2010
DOI: 10.1016/j.aap.2010.04.006
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Priorities of pedestrian protection—A real-life study of severe injuries and car sources

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Cited by 62 publications
(44 citation statements)
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“…An earlier study of 5000 in-patients from pedestrian accidents in Los Angeles County (Peng and Bongard, 1999) showed that head and neck injuries represent 30% of the total, 29% when only intracranial and facial injuries are included. Another analysis Fredriksson et al (2010) based on the German InDepth Accident Study database (GIDAS) showed that for 161 severely injured (AIS 3+) pedestrians out of 1030 total cases, the rates for leg and head injuries were 58% and 43% respectively. Simms and Wood (2009) maintained that the kinematics of pedestrian impacts are similar to that of pedal cyclists.…”
Section: Introductionmentioning
confidence: 99%
“…An earlier study of 5000 in-patients from pedestrian accidents in Los Angeles County (Peng and Bongard, 1999) showed that head and neck injuries represent 30% of the total, 29% when only intracranial and facial injuries are included. Another analysis Fredriksson et al (2010) based on the German InDepth Accident Study database (GIDAS) showed that for 161 severely injured (AIS 3+) pedestrians out of 1030 total cases, the rates for leg and head injuries were 58% and 43% respectively. Simms and Wood (2009) maintained that the kinematics of pedestrian impacts are similar to that of pedal cyclists.…”
Section: Introductionmentioning
confidence: 99%
“…In automotive crash analysis, clinical data has in the past and continues to inform, evaluate and drive the development of protective measures to improve survivability and reduce long-term disability (Fredricksson et al, 2010). To date such analysis has not been applied to blast injury research and vehicle designers and manufacturers are forced to resort to numerical simulations or extrapolating injury data from the automotive crash industry (Yang et al, 2006;Tai et al, 2007;Grujicic et al, 2009a).…”
Section: Discussionmentioning
confidence: 96%
“…Zaštita pješaka pokušava se ostvariti izmjenama u obliku prednjih dijelova vozila kao i upotrebom plastičnih materijala većeg deformacionog potencijala koji će u sudaru sa tijelom pješaka veći dio udarne energije potrošiti na svoju deformaciju i tako maksimalno poštediti nježno biološko tkivo pješaka. Tako, umjesto isturenih, rigidnih metalnih struktura neznatne elastičnosti i deformacionog potencijala, današnje automobile odlikuje odgovarajuće oblikovanje karoserije, upotreba materijala velike elastičnosti i deformacionog ponašanja kontaktnih površina, posebno oblikovani i integrisani branici, elastični i odignuti poklopac motora, farovi integrisani u konturu prednjeg dijela vozila, sposobni da apsorbuju dio udarne energije, kao i drugi detalji [1][2][3]. Ova rješenja od devedesetih godina prošlog vijeka serijski se ugrađuju u motorna vozila i neprestano dalje usavršavaju.…”
Section: Uvodunclassified
“…Ova rješenja od devedesetih godina prošlog vijeka serijski se ugrađuju u motorna vozila i neprestano dalje usavršavaju. Savremena istraživanja pokazuju izvjesnu efikasnost ovih unapređenja na modernim automobilima [1,2,[4][5][6][7][8][9][10]. Većina ovih studija je eksperimentalnog tipa u strogo kontrolisanim uslovima na lutkama ili kadaverima, često naručena i finansirana od bogatih automobiliskih korporacija, dok je manje istraživanja u realnim uslovima na terenu.…”
Section: Uvodunclassified
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