关于汽车安全

[bigcooler]

给大家些具体的网站，连面很多数据，希望大家以后谈安全都可以找到数据引用。新年祝大家都平平安安,找到自己更喜欢，更安全的车。
1
http://www.iihs.org/vehicle_ratings/ratings.htm
2
http://www.iihs.org/vehicle_ratings/ictl/ictl.htm
3
http://www.safercar.gov/
4
http://www-fars.nhtsa.dot.gov/main.cfm
5
http://www.nhtsa.dot.gov/people/inj...ce03/Motorcycle Insurance Web/overview.html#5


简介一下
IIHS
The Insurance Institute for Highway Safety is a nonprofit research and communications organization funded by auto insurers. For over 30 years the Insurance Institute for Highway Safety has been a leader in finding out what works and doesn't work to prevent motor vehicle crashes in the first place and reduce injuries in the crashes that still occur. The Institute's research focuses on countermeasures aimed at all three factors in motor vehicle crashes (human, vehicular, and environmental) and on interventions that can occur before, during, and after crashes to reduce losses.

Soon after, U.S. auto insurers began joining the effort to transform the highway safety field into one based on science. In 1969, Dr. Haddon became president of the Insurance Institute for Highway Safety with a mandate to convert it into a research-oriented organization. Supported by auto insurers, the Institute is uniquely positioned to influence highway safety issues because the interest of insurers in reducing highway losses coincides with the public interest.

NHTSA
The National Highway Traffic Safety Administration (NHTSA), under the U.S. Department of Transportation, was established by the Highway Safety Act of 1970, as the successor to the National Highway Safety Bureau, to carry out safety programs under the National Traffic and Motor Vehicle Safety Act of 1966 and the Highway Safety Act of 1966.

 

[bigcooler]

另外发现一个比较有趣的数据
http://www-fars.nhtsa.dot.gov/final...les&stateid=0&year=2003&title2=Passenger_Cars

Most Harmful Event Number Percent
Total 26,169 100.0
Front 8,775 33.5
Collision with Fixed Object 4,831 18.5

 

[bigcooler]

PIC

 

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middle size

 

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small size

 

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Passenger Cars Involved in Fatal Crashes by Most Harmful Event
撞固定物体的百分比还是很高的呀。

 

[bigcooler]

虽然我不觉的这种事故统计有太大用，因为这个跟驾车人年龄,车的用途等很多因素有关，看一下BMW的数据你就有感觉了。供大家参考，值得一提的是无论跟BMW Benz等任何车相比Volvo的数据真是好看，简直不是一个档次上的。数据来源：http://www-fars.nhtsa.dot.gov/美国高速公路交通安全管理局。

 

[register0001]

这个没有任何含义，比如" FORD TAURUS MERCURY SABLE " 归到LargeSize family car里，Camary, Accord却算MidSize.
更搞笑的是Consumer Report算油耗时竟然拿Corolla和Civic与它比。
不就是完分类花招吗。
你的http://www-fars.nhtsa.dot.gov/与http://www-fars.nhtsa.dot.gov/final...=Passenger_Cars又矛盾。
加拿大保险局地 正式官方数据，你又认为不值一提，好笑啊。
要知道保险公司的理赔数据是其核心机密，是设计新险种和调整老险种的主要依据，重要性不亚于源程序对于软件公司。这些所谓非盈利研究机构是拿不到这些数据的。只有政府保险监管机构才有这个权利。

 

[register0001]

这些机构四处打电话调查搜集的数据肯定是不完整的，因此也是无效的。
就象没有车祸死亡人员去Consumer Report埋怨某车型不可靠一样。有埋怨说明至少还活着，算不错的了。

 

[bigcooler]

楼上的，你在看清楚我的贴子之前请闭嘴，在别的主题下面我对你胡搅蛮缠的跟贴已经很有礼貌的一一驳倒了，我很厌倦你这种不看清楚就胡说八道的做法了。我也不会再对你这种胡说八道再耐心下去了。
http://www.comefromchina.com/newbbs/showthread.php?s=&threadid=323319&perpage=15&pagenumber=2

如果你是英语不行，你就直说，我还会耐心解答的，不过别可笑可笑，挂在嘴边了，看看你别的回贴吧，如果不是你英文差的原因的话，那么最可笑的就是你了

最初由 register0001 发布
“The Insurance Institute for Highway Safety is a nonprofit research and communications organization funded by auto insurers.”
说白了就是靠车厂捐钱过日子的机构，有奶就是娘啊。


我引用的数据是National Highway Traffic Safety Administration 美国政府官方数据，用美国的不用加拿大的是因为美国车更多，数据更全面。
就算是IIHS是非营利组织，它也是由几十家保险公司出资，建立了自己的撞击实验场。也是美国国家高速交通管理局唯一在网站上给出的北美的撞击实验场。同时国家高速交通管理局也认为IIHS的撞击实验可以和国家高速交通管理局本身的撞击实验综合考虑。
In offset crash tests, like those performed by the Insurance Institute of Highway Safety (IIHS) http://www.iihs.org/, only one side of a vehicle's front end is hit, thus a smaller area of the structure absorbs the energy from the crash. Offset crashes are more demanding on the structure of a vehicle, and intrusion into the occupant compartment is more likely in these crashes. NHTSA does not currently perform the offset crash test.

希望楼上的克制自己，发贴之前仔细看看，多用用金山辞霸.

 

[bigcooler]

传说中的老头车Buick,出车祸里的人49%是55岁以上，如果说55岁以上人士驾驶比较安全的话，真正的55岁以上车主的比例应该还会高，真是名副其实呀。

 

[bigcooler]

喜欢用事故报告做参考的同学们可以看一下这张图
数据来源：http://www-fars.nhtsa.dot.gov/
美国高速公路交通安全管理局，
我把一些平时比较少见或总数据量太小的删掉了，剩下比较普遍的。

Fatal injury 重大或致死伤害，应该是致死
incapacitatiing injury 应该是致残
no injury不用解释了吧？

本表是按照Fatal/total排列的。

得到一个我也很惊奇的结果，buick的century 和 LeSabre数据非常不好看，具体原因不知道，如果从数据看century 竟然比Cavilier有更高Fatal/total比例就判断Cavilier比Century更安全，无疑是比较离谱的，感觉从一个侧面说明了这种事故报告的总结不是很可靠（还是老话，跟驾车人年龄,车的用途，车的使用地点等很多因素有），真要是选新车，还是看撞击实验报告吧。

 

[bigcooler]

估计上面那个数据跟年龄有关，看这个数据就发现55岁以上Fatal/total高一些，估计这是为什么buick的Fatal/total高的原因。这种事故报告里面因为年龄的关系竟然把一些车的数据搞的这么难看，看样真的不能太信事故报告了，保险理赔的报告当然误差就更大了。

数据来源：http://www-fars.nhtsa.dot.gov/
美国高速公路交通安全管理局

 

[bigcooler]

不过话说回来，这种报告可能还是有点用的，因为也印证了点撞击实验的数据。
看这个我觉得Taurus司机平均年龄也是比较高的，数据好看一些，所以有些情况下，事故报告还是可以和撞击实验报告相互印证一些的。

刚才仔细查了一下关于century nhtsa里显示55%的Century出事故的人是55岁以上的。Century老头车，真是名符其实。

数据来源：http://www-fars.nhtsa.dot.gov/
美国高速公路交通安全管理局

IIHS

 

[bigcooler]

最后托一下IIHS吧

For years, the Institute has been a leader in finding out what works and doesn't work to prevent motor vehicle crashes in the first place and reduce injuries in the crashes that still occur. This work expanded with the 1992 opening of the Vehicle Research Center (VRC), which is the focus of all of the Institute's vehicle-related research. VRC activities include vehicle and component testing, including fully instrumented crash tests, plus in-depth study of serious, on-the-road crashes. Scrutinizing the outcomes of both controlled tests and real collisions gives researchers -- and ultimately the public -- a better idea of how and why occupants get injured in crashes. This research, in turn, leads to vehicle designs that reduce injuries. This is why the VRC exists.

Crash hall, showing barrier and lighting system. Inset: propulsion system.
Crash Hall As crash tests begin, the vehicles are slowly accelerated to impact speed on one or two of three runways in the VRC's 21,600 square foot crash hall. The system that propels the vehicles can accelerate full-size pickup trucks to speeds up to 50 mph on the two 600-foot runways or up to 25 mph on a 200-foot runway perpendicular to the longer ones.

The crash hall accommodates barrier tests plus vehicle-to-vehicle head-on, frontal offset, and front-to-side impacts with both vehicles moving. In these two-car tests, the vehicles can move at different speeds. Front-into-rear tests also can be conducted. All impacts occur in the center of the crash hall.

The propulsion system that accelerates vehicles up to crash speeds uses compressed nitrogen to run the hydraulic motors that, in turn, drive the cables that tow the vehicles. Compressed gas systems of this type are used in several European facilities, but the VRC's is the first of its type in North America.

Another unique feature is the crash hall's lighting system, which can provide up to 750,000 watts of light without glare. It helps produce superior high-speed film of all crash tests conducted at the VRC.


Learn more about crash test dummies
Test Dummies The VRC has a fully equipped dummy calibration laboratory with a range of dummy sizes and configurations. Different dummies are used in different kinds of crash tests. Hybrid III dummies are used for frontal crash testing. The VRC's set of Hybrid IIIs includes a 50th percentile adult male, a 5th percentile adult female, a 95th percentile adult male, plus 6-year-old and 3-year-old children. There also are child restraint-airbag interaction dummies representing 6 and 12 month-olds. There also are BioSID and SID-II(s), both side impact dummies, that differ from frontal ones because they were created to measure injury risk to the ribs, spine, and internal organs such as the liver and spleen.

Crashworthiness Evaluations Testing and other research began at the VRC in late 1992. Now, a range of studies is under way. Among the most important of these is an ongoing series of frontal offset crash tests at 40 mph. Such tests provide the basis of the Institute's crashworthiness evaluations, which assess and compare how well passenger vehicles protect their occupants in crashes.


The deformable barrier before (side view) and after the crash test (front view).
In the Institute's offset test, 40 percent of the total width of each vehicle strikes a barrier on the driver side. The barrier's deformable face is made of aluminum honeycomb, which means the forces and deformation of this impact are similar to those in real offset crashes between two identical vehicles, each going a little slower than 40 mph. Offset impacts complement the federal government's full-width rigid barrier frontal crash tests at 35 mph. The full-width test is especially demanding of restraint systems while frontal offsets are more demanding of vehicle structure -- how well the front-end crash zone manages the crash energy and how well the safety cage limits intrusion into the driver's space. See an offset test (451K QuickTime movie).


Watch a bumper test video (442K QuickTime movie).
Low-speed crash tests
Most VRC research addresses occupant protection issues. But some tests are conducted at slow speeds to show how much costly damage often occurs in minor bumps, the kind that happen in commuting traffic and parking lots. Federal bumper standards covering cars are weak -- and no standards at all apply to pickups, SUVs, and passenger vans -- so even minor bumps can cause lots of damage not only to bumpers but also to expensive sheet metal parts. Each year the Institute picks a group of popular passenger vehicle models to undergo a series of four bumper tests at 5 mph. Results are then released to the public. Several vehicles the Institute has tested sustained damage totaling about $8,000 in these four impacts.