zdravim motorkari

mam na Vas prosbu, pisem bakalarsku pracu na temu Bezpčnsoť motocyklov Zahrnať by to malo aktivnu a pasivnu bezpečnsoť motocykla. Potrebujem poradit, co vsetko by podla Vas malo pri motocykloch patrit medzi prvky aktivnej a co medzi prvky pasivnej bezpecnosti. Prvky aktivnej bezpecnosti maju pomahat predchadzaniu nehôd a prvky pasivnej bezpecnosti maju podla možnosti co najviac chranit jazdcov v pripade nehody.

Take zakladne vseobecne prvky su:
aktivne- dynamicke vlastnosti, brzdenie, ovladatelnost, spolahlivost, svetelne a signalizacne zariadenia, pohodlie sedenia, hluk
pasivne- pri náraze-celistvost, vzajomna agresivita, zadrzne systemy, po náraze znizenie rizika poziaru

zatial som vychdzal vačšinou len z prvkov bezpecnoti automobilov kedze k dispozicii nie je moc materialov o bezpečnsoti motocyklov

Upravené 1 krát. Naposledy upravil timot (13.11.2007 11:29)

vela stastia chlape

a ked to bude hotove, tak vies co mas urobit

pre pasivnu by som este doplnil oblecenie, ochranne prilby, obuv, bundy s airbagom a pod.
inak nieco podobne prave spracovavam pre automobily.
zozen si smernice, tam k tomu najdes veci, z ktorych sa da vychadzat (hrany, zaoblenia a pod.)

timot: dobrá téma. Poslední dobou mnoho výrobců motorek a doplňků rozjelo výzkumy na zvýšení bezpečnosti provozu motorky. BMW vyrobilo krční límec vyvinutý s teamem lékařů z traumačky. Nevím zda Honda neudělala motorku s airbagem? Nebo to byla jiná značka.
Vznikly první airbagové vesty atd....Určitě někde existují studie a reklamní texty k těmto věcem....

Docent Ing. a já nevím co ještě Vlk z pražského ČVUT vydal spoustu knih o autech a 2 knihy o geometrii, konstrukci a návrhu motocyklu. Určitě tam pojednává i o bezpečnosti...

Dále bych se podívala na BESIP (vydávají spoustu materiálů ohledně bezpečnosti na cestách), ti stojí o jakoukoliv spolupráci. A možná na nadaci Daniela Landy - Malina, která si vzala za úkol zvýšit bezpečnost na cestách a k motorkám má blízko.

pozri si aj toto, aj ked nie uplne najnovsieho data www.dft.gov.uk/pgr/roadsafety/strategytargetsperformanc...
a nezabudni taktiez na bezpecnost aj z pohladu stavby komunikacii a ich okolia

Upravené 1 krát. Naposledy upravil ogard (13.11.2007 12:22)

Nezabudni na Airbag na Goldwingu Nová motorkárska predajňa v Pezinku - FMoto - aj s videom
Airbag vesta - dainese to tusim robi - testuje
Chranic krku
celkovo chranice, korytnacka a podbne.

Awia
P.S.: Potom to radi pridame na bezpecnost.motoride.sk/

www.dainese.com/eng/newsDettaglio.asp?idnews=329

úprava: tam je téš ňeco.

Upravené 1 krát. Naposledy upravil mikulec (13.11.2007 12:59)

diky ludia, palec hore...

uz to googlim nejaku dobu, no k niektorym veciam sa dostal az teraz

Jasne, chystam sa tam blizsie spomenut Airbag na Goldwigu, Integral ABS na BMW K1200LT (sice z roku 2001, ale mam k tomu dost materiálov), teraz uz aj airbag vesty od daniese, atd...

P.S. ak sa mi to podari dotiahnut do uspešneho konca, tak to sem rad poskytnem...

A este, co hovorite na tlmic riadenia? tem by snad mohol byt tiez jednym z prvkov aktivnej bezpečnosti? Padaky pasinvy prvok...

Tlmič rídzeňá je dobrá vjec. Ne okruhu bich ho určiťe privítau. Dokonca aj na cesce, ket jezdzím ve dvoch. A možno aj len tak pro efekt. Ale ohledňe bježnej jazdi nevím povidat. Aňi na turistiku.

bezpečnosť? na motorke? ehmmm ja mám pocit, nech by bol motorkár akokolvek dobre a kvalitne poobliekany, ale v hlave má nasrané...koniec

každopádne držím palce... .. no inak toto sú iné témi na diplomovky ... kde sa hrabe moje tepelné čerpadlo :D

LuboooS mas pravdu, ze najdvôlezitejsie prvky bezpečnosti su rozum, chladna hlava, neprecenovanie sa, poznanie svojich hranic a hranic motorky, atd... to vsak zavisi od konkretneho cloveka... smola je, ze moto nema napr. ESP a podobne srandicky, ktore pripadnu chybu jazdca este dokazu zmiernit, pripadne opravit...
Ja to beriem z tej technickej stranky motocykla, co konstrukteri robia pre bezpečnost... nejake hodnotenie ludi by bolo asi o dost zlozitejsie

pozri si stranku

www.acembike.org/html/start.htm


stiahni si dokumenty a najdes tam vela, vela info o bezpecnosti na cestach

gut lak

[Home][MAIDS Report][Introduction]



Report




Findings on general accident characteristics

· There were 103 cases involving a fatality of either the rider or the passenger.

· L1 vehicles were over-represented in the accident sample when compared with the exposure sample.

· More L1 vehicles were involved in accidents which took place in an urban area than L3 vehicles. (85.9% v. 62%).

· 54.3% of the PTW accidents took place at an intersection.

· Passenger cars were the most frequent collision partner (60%).

· 72% of the accidents took place in urban areas.

· A PTW was more likely to collide with a passenger car in an urban area than in a rural area. (64.1% v. 46.7%).

· Due to the absence of comparable exposure data, it was not possible to determine if any month, day of the week or time of day was a risk factor.




Index of Tables & figures of this page :
To get to the corresponding sections, please click on the title

Table 3.1: Total number of cases collected
Table 3.2: Number of fatal cases
Table 3.3: PTW legal category
Table 3.4: PTW collision partner
Table 3.5: Number of OVs involved in the accident
Table 3.6: Number of passengers on PTW
Table 3.7: Number of passengers on PTW (fatal accidents only)
Table 3.8: Accident scene, type of area
Table 3.9: Accident location
Table 3.10: Day of week accident occurred


Figure 3.1:PTW collision partner by type of area
Figure 3.2: Time of day accident occurred
Figure 3.3: Month in which accident occurred
Figure 3.4: PTW accident configuration by legal category



A complete summary of all cases collected by each research team is presented in Table 3.1.

Table 3.1: Total number of cases collected


Cases
Controls
Total

University of Pavia (Italy)
200
200
400

TNO (Netherlands)
200
200
400

REGES (Spain)
121
123
244

ARU-MUH (Germany)
250
250
500

CEESAR (France)
150
150
300

Total
921
923
1844


There were 103 accident cases (11.2%) within the MAIDS database that involved a fatality of either the rider or the passenger (Table 3.2). A fatality was defined as any death within 30 days of the accident. The number of fatal cases collected by the German research team was the result of their focus upon more seriously injured riders.

Table 3.2: Number of fatal cases


Fatal
Not fatal
Total

University of Pavia (Italy)
11
189
200

TNO (Netherlands)
15
185
200

REGES (Spain)
12
109
121

ARU-MUH (Germany)
49
201
250

CEESAR (France)
16
134
150

Total
103
818
921


Note: There were multiple fatalities in two cases.



Table 3.3 gives the distribution of the PTW legal categories for both the accident data and the exposure or case control data. The data shows that the majority of vehicles were L3 vehicles; however, when compared to the exposure data, they were neither over- nor under-represented in the accident data. Therefore, there is no increased risk in the operation of an L3 vehicle when compared to other PTW legal categories. Similar findings can be reported for the mofa legal categories. A chi-square test of the relationship between the L1 accident data and the L1 exposure data shows that the L1 vehicles are over-represented in the MAIDS database (p < .05).

Table 3.3: PTW legal category

Accident data
Exposure data

Frequency
Percent
Frequency
Percent

L1 vehicle - mofa 28
3.0
49
5.3

L1 vehicle - other 370
40.2
324
35.1

L3 vehicle 523
56.8
550
59.6

Total 921
100.0
923
100.0




Table 3.4 presents the PTW collision partners for all cases collected during this research project. Passenger cars were the most frequent collision partner (60.0%), followed by the roadway (9.0%). The high percentage of passenger car, truck, sport utility vehicle (SUV) and bus collision partners is not unusual since most of the accidents took place in an urban environment where PTWs must share the roadway with other motorized vehicles. This distribution only represents the object with which the PTW ultimately collided, and does not suggest accident causation, since there were many cases in which the PTW rider successfully avoided colliding with a car, PTW, truck, etc., but instead impacted the roadway or some other fixed object. The PTW collision partner is not necessarily the OV. Single vehicle accidents (e.g., running off the roadway) are also included in this distribution.

Table 3.4: PTW collision partner


Frequency
Percent

Passenger car
553
60.0

Another PTW
64
6.9

Truck/SUV/bus/
77
8.4

Bicycle/pedestrian
19
2.1

Fixed object
74
8.0

Roadway
83
9.0

Parked vehicle
25
2.7

Animal
3
0.3

Other
23
2.5

Total
921
100.0


Table 3.5 indicates that the majority of the accidents collected during this study involved a collision with an OV (80.2%). One hundred and forty-three of the cases (15.5%) involved only the PTW and PTW rider (e.g., a single vehicle accident).

Table 3.5: Number of OVs involved in the accident


Frequency
Percent

None (single vehicle accident)
143
15.5

One
738
80.2

Two
36
3.9

Three
4
0.4

Total
921
100.0


Table 3.6 indicates that the majority of accidents involved only the PTW operator and that 8.6% of all cases involved a PTW passenger. There were no cases collected with more than one PTW passenger. Table 3.7 shows the number of fatal PTW accidents in which a passenger was present. Please note that the value presented in Table 3.7 does not represent the number of passengers who were killed, but rather the number of cases in which there was a fatality involved in the crash. There were only five cases in which the passenger was reported as the fatality.

Table 3.6: Number of passengers on PTW


Frequency
Percent

None
842
91.4

One
79
8.6

Total
921
100.0




Table 3.7: Number of passengers on PTW (fatal accidents only)


Frequency
Percent

None
90
87.4

One
13
12.6

Total
103
100.0




Table 3.8 indicates that approximately three-quarters of all accidents occurred within an urban area. Approximately three quarters of all collected accidents took place in an urban area. An urban area was defined as a built up area with a population of 5,000 or more inhabitants. Similarly, a community was defined as rural if its population density is less than 150 people per square kilometre (OECD, 2001).

When distributed according to PTW legal category, the data shows that more of the L1 vehicles were involved in accidents which took place in an urban area than L3 vehicles. The distribution of accidents is directly related to the demographic characteristics of the sampling area for each research team.

Table 3.8: Accident scene, type of area

L1 vehicles L3 vehicles Total
Frequency
Percent of L1
Frequency
Percent of L3
Frequency
Percent

urban 342
85.9
324
62.0
666
72.3

rural 43
10.8
186
35.6
229
24.9

other 13
3.3
13
2.4
26
2.8

Total 398
100.0
523
100.0
921
100.0




The distribution of the PTW collision partners by type of area is presented in Figure 3.1. The data indicates that in an urban area, the most frequent collision partner is a passenger car. This finding was certainly expected, as was the finding that the majority of truck/SUV/bus collisions occur in an urban area because that is where most vehicles circulate.

In a rural area, PTW to passenger car collisions decrease (64.1% to 46.7%) while PTW to PTW collisions increase (6.3% to 9.6%). There is an increase in the number of collisions between a PTW and a fixed object (4.2% to 19.7%) as well as collisions with the roadway (7.7% to 12.2%). The data shown in Figure 3.1 may be found in the datatables page, Table C.1.

Figure 3.1: PTW collision partner by type of area





The MAIDS data indicates that half of all PTW accidents were found to take place at an intersection (Table 3.9). An intersection was defined as any on-grade crossing or intersection of two public roadways (OECD, 2001).

Table 3.9: Accident location


Frequency
Percent

Intersection
500
54.3

Non-intersection
358
38.9

Other
63
6.8

Total
921
100.0




Figure 3.2 shows the time of day in which both the fatal and non-fatal accidents occurred. The data indicates that most accidents occurred between 17h01 and 18h00, with the most accidents taking place from 14h01 to 20h00. It is not possible to state whether a given time of day is “more dangerous” than any other time since PTW rider exposure data (i.e., number of riders on the roadway at all hours of the day) is not available. Most of the fatal accidents occurred between 12h01 and 22h00, with the most frequent number of cases taking place between 19h01 and 20h00. The data shown in Figure 3.2 may be found in datatables page, Table C.2.

Figure 3.2: Time of day accident occurred






Table 3.10 shows that the most accidents took place on Tuesday (159 cases, 17.3%), followed closely by Monday (152 cases, 16.5%). Since the exposure data was not collected at accident-related times (i.e., they were collected during petrol station operating hours), it was not possible to determine if one day of the week was more dangerous for riding a PTW than any other day of the week.

Table 3.10: Day of week accident occurred


Frequency
Percent

Monday
152
16.5

Tuesday
159
17.3

Wednesday
134
14.5

Thursday
140
15.2

Friday
139
15.1

Saturday
76
8.3

Sunday
121
13.1

Total
921
100.0




Figure 3.3 indicates that PTW accidents were more frequent during the spring and summer months, decreasing during the month of August. The frequency of accidents also decreases after the month of September, probably due to decreases in temperature and presence of adverse riding conditions in the northern parts of Europe.

Because the exposure data was not collected at accident-related times, it is not possible to determine if any given month is more dangerous than any other. Therefore, this data is presented for information on frequency only. The data shown in Figure 3.3 may be found in datatables page, Table C.3.

A general accident typology was determined for the 921 accidents. Since PTW accidents are complex events that often involve multiple collisions, the investigators often had to choose the accident typology that best fitted the accident being investigated. Investigators were asked to describe an accident using one of twenty-five specific accident typologies generated by the OECD Technical Experts Group (see the report “MAIDS Report on Methodology and Process”).

Figure 3.3: Month in which accident occurred



The data presented in Figure 3.4 indicates that there is a wide diversity of accident types. When the data is partitioned according to PTW legal category the data shows that more L3 vehicles are involved in collisions where the PTW and the OV are travelling in opposite directions, with the OV turning in front of the L3 vehicle (10.5% versus 6.0%). The data shown in Figure 3.4 may be found in datatables page, Table C.4.

Figure 3.4: PTW accident configuration by legal category




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maids@acembike.org



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a ked sa zaregistrujes, tak tam mas kompletne statistiky podla "miliona" roznych parametrov

tiko fuha tak to su teda riadne statistiky.... diky za link pouzijem to asi v uvode, pri poukazovani, aka je bezpečnost na moto dvôlezita. Jadro prace musim zamerat viac na technicke riesenie prvkov bezpecnoti motocykla

vacsina veci uz bola spomenuta

len k tomu oblecku - Rukka vyvynula bundu, v ktorej je nejaka hmota, ktora pri istej intenzite narazu cela okamzite stvrdne, je to tusim najvyzsia produktova rada - chcekni blizsie na

www.rukka.com/
drzim palce

Upravené 1 krát. Naposledy upravil maestro (13.11.2007 15:03)

Zdar!

neviem preco, ale mam taky pocit, ze uz som s tebou o bakalarke nieo pisal. Studujes na ZU?
Nepisal som ti, ze mas skocit za Doc. Matejkom?

Mam ti robit veduceho BP???????

Upravené 1 krát. Naposledy upravil kitter (13.11.2007 15:32)

Doplnil by som:
> tato:
> pre pasivnu by som este doplnil oblecenie, ochranne prilby, obuv, bundy s airbagom a pod.

Prilby, motoobuv, motooblecenie podla mna rovnako patria nielen do pasivnej, ale aj aj do aktivnej bezpecnosti... a to napr. tak, ze cez "plexi" helmy treba mat potrebny rozhlad na dianie nie len pred motorkou ale aj v jej okoli, aby nebolo na nej poskriabane "plexi" (rozptyl svetla), nerosiace sa, priehladne aj v noci za tmy, nesmykajuca sa obuv na stupackach, na brzdovej a radiacej packe, oblecenie+helma poskytujuce pohodu a prijemnu klimu pre jazdca pocas jazdy, atd atd...

PS: Spravne a dobre spetne zrkadla tiez patria do aktivnej bezpecnosti, ci nie?

maestro -dik checknem to

kitter zdravim, mas odbry pocit, som to ja... pisal som tu uz o bakalarke, ale to som este ani netusil aku si mam dat temu, vedel som len, ze chcem pisat nieco o moto.
Za doc. Matejkom som bol hned na zaciatku semestra. Navrhol som mu, ze by som chcel pisat nieco ohladom motocyklov, napriklad bezpecnost. Celkom sa mu to pozdavalo, lebo take vraj este nikto nepisal. On sice z tejto oblasti nema vela materialov a ani to nesleduje, no suhlasil, ze mi bude robit veduceho BP. V ATZ, ktore mi doc. Matejka poskytol, som nasiel info len ohladom "Integral ABS na BMW K1200LT z r2001". Takze preto som opat nahodil tuto temu na motoride a oplatilo sa to
Veduceho BP mi uz teda robit nemôzes... ale nejake rady alebo navrhy rad privitam

Pali79 skvele postrehy, diky kamo

Upravené 1 krát. Naposledy upravil timot (13.11.2007 16:57)

Pali79: samozrejme mas pravdu
btw. viacere bezpecnostne prvky aj pri automobiloch aj pri motocykloch plnia funkciu aj pasivnych aj aktivnych bezpecnostnych prvkov (interier automobilu, prepinace, spatne zrkaldla na moto a vela vela dalsich)
ale ako uz timot pisal, je velka vyhoda v tom, ze tato problematika v bezne dostupnej literature nebola zatial komplexne spracovana, takze je na nom aby taketo veci "vychytal".
inak pri aktivnej bezpecnosti sa da podla mna dobre vychadzat z rozdelenia podla prof. Vlka:
- jazdna bezpecnost
- kondicna bezpecnost
- bezpecnost pozorovania
- bezpecnost ovladania

Myslim ze je to dobre aplikovatelne aj na moto.

Upravené 2 krát. Naposledy upravil tato (13.11.2007 17:22)

ked budeš ma toho malo skus dajake omačky a knedliky o tlmiči riadenia... pozri offorad test motocyklov honda tu na motoride...tam dačo sa piše
taktiež o ortezach...

ja by som popisal kompletne oblečka... aky je medzi nimi rozdiel.. na supermotard, cross, na SS atd.... ake druhy zraneni byvaju na cestach v terene trošku viac zoširoka by som to bral prihodil fotky a maš to vybavene

www.motorevue.com/site/video-le-premier-blouson-airbag-...

Nech výrobcovia ponúkajú pestrejšie farby motoriek /napr. aj v signálnych farbách/, a výraznejšie farby na oblečeniach. Ja verím, že zvíťazí zdravý rozum a bude si možné kúpiť textílnu kombinézu napr. v žltej farbe. Čierna motorka, čierne oblečenie a čierny asflat. Ku tomu neprimeraná rýchlosť motorkára a katastrofa je na svete.

tato ako sa prosim Ta presne vola kniha, ktoru si spominal od prof. Vlka, je dostupna v knizniciach?

barko zaujimave video jazyk mi sice robi problem ale nevadi, dik

bohusact suhlasim, byt videny je tak isto dvôlezite pri predchadzani nehôd

Prehriatie, ktorému sme všetci v letných horúčavách vystavení snižuje pozornosť, reflexy a koordináciu. Toto by mali mať na mysli výrobcovia motooblečenia a navrhovať kombinézy s lepšími prvkami na vetranie v letných horúčavách pri zachovaní ich plnej ochrannej funkcie. Pár zipsov niekde v podpazuší nestačí. V skafandroch astronautov je to riešené ako popredný faktor funkčnosti skafandra. Dokonca režim odvádzania tepla je nastavený podľa individuálnych požiadaviak jednotlivých astronautov zistených testami pri rôzných teplotách v skafandroch.

bohusact: vsetko co si spomenul v prispevku z 13.11. existuje a je dostupne, otazkou vsak je kolko motorkarov je natolko uvedomelych ze si to na seba oblecie. Ked 75% (ak nie viac) si zaklada na image-i. Ja mam motorku ciernu ale kde to len troska islo na motorke a kufroch pribudol reflexny pasik alebo odrazka..po osvieteni sice vyzeram ako z cirkusu ci ako vianocny stromcek, ale mam aspon lespi pocit ze ma ostatni registruju. Ak pride navrh ze budu reflex. vesty povinne pre motorkarov, budem hlasovat vsetkymi desiatimi. To som zvedavy na vlnu odporu od imageistov ktorym je prednejsia kraasna kozena komboska ako vlastna koza. (citaj koža).

na moto je tolko variacii padov a narazov, ze to co moze v jednom pripade pomoct, v inom moze uskodit, tolko na adresu "specialnych" pomocok...
ma cenu sa zaoberat riesenim veci ktore nas najviac zabijaju aj v kombinezach: zvodidla, stlpy, stromy, panely ako zabrany, auto ktore ide prdbiehat lebo nas nevidi ze uz predbiehame a tak...
kombinezy, chranice, ortezy a prilby by mali byt odolnejsie na tlak, strih, oter a tah...
co ja viem ?
sak na auta sa robia kres testy snad zo vsetkych stran a na moto som videl len ten poondiety erbeg na goldwingu...

superflanker: čím viac nás bude takto zmýšlať, tým skôr sa to pohne dopredu.

...bezpecnost motociklov na cestach: NEBEZPECNE...pri debiloch s akymi sa kazdy den stretavam na cestach ked jazdim v plechovke ...KATASTROFA...

timot Ty budes nejaky fizel poviem Ti co a zajtra budem nosit vestu tojuholnik pridavne kolecka a sajtku s privesom na drobne neradie a malu dielnu s pneuservisom

melo nie nie, fizel nie som... zatial potrebujem to len na bakalarku

Inak zistil som, ze v Nemecku vysla v r. 2006 kniha Motorradtechnik Grundlagen und Konzepte von Motor, Antrieb und Fahrwerk. Vydal to ATZ-MTZ Fachbuch. Sice pochybujem ale ak sa s tou knihou cisto nahodou niekto stretol, ozvite sa....

... heh bakalarka hotova, obhajena, uz som Bc. a môzem pokracovat na Ing...

daj link na bc, alebi ukaz PDF

www.ulozisko.sk/58977-BP_bezpecnost_motocyklov.pdf.html odkaz na PDF....

...v praci som hodnotil bezpecnost ako celok cize aktivnu a pasivnu, vychadzal som z bezpecnosti automobilov, kedze k nejakej publikacii o bezpecnosti motocyklov som sa nedostal. Jednotlive bezpecnostne prvky nie su rozpracovane do detailov, je spomenuty len ich vyznam a strucny popis, splnil som potrebny rozsah, takze nemalo vyznam to viac rozpracovavat. Mozno sa k tomu dostanem v diplomovke.
Som zvedavi co na to poviete...

Nechce sa mi nic moc vypisovat ale podla mna by bol dobry idea keby mala motorka taky system ze by sa pri jazde trebars nad 20 km zapol senzor ktory by snimal okolie moto a ak by sa auto priblizilo na blizsie ako napr meter a pol alebo co tak by to zacalo hulakat aby sa vodic v plechovke uvedomil...
od 20 alebo 40 alebo tak preto aby sa dalo v tichosti kluckovat v zapchach..