DEKRA Automobil GmbH

Weimar, Germany

DEKRA Automobil GmbH

Weimar, Germany
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Agency: European Commission | Branch: FP7 | Program: CSA | Phase: ICT-2011.6.7 | Award Amount: 1.73M | Year: 2013

iMobility Support is a 3-year action supporting the deployment of intelligent mobility in Europe by organising the iMobility Forum activities including stakeholder networking, deployment support, awareness raising and dissemination of results of the ICT for smart, safe and clean mobility.\nThis support action is structured on three support pillars:\nIn the first pillar, iMobility Support actively supports the constituencies and activities of the iMobility Forum. It acts as the secretariat of the iMobility Forum and is the key contact point for the Forum members. It monitors the 23 recommendations and also organises the concertation workshops for European projects on ICT for mobility.\nIn its second pillar, iMobility Support focuses on the main ITS deployment issues faced by the Forum: it monitors the deployment of iMobility priority systems; it encourages the usage of Pre-Commercial Procurement (PCP) for ITS; it supports ITS standardisation; it identifies certification needs; supports the deployment of eCall system; and supports international collaboration where needed.\nIn its third pillar, iMobility Support actively promotes the iMobility Forum activities; it maintains an easily recognisable brand with editorial tools; it consolidates and disseminates the Forum results in different forms; it organises the iMobility Awards; and, it contributes to selected ITS events.\niMobility support keeps the high momentum of the iMobility Forum initiative. It is directly in line with the ambitions of the Digital Agenda for Europe in terms of ICT for transport, and contributes to other policy such as the ITS Action Plan and the European Road Safety Action Programme. In addition, it supports actively the international activities reflected in the EU-US Declaration of Intent and the EU-Japan Memorandum of Cooperation.

Agency: European Commission | Branch: H2020 | Program: RIA | Phase: MG-3.4-2014 | Award Amount: 5.79M | Year: 2015

The objective of SafetyCube is to develop an innovative road safety Decision Support System (DSS) that will enable policy-makers and stakeholders to select and implement the most appropriate strategies, measures and cost-effective approaches to reduce casualties of all road user types and all severities. At the core of the project will be a novel and comprehensive analysis of accident causation factors combined with newly estimated data on the effectiveness and cost-effectiveness of safety measures, not just in relation to reduction of fatalities but also the number of injured. An operational framework will be established to provide future access to the DSS once the project is completed. The project has four sub-objectives: 1. To develop new analysis methods for (a) Priority setting, (b) Evaluating the effectiveness of measures (c) Monitoring serious injuries and assessing their socio-economic costs (d) Cost-benefit analysis taking account of human and material costs 2. To apply these methods to safety data to identify the key accident causation mechanisms, risk factors and the most cost-effective measures for fatally and seriously injured casualties 3. To develop an operational framework to ensure the project facilities can be accessed and updated beyond the completion of SafetyCube 4. To enhance the European Road Safety Observatory and work with road safety stakeholders to ensure the results of the project can be implemented as widely as possible The project outputs will be framed according to the specific policy and stakeholder areas infrastructures, vehicles and road users so that the measures developed in the project can be most readily applied. A systems approach will ensure effective coordination between these areas. The close involvement of road safety stakeholders of all types at national and EU levels and wider will enable the DSS to be focussed on the most appropriate policy-making procedures and ensure the project outputs have global reach.

Kempf M.,Robert Bosch GmbH | Muller P.,DEKRA Automobil GmbH | Velten D.,Offenburg University of Applied Sciences
HTM - Journal of Heat Treatment and Materials | Year: 2014

The information value of case-hardening-depth measurements can be significantly improved by knowledge of the uncertainty in measurement. Based on the definition of the testing procedure [1] the "Guide to the Expression of Uncertainty in Measurement" [2] is used to estimate the uncertainty. The method considers the uncertainty influences of the measurement of hardness, the positioning of testing points and the specimen. The model is applied: the maximum permissible tolerances are the base of the first example. Typical results of an automatized hardness tester are used in the second one. The sample influence dominates the results in both cases. © Carl Hanser Verlag GmbH & Co. KG.

Agency: European Commission | Branch: FP7 | Program: CSA | Phase: ICT-2009.6.1 | Award Amount: 2.14M | Year: 2009

Safe, clean and efficient mobility is a concern for all citizens and contributing to the deployment of ICT solutions aimed at this objective is of interest to all Europeans. eSafety is a joint industry-public sector initiative driven by the European Commission and co-chaired by ERTICO ITS Europe and ACEA, to promote the development, deployment, and use of Intelligent Integrated Safety Systems to enhance road safety in Europe. With the launch of the Intelligent Car Initiative in 2006 whose objective is to improve the quality of the environment by supporting ICT solutions for safer, smarter and cleaner mobility of people and goods, the eSafety Forum became the first pillar of the Intelligent Car Initiative and extended its focus to those ITS systems supporting cleaner and smarter mobility.\nIntelligent Car Support is a 36 month Support Action with the objective to support the implementation of actions and recommendations resulting from the work of the eSafety Forum and the Intelligent Car Initiative. This includes support to The eSafety Forum and its constituencies, strengthening the eSafety cooperation among stakeholders , support the development of the Implementation Road Map for all eSafety systems, contribute to the implementation process of the European eCall system by promoting the eCall toolbox and by supporting the European eCall Implementation Platform, support the i2010 initiative in particular the activities dealing with user outreach and deployment of smarter, safer and cleaner vehicles in the future, launch minor studies on topics identified and endorsed by the eSafety Forum.\nIntelligent Car Support will establish a Secretariat that will be a key contact point for all stakeholders. It will organise major eSafety Forum events in close cooperation with the European Commission and will use a variety of tools to disseminate results including website, electronic and printed newsletters and brochures, press releases, television news spots, press articles.

Maurer H.J.,DEKRA Automobil GmbH | Sauer R.,DEKRA Automobil GmbH | Kulmala R.,Finnish Transport Agency
19th Intelligent Transport Systems World Congress, ITS 2012 | Year: 2012

The deployment rates of modern vehicle based systems for safe-smart and clean mobility are of essential interest to decide for appropriate measures to increase road safety in general. Within the Implementation Road Map Working Group under the eSafety forum (meanwhile followed by the iMobility forum) a list of most advantageous priority systems is created. Information to infrastructure based priority systems can be obtained by road operators or out of the EasyWay project. Related to vehicle based priority systems, direct information by the OEMs to fleet penetration is not available. While for the last Monitoring Report to vehicle based priority systems deployment rates were evaluated by estimations of qualified experts, this paper describes a new way for quantitative analysis of deployment rates by use of OEM data for PTI (Periodical Technical Inspection) purposes. First results for deployment rates in 2010 show results in line with former estimations but more detailed and with the option of a recurring procedure.

Legner C.,University of Lausanne | Urbach N.,University of Bayreuth | Nolte C.,DEKRA Automobil GmbH
Information and Management | Year: 2016

Although mobile technologies are increasingly used for business purposes, many companies have found it difficult to successfully implement them. Not only do the rapid technological changes increase the risks of companies' investments into mobile technologies, but many such applications have also failed to gain user acceptance. In contrast to the consumer domain, there are very few empirical studies of mobile applications' effectiveness from the perspectives of professional end users. Furthermore, designing mobile business applications has become an increasingly iterative and incremental activity, and ex post evaluations by actual users can provide crucial feedback to an iterative design process. In this study, we seek to contribute to establishing a design cycle that closely links the building and the evaluation of mobile business applications. Our objectives are to (1) gain a better understanding of mobile business applications' success by means of ex post evaluations from end users, and to (2) leverage these empirical insights to inform the design of mobile business applications. We conducted the study in collaboration with DEKRA Automotive, which offers expert services in the automotive sector with experience in mobile business applications. Our primary contribution is a systematic approach to using ex post evaluation as input for the iterative design of mobile business applications. We suggest an adapted version of the D&M information system (IS) Success Model, which has process quality as an additional construct, as a basis for ex post evaluations of a mobile business application by its end users. Furthermore, we illustrate how a performance-based analysis of the empirical results enables one to derive priorities and recommendations for future design iterations. Our results reveal that system quality and process quality are the main determinants of individual benefits of using mobile business applications. Our findings thus contradict other studies that identify information quality as a significant motivator of (consumer-oriented) mobile data services. We conclude that a mobile business application's design should focus on process quality, emphasizing functional support for operational tasks in a specific work context while ensuring system quality, which is largely affected by technology platform choices. © 2016 Elsevier B.V.

Ruecker P.,DEKRA Automobil GmbH | Berg A.,Technology Center | Domsch C.,BMW AG
SAE Technical Papers | Year: 2013

Secondary safety systems to protect occupants have attained a very high level over the past decades. Further improvements are still possible, but increasingly minor progress is only to be had with a high degree of effort. Today, integrated safety is the key aspect to improve overall safety in manifold accident situations. This is already implemented in the development of new cars. But so far, the testing and assessment of new cars still involves using tests which do not take into account the significant additional potential of integrated safety measures. An example is given with automatic pre-crash braking functions, which are newly available in state-of-the-art cars. Using reliable information on an imminent crash, such measures act already in the pre-crash phase and can result in a significantly high decrease of the accident outcomes. Such preventive measures are the key to a further substantial reduction of the figures of crash victims on our roads. This paper aims to illustrate the pre-crash braking approach for cars of the BMW 5 series. These measures can contribute to lessening the consequences of a crash by creating an optimal interplay of measures in the fields of primary and secondary safety. Already available are driver assistant systems that warn the driver of an imminent front-to-rear-end crash. The next step is to support his reactions or, if he fails to react sufficiently, to even initiate an automatic braking when the crash becomes unavoidable. Automatic pre-crash braking can, in an ideal situation, fully prevent a crash or significantly reduce the impact speed and thus the impact energy (which directly influences the severity of the accident). If a vehicle is being braked in the pre-crash phase, the occupants are pre-stressed by the deceleration. This is true for pre-crash braking activated by the driver as well as for automatic pre-crash braking. The information available about the imminent crash can be used to activate reversible belt tensioners and other secondary safety systems in the vehicle just before the impact. The pre-crash deceleration also causes the front of the vehicle to dip. Conventional crash tests are unbraked. Such tests do not take into consideration specific impacts of pre-crash braking. As a consequence, the influences of dipping of the vehicle front and possible pre-crash displacements of the occupants are not recorded in the test results. Furthermore, a reproducible assessment of the additional benefit of vehicle safety systems, which prepare the occupants for the imminent impact, is not possible. In order to demonstrate some prototype functions of automatic pre-crash braking and to investigate the differences during crashes as a consequence of altered occupant positions as well as of altered force applications at the vehicle front, DEKRA teamed up with BMW to carry out joint crash tests with the latest BMW 5 series vehicles. The vehicles involved braked automatically from 64 km/h initial test velocity down to different impact velocities. The tests were run by the new intelligent drive system at the DEKRA crash test facility. This required several modifications to be made to the test facility as well as to the vehicle. The paper will describe and discuss some relevant details and results of the crash tests. In addition, the possible benefits of such systems to real-world accidents will also be considered. The tests supplemented the work of the vFSS (advanced Forward-looking Safety Systems) Working Group. Copyright © 2013 SAE International.

0,2 % of 54 Mio. driver's license holders have to pass a driver's fitness assessment ordered by the Office of driver licenses. There are no statistics about the medical assessment alone. The system of the driver's fitness assessment is of high public and private interest regarding the objective and subjective importance of the driver's license and therefore the assessment of the physical and mental aptitude. The medical and psychological fitness assessment is a chance for the person concerned to sanitize from the official doubts. The high quality of the driver's fitness assessment is achieved through periodic expert opinions (former: accreditation) by the Federal Highway Research Institute. A holistic view of human was introduced with the publication of "Guidelines of driver's fitness assessment" taking different possibilities of compensation (technical, medical and behavioral) - in terms of an orientation towards resources and relief- into account. The introduction of the "Beurteilungskriterien" (assessment criteria) helped to entail the examination of continuous improvements and the change of the classical diagnostics of traits towards behavioral diagnostics of processes. The methods of driver's fitness assessment (i. e. exploration, toxicology and psychological performance tests) and their cut off values are in accordance with the status quo of science and technology. Finally, some proposals for reform with the potential to improve the driver's fitness assessment and single methods are introduced. After each procedure (i. e. rehabilitation, courses, hospital stay, coaching) an individual assessment ought to examine if the procedure helped the person concerned. Sanctions and restrictions shall become more important from a medical, psychological and technical (i.e. interlock) point of view. Consequently, it is necessary to change the indication for a driver's fitness assessment for drunk driving. The current BAC limit must be lowered to 0,11 %.

Blum R.,DEKRA Automobil GmbH | Bogner-Balz H.,DEKRA Automobil GmbH | Kohnlein J.,DEKRA Automobil GmbH
Procedia Engineering | Year: 2016

The analysis of structures made of ETFE-films has been typically limited to the elastic range of the material behaviour. Here the following items are discussed from theoretical and practical aspects: Yield point, yield conditions, hardening, behaviour under cyclic loading and failure. On this base, the most important properties of ETFE-material for analysis will be derived. The respective tests are defined and new test results will be presented. © 2016 The Author(s).

Zhou X.,DEKRA Automobil GmbH | Niewoehner W.,DEKRA Automobil GmbH
SAE Technical Papers | Year: 2015

The safe handling of complex and dense traffic situations is a basic pillar of road safety. Advanced driver assistance systems (ADAS) make a decisive contribution to that. Although the computing power of modern ADAS is fast growing, a simplification of the algorithms used can further improve the reliability and effectiveness of such systems. The permanent calculation of the time to collision (TTC) with objects moving on a non defined motion path requires a high computing power. The paper will explain a new algorithm-based approach to make future ADAS faster with simultaneously increasing the reliability. Copyright © 2015 SAE International.

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