• Journal of Trauma and Injury
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• 제28권3호
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• pp.98-103
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• 2015

Purpose: To compare injury sustained and severity of child occupant according to the types of safety restraint systems in motor vehicle crashes. Methods: This was a retrospective observational study. The study subjects were child occupants under the age of 8 years who visited a local emergency center following a motor vehicle crash from 2010 to 2014. According to safety restraint: child restraint systems (CRS), belted, and unbelted, we compared injuries sustained and injury severity using the maximal Abbreviated Injury Scale (MAIS) and Injury Severity Score (ISS), and analyzed the characteristics of severe injuries (AIS2+). Results: Among 241 subjects, 9.1% were restrained in CRS, 14.5% were only belted, and 76.3% was unbelted at the time of the crashes. Fourteen had severe injuries (AIS2+), all of whom didn't be restrained by CRS. Injuries in face and neck were the highest in unbelted group, and MAIS and ISS were the lowest in CRS group. Conclusion: Among safety restraint systems for child occupant in motor vehicle crashes, the CRS have the preventive effect of face and neck injuries, and are the most effective safety restraint systems.

• Clinical and Experimental Pediatrics
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• 제61권12호
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• pp.381-386
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• 2018

Purpose: The use of proper safety restraint systems by children is vital for the reduction of traffic accident-related injury and death. This study evaluated the rates of use of safety restraint systems and front seats by Korean children. Methods: Based on data from the National Health and Nutrition Examination Survey from 2008 to 2015, I investigated the frequencies of safety restraint systems and front seat use by children under six and 12 years of age, respectively. Results: The percentage of respondents who said they always use safety restraint systems increased from 17.7% in 2008 to 45.0% in 2015. The rate of children who did not use the front seats at all was 47.3 % in 2008 compared to 33.4% in 2015. Multivariate logistic regression analysis showed a decrease in safety-restraint-system use as age increased (odds ratio, 0.63; 95% confidence interval [CI], 0.51-0.77). The use rate of front-passenger seat belts by the mother is significantly correlated with the safety-restraint-system use rate by children (odds ratio, 2.14; 95% CI, 1.12-4.06). Conclusion: Although the rate of safety-restraint-system use for children is increasing annually, it remains low. Additionally, the use rate of front passenger seats for children is high. To reduce the rates of injury and death of children from traffic accidents, it is necessary to educate on the appropriate use of safety restraint systems according to age and body size and to develop stronger regulations.

• 한국항공운항학회지
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• 제26권3호
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• pp.93-104
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• 2018

It is mandatory to use car seats for infants and children in the private vehicles in accordance with the traffic law of Korea. Recently, legislation has also been proposed to expand the use car seats to express and intercity buses. This reflects a growing consensus that mandatory infant and child car seats, both for private and commercial vehicles, are essential. However, Korean laws concerning infants and children on board aircraft allow parents or guardians to hold children under two years of age on their laps without any restraint devices. It is not possible for a parent to physically restrain an infant or child, especially during a sudden acceleration or deceleration, unanticipated or severe turbulence, or impact. The use of CRS provides an equivalent level of safety to infants and children as that afforded to adult passengers wearing seat belts. But there is no regulation even about Child Restraint Systems on board aircraft in Korea. To enhance their safety, infants and children should be restrained in an approved child restraint system that is appropriate to their weight and height. It is necessary to examine whether infants and children in flight can achieve the same level of safety as an adult.

• 한국자동차공학회논문집
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• 제11권4호
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• pp.79-85
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• 2003

The child restraint system is blown to be excellent to reduce child occupant injury in frontal collisions. The effects of the child restraint system are experimently investigated according to FMVSS 213. A sled simulator is utilized with varying restraint types such as 2point, 3point seat belts, forward-facing types and booster types of child restraint systems. The head and chest injuries for various cases are evaluated based on industrial standards. Also, the maximum displacements of the head and the knees are measured by film analysis. Using the results of the test, the effects of the child restraint system is discussed and reduction of child occupant injury is pursued.

• 자동차안전학회지
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• 제7권3호
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• pp.7-13
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• 2015

Occupant protection performance in frontal crashes has been developed and assessed for mainly front seat occupants over many years, and in recent years protection of rear seat occupants has also been extensively discussed. Unlike the front seats, the rear seats are often occupied by children seated in rear-facing or forward - facing child restraint systems, or booster seats. In the ENCAP, child occupant protection assessments using 18-month-old(P1.5) and 3-year-old(P3) test dummies in the rear seat have already been changed to new type of 18-month-old (Q1.5)and 3-year-old(Q3) test dummies. In addition, ENCAP are scheduled with the development and introduction of test dummies of 6-year-old (Q6) and 10.5-year-old children(Q10) starting 2016. In KNCAP, Q6 and Q10 child dummies will be introduced in 2017 as well. Automobile manufacturers need to develop safety performance for new child dummies closely. In this paper, we focused on Q6 and Q10 child dummies sitting in child restraint system. Offset frontal crash tests were conducted using two types of test dummies, Q6 and Q10 child dummies, positioned in the rear seat. Q6 and Q10 were used to compare dummy kinematics in rear seating positions between Q6 behind the driver's seat and Q10 behind the front passenger's seat. The full vehicle sled test results of both dummies were conducted with different restraint systems. It showed that several injury and image data was collected as the result of the full vehicle sled test. Based on the results of these investigations, this paper describes which factor is most important and combination is the best performance when evaluating rear seat occupant protection for Q6 and Q10 child dummies.

• 자동차안전학회지
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• 제8권1호
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• pp.31-37
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• 2016

The Child Occupant Safety Assessment was first introduced and carried out by Euro NCAP in 2003, with the goal of ensuring manufacturers to develop safe vehicles for passengers of all ages; the objective was to evaluate the safety and protection offered by different Child Restraint Systems (CRS) in the event of a crash. In 2013, the formerly used P child dummy series was replaced by newer and more biofidelic Q1.5 and Q3 child dummies, representing 1.5 and 3 year old children respectively. The frontal and side impact dynamic performances of the Q1.5 and Q3 were tested within all classes of vehicles assessed by Euro NCAP at the time. As an extension to that initiative, Q6 and Q10 child dummies were later developed representing children of 6 and 10 years old. Since the protection of larger children during vehicle crashes relies greatly on the interaction of vehicle restraint systems such as seat belt and the CRS, instrumented Q6 and Q10 dummies will be used to assess the protection offered in the event of front and side impact crashes. In this paper, we focused on injury criteria of Q6 and Q10 child dummies at 64 kph 40% offset frontal crash test. The whole procedure was designed with DFSS analysis. The full vehicle sled test results of both dummies were conducted with different restraint systems settled through previous sled test. It showed that several injury criteria and image data were collected as the result of the full vehicle sled test. Based on the results of these investigations, this paper describes which factor is most important and combination shows the best performance when evaluating rear seat occupant protection for Q6 and Q10 child dummies.

• International Journal of Automotive Technology
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• 제8권2호
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• pp.185-191
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• 2007

The new FMVSS 208, 213, 225 regulations include automatic suppression of airbags to prevent low-risk airbag deployment and the use of child seats with a rigid-bar anchor system. The regulations mean that children must sit in the rear seat, but do not include other specific safety measures for their protection. In the rear, restraint equipment consists of three-point shoulder/lap belts for the outside seats and a static two-point lap belt in the middle, with no additional devices such as pretensioners or load limiters; this is far from optimal for children. This study investigated injury rates using a 3-year-old-child dummy. ECE R44 sled tests used a booster, a speed of 48 km/h, and a 26- to 32-g rectangular deceleration pulse. While seated on a booster, the dummies were restrained by an adult shoulder/lap three-point belt. HIC_15 msec, Chest G and Nij were somewhat lower with an emergency locking retractor (ELR)+pretensioner+load limiter than with only an ELR or with ELR+pretensioner. However, the current seat-belt system results in injury rates that exceed the limit for OOP performance under the new FMVSS 208 regulations.

• International Journal of Automotive Technology
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• 제7권7호
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• pp.769-776
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• 2006

A mathematical model is developed in this paper to define the interaction between the occupant and vehicle passenger compartment and to predict the occupant dynamic response during a sudden impulse load. Two different types of occupants are considered in this study, child and adult occupants. The occupants are considered as lumped masses connected to the child seat and vehicle's body masses by means of restraint systems. In addition, the occupant restraint characteristics of seat belt and airbag are represented by stiffness and damping elements. To obtain the dynamic response of the occupant, the equations of motion of the occupants during vehicle collisions are developed and analytically solved. The occupant's acceleration and relative displacement are used as injury criteria to interpret the results. It is demonstrated from the numerical simulations that the dynamic response and injury criteria are easily captured and analyzed. It is also shown that the mathematical models are flexible, useful in optimization studies and it can be used at initial design stage.

• 자동차안전학회지
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• 제9권3호
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• pp.31-38
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• 2017

For years, Q1.5 (anthropomorphic test device for 1.5 years old infant) and Q3 (anthropomorphic test device for 3 years old infant) dummy protection has been improved considerably by the effort of EuroNCAP. ISOFIX strength of vehicle structure has increased and many child occupant protection tests have made child restraint system (hereafter CRS) optimized for child safety. However, from 2016, EuroNCAP changed the dummy which is used for the child occupant protection from Q1.5/Q3 to Q6/Q10 and these were also adopted in KNCAP from 2017. Therefore, a new method is required to secure the safety for older children In this research, child dummies were tested by using adult safety systems, and the different results from each adult restraint system were compared. Finally, dummies were tested with the CRS harness belt commonly used for infants, which has yielded significant result. In this research, mid-sized sedan and small SUV were used for the test. The researchers of this paper performed sled tests to correlate between the different adult safety belt system and child injury. Following the sled test, an actual vehicle test was conducted to gather the injury data of Q-dummy with the CRS harness belts. This paper will show the advantages of applying a pre-tensioner in the second row for child protection and the necessity of CRS which has its own harness belts to improve safety for older children.

• 자동차안전학회지
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• 제6권2호
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• pp.49-54
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• 2014

Development in vehicle industry could increase interest in children's safety recently. However the research of children safety is not being conducted as many as that of adult's. Especially the basic study for the vehicle crash on-board children was not much. This study focused on the effect of seatbelt anchorage points to evaluate children's safety in frontal crash. The current regulation of the seatbelt anchorage points is suitable for ranged from female 5% to male 95%. The assessment of children's safety at buckle up of no used CRS(child restraint system) was performed using frontal sled tests. The frontal crash pulse in sled tests was designed to the average of about 30 KNCAP frontal crash pulses. To reduce number of experiments, DOE is used. The Q6 child dummy and standard seat in UN R 129 were used. According to the analysis of test results, children's safety has been influenced by the points of seatbelt anchorage.