How Passenger Cars Protect their Drivers and Should Cars be Protected from their Drivers: from Airbags to Automated Driving

Tapio Koisaari

How Passenger Cars Protect their Drivers and Should Cars be Protected from their Drivers: from Airbags to Automated Driving

Julkaisun otsikon käännös: Kuinka autot suojaavat kuljettajiaan ja pitäisikö autoja suojata kuljettajiltaan: turvatyynyistä ajamisen automaatioon

Tapio Koisaari

Konetekniikan laitos

Tutkimustuotos: Doctoral Thesis › Collection of Articles

Abstrakti

Työssä tutkittiin markkinoilla olevien (vuoteen 2018 mennessä esiteltyjen) henkilöauton turvalaitteiden tehokkuutta ja toisaalta onnettomuuksia, joita ei pystytä nykyisillä turvalaitteilla estämään. Tutkimus toteutettiin tilastollisena analyysinä, jonka aineistona käytettiin suomalaisia tietokantoja. Onnettomuusaineistona käytettiin Onnettomuustietoinstituutin hallinnoimia tietokantoja, joita yhdistettiin osatutkimuksissa tarpeen mukaan soveltuviin aineistoihin. Kaikki tutkimukset olivat luonteeltaan havainnoivia ja määrällisiä. Kolme ensimmäistä osatutkimusta oli retrospektiivisiä turvatekniikkaa koskevia poikittaistutkimuksia, mutta ensimmäisessä osatutkimuksessa oli myös tapaus-verrokki-osa. Viimeinen tutkimuksista oli prospektiivinen kohorttitutkimus, jossa aktiivisuuden ja tarkkaavuuden häiriön (ADHD) omaavien seurantajakso oli jatkunut jo 40 vuotta. Tutkimusten tuloksiin on otosten osalta laskettu oleelliset ristitulosuhteet (odds ratio, OR) ja poikittaistutkimuksissa oleelliset vallitsevuudet. Tulosten mukaan turvatyynyt eivät juuri aiheuttaneet silmävammoja (mahdollisten silmävammojen vallitsevuus alle 4 vammaa/10 000 vammautunutta), mutta turvavyön käyttämättömyys nosti sekä päävammojen (OR 2,50, 95 % luottamusväli [1,59; 3,97]) että kuoleman (OR 5,89 [3,33;10,9]) mahdollisuutta merkitsevästi. Lisäksi ajonvakautuksella varustetuille henkilöautoille sattui merkittävästi vähemmän sekä vammautumiseen (-29 % [-27 %;-31 %]) että kuolemaan (-58 % [-45 %; -69%]) johtaneita onnettomuuksia kuin vanhemmille, ilman ajonvakautusta olleille henkilöautoille. Kun edellä mainittua ajonvakautusautoa verrataan uudempaan, miltei kaikilla saatavilla olevilla aktiivisilla turvalaitteilla varustettuun autoon, aiheutettujen kuolemaan johtaneiden onnettomuuksien voidaan arvioida laskevan vielä 20-27 % kilometriä kohden, aina 0,48-0,53 onnettomuutta per miljardi kilometriä asti, kun sairaskohtauksia ja itsemurhia ei huomioida. Nykyisen turvatekniikan kannalta vaikeimmin estettäviä onnettomuuksia ovat itsemurhat, kuljettajan virheellisen hallintaliikkeen takia ja huonojen sää- tai keliolojen vallitessa sattuneet onnettomuudet. Edellisten lisäksi muun muassa puutteet käytettävyydessä, kuluttajien vastustus ja turvalaitteiden hyödyn ulosmittaaminen saattavat olla riskejä tulevaisuudessa, mutta tämän työn tuloksissa merkittävin kielteinen käyttäytymismalli oli turvalaitteiden käyttämättömyys. Lääkitsemätön ADHD on esimerkki yhdestä riskitekijästä, johon liittyy erittäin monimutkaisia syy-seuraus-suhteita. Tuloksissa ADHD esiintyi yhdessä kohonneen kuolleisuuden, rikollisuuden (OR 24,3 [3,21; 184]) ja liikennejuopumusriskin (OR 5.61 [2.30; 13.6]) kanssa. Esimerkin tarkoituksena ei ollut leimata ADHD:a sairastavia, vaan osoittaa, miten synnynnäisiä altistustekijöitä omaava sairaus voi johtaa onnettomuuksiin, joita on vaikea estää.

Julkaisun otsikon käännös	Kuinka autot suojaavat kuljettajiaan ja pitäisikö autoja suojata kuljettajiltaan: turvatyynyistä ajamisen automaatioon
Alkuperäiskieli	Englanti
Pätevyys	Tohtorintutkinto
Myöntävä instituutio	Aalto-yliopisto
Valvoja/neuvonantaja	Tammi, Kari, Vastuuprofessori Tervo, Timo, Ohjaaja, Ulkoinen henkilö
Kustantaja	Aalto University
Painoksen ISBN	978-952-60-8858-7
Sähköinen ISBN	978-952-60-8859-4
Tila	Julkaistu - 2019
OKM-julkaisutyyppi	G5 Artikkeliväitöskirja

Tutkimusalat

tieliikenneonnettomuudet
passiivinen turvatekniikka
aktiivinen turvatekniikka
liikennelääketiede

YK:n kestävän kehityksen tavoitteet

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http://urn.fi/URN:ISBN:978-952-60-8859-4

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@phdthesis{f50e22413cd44efc8c52484d6c5ef313,

title = "How Passenger Cars Protect their Drivers and Should Cars be Protected from their Drivers: from Airbags to Automated Driving",

abstract = "This thesis examined not only the effectiveness of the currently available safety devices for passenger cars (introduced by 2018) but also crashes that cannot be prevented by current safety technology. The research was carried out as a statistical analysis using Finnish databases as material. The material of the Finnish Crash Data Institute (OTI) was used exclusively as the crash data. In the publications, this crash data was combined with appropriate Finnish databases as needed. All four publications were quantitative observational studies. The first three studies were retrospective cross-sectional studies regarding passenger car safety technology, but the first one also included a case-control part. The last of these studies was a prospective cohort study, where the follow-up period for those with attention deficit-hyperactivity disorder (ADHD) had been going on for a considerable period of 40 years. The results of the studies were presented as odds ratios (OR) for the case-control and cohort studies, and as the prevalence for the cross-sectional studies. According to the results, the airbags contributed little to eye injuries (the prevalence of possible eye injuries was fewer than 4 injuries per 10,000 injured), but the non-use of the seat belt increased the odds of both head injuries (OR 2.50, 95% confidence interval [1.59; 3.97]) and death (OR 5.89 [3.33;10.9]). In addition, the injury (-29% [-27%;-31%]) and fatal (-58% [-45%; -69%]) crash rates were significantly lower for passenger cars having electronic stability control (ESC) than for older, non-ESC cars. If the ESC cars mentioned above are compared to newer cars having almost all available active safety devices, the analysis showed that the incidence of at-fault fatal crashes could be reduced by another 20-27% per kilometre, i.e. down to 0.48-0.53 crashes per billion kilometres when sudden disease attacks and suicides were not taken into account. Crashes that are most difficult to prevent using current safety technology are suicides, crashes caused by active but erroneous driver control, and crashes occurring in bad weather or road conditions. In addition to the above, shortcomings in usability, consumer resistance, and behavioural adaptation may be risks in the future. However, the results of this dissertation showed that currently, the most significant negative behaviour regarding safety devices was the non-use of safety devices. Non-medicated ADHD is an example of a single factor leading to highly complex cause-and-effect relationships regarding risk-taking. In the results, ADHD combined not only with increased mortality but also with elevated criminality (OR 24.3 [3.21; 184]) and drunk driving (OR 5.61 [2.30; 13.6]). The purpose of the example was not to stigmatize people with ADHD but to show how a disease with perinatal exposure factors can lead to crashes that are difficult to prevent.",

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author = "Tapio Koisaari",

year = "2019",

language = "English",

isbn = "978-952-60-8858-7",

series = "Aalto University publication series DOCTORAL DISSERTATIONS",

publisher = "Aalto University",

number = "226",

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TY - BOOK

T1 - How Passenger Cars Protect their Drivers and Should Cars be Protected from their Drivers: from Airbags to Automated Driving

AU - Koisaari, Tapio

PY - 2019

Y1 - 2019

N2 - This thesis examined not only the effectiveness of the currently available safety devices for passenger cars (introduced by 2018) but also crashes that cannot be prevented by current safety technology. The research was carried out as a statistical analysis using Finnish databases as material. The material of the Finnish Crash Data Institute (OTI) was used exclusively as the crash data. In the publications, this crash data was combined with appropriate Finnish databases as needed. All four publications were quantitative observational studies. The first three studies were retrospective cross-sectional studies regarding passenger car safety technology, but the first one also included a case-control part. The last of these studies was a prospective cohort study, where the follow-up period for those with attention deficit-hyperactivity disorder (ADHD) had been going on for a considerable period of 40 years. The results of the studies were presented as odds ratios (OR) for the case-control and cohort studies, and as the prevalence for the cross-sectional studies. According to the results, the airbags contributed little to eye injuries (the prevalence of possible eye injuries was fewer than 4 injuries per 10,000 injured), but the non-use of the seat belt increased the odds of both head injuries (OR 2.50, 95% confidence interval [1.59; 3.97]) and death (OR 5.89 [3.33;10.9]). In addition, the injury (-29% [-27%;-31%]) and fatal (-58% [-45%; -69%]) crash rates were significantly lower for passenger cars having electronic stability control (ESC) than for older, non-ESC cars. If the ESC cars mentioned above are compared to newer cars having almost all available active safety devices, the analysis showed that the incidence of at-fault fatal crashes could be reduced by another 20-27% per kilometre, i.e. down to 0.48-0.53 crashes per billion kilometres when sudden disease attacks and suicides were not taken into account. Crashes that are most difficult to prevent using current safety technology are suicides, crashes caused by active but erroneous driver control, and crashes occurring in bad weather or road conditions. In addition to the above, shortcomings in usability, consumer resistance, and behavioural adaptation may be risks in the future. However, the results of this dissertation showed that currently, the most significant negative behaviour regarding safety devices was the non-use of safety devices. Non-medicated ADHD is an example of a single factor leading to highly complex cause-and-effect relationships regarding risk-taking. In the results, ADHD combined not only with increased mortality but also with elevated criminality (OR 24.3 [3.21; 184]) and drunk driving (OR 5.61 [2.30; 13.6]). The purpose of the example was not to stigmatize people with ADHD but to show how a disease with perinatal exposure factors can lead to crashes that are difficult to prevent.

AB - This thesis examined not only the effectiveness of the currently available safety devices for passenger cars (introduced by 2018) but also crashes that cannot be prevented by current safety technology. The research was carried out as a statistical analysis using Finnish databases as material. The material of the Finnish Crash Data Institute (OTI) was used exclusively as the crash data. In the publications, this crash data was combined with appropriate Finnish databases as needed. All four publications were quantitative observational studies. The first three studies were retrospective cross-sectional studies regarding passenger car safety technology, but the first one also included a case-control part. The last of these studies was a prospective cohort study, where the follow-up period for those with attention deficit-hyperactivity disorder (ADHD) had been going on for a considerable period of 40 years. The results of the studies were presented as odds ratios (OR) for the case-control and cohort studies, and as the prevalence for the cross-sectional studies. According to the results, the airbags contributed little to eye injuries (the prevalence of possible eye injuries was fewer than 4 injuries per 10,000 injured), but the non-use of the seat belt increased the odds of both head injuries (OR 2.50, 95% confidence interval [1.59; 3.97]) and death (OR 5.89 [3.33;10.9]). In addition, the injury (-29% [-27%;-31%]) and fatal (-58% [-45%; -69%]) crash rates were significantly lower for passenger cars having electronic stability control (ESC) than for older, non-ESC cars. If the ESC cars mentioned above are compared to newer cars having almost all available active safety devices, the analysis showed that the incidence of at-fault fatal crashes could be reduced by another 20-27% per kilometre, i.e. down to 0.48-0.53 crashes per billion kilometres when sudden disease attacks and suicides were not taken into account. Crashes that are most difficult to prevent using current safety technology are suicides, crashes caused by active but erroneous driver control, and crashes occurring in bad weather or road conditions. In addition to the above, shortcomings in usability, consumer resistance, and behavioural adaptation may be risks in the future. However, the results of this dissertation showed that currently, the most significant negative behaviour regarding safety devices was the non-use of safety devices. Non-medicated ADHD is an example of a single factor leading to highly complex cause-and-effect relationships regarding risk-taking. In the results, ADHD combined not only with increased mortality but also with elevated criminality (OR 24.3 [3.21; 184]) and drunk driving (OR 5.61 [2.30; 13.6]). The purpose of the example was not to stigmatize people with ADHD but to show how a disease with perinatal exposure factors can lead to crashes that are difficult to prevent.

KW - road crashes

KW - passive safety

KW - active safety

KW - traffic medicine

KW - tieliikenneonnettomuudet

KW - passiivinen turvatekniikka

KW - aktiivinen turvatekniikka

KW - liikennelääketiede

KW - road crashes

KW - passive safety

KW - active safety

KW - traffic medicine

M3 - Doctoral Thesis

SN - 978-952-60-8858-7

T3 - Aalto University publication series DOCTORAL DISSERTATIONS

PB - Aalto University

ER -

How Passenger Cars Protect their Drivers and Should Cars be Protected from their Drivers: from Airbags to Automated Driving

Abstrakti

Tutkimusalat

YK:n kestävän kehityksen tavoitteet

Pääsy asiakirjaan

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