method used today by Euro NCAP, and compare it with the proposed modified test method as well as to computer simulations with a Human Body Model (HBM). The evaluation was performed by comparing different parameters obtained in the two test methods. These have also been compared to computer simulations using a HBM in interaction with a passenger vehicle model. Prior to the evaluation of the test methods, the HBM was positioned into different stances to mimic postures in the human walking cycle. The vehicle model was positioned at four different heights, and three different impact points along the bonnet were used. The results showed that the different methods had their own advantages for some parameters. However, no general conclusion of which method showed the closest correlation to the HBM reference simulations could be determined. / European New Car Assessment Programme (Euro NCAP) utför flera olika tester för att utvärdera fordon och betygsätta deras säkerhet. Några av dessa tester sker med delsystem skapade för att efterlikna olika kroppsdelar hos en fotgängare i en kollision med ett fordon. Viss kritik har dock riktats mot testmetoden för lårben och höft, då studier visat att det finns en skillnad mellan testmetoden och en verklig kollision. En modifierad testmetod för lårbenet och höften har därför föreslagits. Syftet med detta examensarbete har varit att utvärdera testmetoden för lårben och höft, som idag används av Euro NCAP, och jämföra den med den föreslagna modifierade testmetoden men även datorsimuleringar med en humanmodell. Utvärderingen har genomförts genom att jämföra olika parametrar som erhållits från de två testmetoderna. Dessa parametrar har även jämförts med datorsimuleringar av fotgängarkollisioner med en humanmodell och en bilmodell. Humanmodellen positionerades i olika kroppsställningar innan utvärderingen av testmetoderna genomfördes. Detta för att efterlikna verkliga positioner i en mänsklig gångcykel. Bilmodellen positionerades vid fyra olika höjder och tre träffpunkter längs motorhuven användes. Resultaten visade att båda metoderna hade fördelar gentemot varandra för vissa parametrar. Ingen generell slutsats kunde dock dras om vilken metod som visade närmast korrelation till referenssimuleringarna med humanmodellen.

This master’s thesis presents an overview of the basic forces acting on the vehicle, the basic methods of analysis of accident, collection of data used in the analysis of accidents, an overview of the basic performance criteria and thresholds used in the homologation test of occupant protection in a frontal impact, used crash tests, homologation tests and specifications for these tests. Attention is paid to Euro NCAP crash tests and to homologation tests of vehicles Skoda Octavia with aim to try to compare them with selected accidents in terms of depth and character deformation and evaluate findings comparision.

<p></p><p>The study deals with one of the critical aspects of the Road Departure Mitigation System. The first part of the study finds out what all color combinations and patterns represent the US roadside curbs, what should be the range of Radar Reflectivity values, and LiDAR Reflectance bounds that a surrogate curb should satisfy. The later part of the thesis illustrates methods and steps on how to mimic the extracted properties, design a surrogate curb as per federal standards, and then develop a surrogate curb.</p><br><p></p>