• 한국정밀공학회지
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• 제24권5호
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• pp.110-117
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• 2007

According to the pedestrian protection regulations of Europe and Japan, the head injury must not exceed a limitation in the defined test condition for the protection of pedestrians from a vehicle crash. However, it is difficult to evaluate the performance of protection because each regulation has different test conditions such as dummy, impact speed and so on. This circumstance needs the development of a model that describes the anthropometry of the crash victim with a sufficient accuracy. We constructed scaled pedestrian dummies using MADYSCALE. Simulations were performed for various crash speeds and pedestrian postures. The scaled Korean dummies and HybridIII dummies were used to compare the pedestrian dynamic behaviors and head injury criteria during the collision. The HIC values of scaled korean dummies were found to be higher than those of Hybrid III dummies. The impact for gait posture was less than that for standing.

• 한국자동차공학회논문집
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• 제20권5호
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• pp.81-87
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• 2012

New car assessment program (NCAP) originated from USNCAP in 1979 has been implemented in several countries or markets, for instance USA, Europe, Korea, Japan, China and Australia. NCAP has contributed greatly to reduce accidental tolls. But recently, NCAP performance has no distinction between cars because manufacturer have been continuously developed to improve NCAP performance. Therefore, NHTSA announced new USNCAP protocol becoming effective from MY2011. NHTSA had carried out many NCAP tests based on the new test protocol and announced these test results. In this paper, USNCAP test results were reviewed by statistical method. This review was focused on passenger cars and frontal crash test results in order to investigate effect of changes in new NCAP protocol. There are two key changes, one is sited female dummy in passenger position, the other is enlarged to 4 scoring body regions in each dummy. Results of this review were summarized as followings. Performance in Passenger (12.5%) is lower than Driver's (50%) for number of 5 star vehicle. Neck injury criterion is dominant to NCAP star rating for both dummies in the mean sense. For standard deviation, chest deflection is showed largest value in driver dummy but neck injury criterion is showed for passenger's. DKAB and PKAB were equipped 28.1% and 6.2%, respectively. Consequently, the countermeasure for new USNCAP frontal crash test is essential to control well dummy kinematics with some safety features including KAB to reduce neck injuries.

• 한국자동차공학회논문집
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• 제23권4호
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• pp.420-427
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• 2015

This paper statistically reviewed for the USNCAP frontal crash test results carried out by NHTSA. Vehicle samples were selected on total 20 vehicles which were included on 15 vehicles for MPV&SUV and 5 Pickup. The results was summarized as followings. The performance for the driver was better than the passenger's in the average sense. There exist distinctions between the driver and the passenger on the USNCAP front test procedure, for example dummy size, seating position and airbag style. Therefore these differences originated in the statistical results. Main effect was Neck injury for crash performance on both dummies on the average value. Root cause of neck injury was different for each dummy, ie, the driver caused from Nte & Ntf, but the passenger did absolutely Nte mode. Reliability evaluated from the standard deviation was highly dependent upon chest injury on the driver and neck injury on the passenger. Restraint system was also summarized.

• 자동차안전학회지
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• 제9권2호
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• pp.20-25
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• 2017

KNCAP is a program to evaluate the automobile safety, providing consumer vehicle safety assessment results. The safety evaluation tests are Frontal Impact, Offset Frontal Crash, Side Crash, Side Pole Crash, Rear Impact. This is the study of the offset frontal impact safety evaluation. Currently, IIHS is performing a small overlap test. NHTSA plans to implement the oblique moving deformable barrier test. Euro-NCAP plans to implement a mobile frontal impact test. Simulation is used to compare occupant behavior and injury. We have investigated whether the introduction of the test at KNCAP is necessary. The dummy model used in the simulation was the 50th percentile male Hybrid III dummy.

• 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.

• 한국생산제조학회지
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• 제26권2호
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• pp.205-213
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• 2017

In order to improve occupant protection in frontal crash, the IIHS introduced a small overlap frontal crash test in 2012. When the front corner of a car collides with another car or object, such as utility pole the test replicated the sequence of events. Because occupants move simultaneously forward and toward the side of the vehicle this test is challenging for some airbag and safety belt designs. In the small overlap frontal test, a car travels at 64 km/h toward a rigid barrier. A hybrid III dummy is positioned in the driver seat. 25% of the total width of the car strikes the barrier on the driver side. After review of small overlap frontal test protocol and overall rating, six run-throughs were performed according to the original test method.

• 한국자동차공학회논문집
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• 제8권6호
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• pp.259-266
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• 2000

Crash test data from different impact modes and threshold speeds were used to assess the effects of impact conditions on air bag electronic single point sensing (ESPS) activation requirements. The requirements are expressed in terms of the desired sensor activation time based on unbelted driver dummy kinematics. A crash discriminator pre-displacement is introduced to crash recognition algorithm to the ESPS. The new crash recognition algorithm named Velocity Energy Pre-displacement(VEPD) method is developed and the ESPS algorithm based on the VEPD technique is used to assess the ESPS system performance. It is shown that VEPD method correlates very well with desired sensor activation time and meets the activation requirement.

• 자동차안전학회지
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• 제14권1호
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• pp.62-67
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• 2022

This study is to construct the simple estimating model for the HIC15 of the driver dummy using the frontal impact test results. Test results of 9 vehicles of Hyundai Sonata from the MY2002~MY2020 USNCAP are utilized for constructing the linear regression model. The average accelerations extracted from the vehicle crash pulses are handled as the main factors. The average accelerations of 10 ms interval within 0~100 ms are calculated from the crash pulse data of 9 vehicles. The present estimating model of the HIC15 using the average accelerations of 10 ms interval in the 0~80 ms range shows good agreement with the tested value within 2.4% maximum error.

• 대한기계학회논문집A
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• 제26권8호
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• pp.1577-1584
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• 2002

This paper develops a finite element model for studying the occupant behavior and injury cofficients of a large-sized cab-over type truck. Since it does not have a room to absorb collision energy and deformation in front of the passenger compartment the deformation is directly transmitted to the passenger compartment. Moreover, since its steering column is attached on the frame, severe deformation of the frame directly affects on the steering wheel's movement. Therefore, if the occupant behavior and injury coefficients analysis is performed using a finite element model developed based on a sled test, it is very difficult to expect acquiring satisfactory results. Thus, the finite element model developing in this paper is based on the frontal crash test in order to overcome the inherent problems of the sled test based model commonly used in the passenger car. The occupant behavior and injury coefficients analysis is performed using PAM-CRASH installed in super-computer SP2. In order to validate the reliability of the developed finite element model, a frontal crash test is carried out according to a test method used fur developing truck occupant's secondary safety system in european community and japan. That is, test vehicle's collision direction is vertical to the rigid barrier and collision velocity is 45kph. Thus, measured vehicle pulses at the lower parts of the left and right B-pilla., dummy chest and head deceleration profiles, HIC(head injury criterial) and CA(chest acceleration) values, and dummy behavior from the frontal crash test are compared to the analysis results to validate reliability of the developed model.

• 한국정밀공학회지
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• 제17권4호
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• pp.220-225
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• 2000

This paper develops a finite element model for studying occupant behavior of a mid-size truck equipped with a driver side airbag. The developed model simulates an occupant behavior using PAM-CRASH/PAM-SAFE in super computer SP2. The model is developed based on a sled test. A 50% hybrid dummy III is used for measuring head and chest accelerations and femur loads, and major injury coefficients such as HIC, CA and femur load. Inferior components such as foot rest, seat, kneebolster, crash pad, etc. are roughly modeled and defined by a rigid material model. And contact type II is used for detecting a contact with dummy. Contact type II definition uses force-deflection relationship of each body Such components as steering column which directly affect on the occupant injuy are modeled in detail and defined by an elastic-plastic material model. Airbag cushion is modeled using rivet elements. Airbag cover groove is modeled using rivet elements. Airbag tether is modeled as nonlinear bar elements. Airbag model has two vent holes to ventilating the exploded gas. Airbag is folded close to the real airbag folding procedure, and folded cautiously in order not to have initial penetration. A vehicle pulse acquired from 31mph frontal barrier test is used as input signal for the simulation. The simulation conditions are tuned to the sled test ones. The measured dummy accelerations and major injury coefficients, and filmed dummy behavior and airbag inflation process using high speed camera are compared to the simulation results to verify the developed finite element model.