Abstract
Keywords - Accident, Pedestrian, Protection, Safety, WG17
Abstract - The European Commission has set the ambitious target of reducing the number of road deaths by 50% by 2010, based on the 2000 figures. To achieve that goal all possible measures need to be analysed and the most promising with an identified benefit potential need to be implemented. In this context, an important role is played by the protection of pedestrians. The reduction of the number of pedestrians killed during the last 20 years is the result of many different influencing factors. Further efforts are required to maintain the positive trend in the future to lessen the current number of killed pedestrians. In addition to associated factors like Emergency Medical Service (EMS) improvements, better road safety training and pedestrian-friendly roadside construction activities, the car itself needs to be seen as playing a key role.
In a voluntary agreement, the European automobile industry (ACEA) has subscribed to a self commitment to test the front of its new cars in two phases: Phase 1 will start in the year 2005 with two sub-system tests to address secondary safety: namely a lower leg bumper test and a head impact test using the headform which represents an older child. A further secondary safety measure is that rigid bull bars will not be installed in new vehicles from 2002 on. To address primary safety, daytime running lights and anti lock brakes for all new vehicles were part of the negotiation. Starting in 2010 the complete so called EEVC test procedure (with three subsystem tests including four impactor situations: leg form, upper leg, childs head and adults head) or alternative measures, which are at least as effective, will be established. The only reference basis against which to estimate the benefit potential of primary and secondary safety measures (i.e. to reduce the risk of a pedestrian being injured or killed in a crash with the front of a car) is the real world accident occurrence. Analyses of the actual pedestrian accident occurrences display weak points. The question to be considered is that of identifying which technology is the most efficient for improving road safety for pedestrians (and also for other road users) in the future.
New approaches to an improved vehicle front design like Hondas THOR dummy and Fords
IMPAIR study are examples of the latest research in the field of secondary safety. Especially the computer simulation using FEM techniques directly validated to real world accident outcomes is promising a new level of knowledge and understanding of interaction between a the car front and a pedestrian during impacts. DEKRA Accident Research is working on a study using virtual reality simulation for accident reconstructions to acquire better knowledge about the benefit potential of different primary-safety systems like the Break Assist System (BAS) or advanced front lighting. They contribute to the avoidance of an accident or at least reduce the consequences of accidents. Such primary safety measures have also a safety potential for other road users other than pedestrians.