• Journal of the KSME
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• v.35 no.6
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• pp.525-541
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• 1995

본 연구는 미국과 유럽에서 각각 제정한 실차시험에 의한 측면충돌시 승객보호 기준에 대한 성 능요건, 기준설정 배경, 시험법, 사용되는 인체모형 등을 연구하고, 국내의 측면충돌 사고율, 사 고유형별 인명 및 재산피해 등을 분석해 보았으며, 자동차 사고의 조사 내용 및 항목을 알아 보았다.

• Transactions of the Korean hydrogen and new energy society
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• v.19 no.4
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• pp.266-275
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• 2008

The performance improvement of each part for durability, safety and cost of high pressure storage system for fuel cell vehicle has been focused so far. However, for the mass production of fuel cell vehicle, it is necessary to evaluate durability and safety in system module and vehicle level. The test procedure to evaluate vibration and collision safety of high pressure hydrogen storage system for the fuel cell vehicle is established and its reliability is verified.

• International Journal of Highway Engineering
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• v.9 no.3
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• pp.91-100
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• 2007

The most important thing for driver's safety on the road is equipment of crash cushion as a vehicle protection safety facility. But development of crash cushion is defective because there's no rational and reality way of design. And also without an alternative plan, it rely on crash test hereby it suffers a great economic loss and wastes time. This study that uses data of cash test proves the suitability of single degree of freedom which considers the safety of passengers about three-dimensional complicated Crash Analysis. As the study analyzes the conduct of crash cushion, it want to develop the effective method of design on Single Degree of Freedom Crash Cushion. And it presents the way of crash cushion design through making a crash analysis model with single degree of freedom. To verify the validness of the crash cushion plan, with single degree of freedom plan, we make the level CC2 crash cushion and execute the crash test. A performance test brings satisfied result and a plan of single degree of freedom crash cushion is proven as an one of the way to be a good system which can design crash cushion.

• Journal of the korean Society of Automotive Engineers
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• v.14 no.6
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• pp.29-35
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• 1992

본 연구에서 검토한 바와 같이 컴퓨터 시뮬레이션은 실차실험과 다소의 오차는 있지만 매우 값싼 환경에서 컴퓨터장비에 거의 종속되지 않고 연구가 가능하므로 충돌실험이 고가인 관계로 여러 경우를 시도할 수 없는 경우 즉, 조인트 성격변화, 의자위치, 벨트의 신율 및 체결상태, 에어백의 장착여부 등에 대한 변화가 있을 때에 이미 확립된 모델에 입력데이타를 수정 혹은 추가함으로써 충돌시 반응을 예상할 수 있을 것으로 기대된다. 그러나, 본 연구에서는 비록 우수한 모델링이 확립되었다 할지라도, 차종이나 주변환경이 바뀔때는 다시 모델링을 해야 되는 문제가 남게 되며 이때 필요한 대상차에 대한 입력데이타가 새로이 정의되어야만 한다.

• Journal of Korean Society of Transportation
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• v.18 no.4
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• pp.107-115
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• 2000

We suggest a method which solves the planar, two vehicle collision reconstruction problem. The method based on the Principle of impulse and momentum determines the pre-impact velocity components from Post-impact velocity components, vehicle Physical data and collision geometry. A novel feature is that although the impact coefficients such as the restitution coefficient and the impulse ratio are unknown, the method can estimate automatically the coefficients and calculate the pre-impact velocity components. This reverse calculation is important for vehicle accident reconstruction, since the pre-impact velocities are unknown and Post-impact Phase is the starting Point in a usual collision analysis. However. an inverse solution is not always Possible with the analytical rigid-body impact model. Mathematically, one does not exist under the common velocity condition. On the other hand, our method has a capability of reverse calculation under the condition if the absorbed energy during the collision process can be estimated using the crush profile. To validate the developed collision reconstruction a1gorithm, we use car-to-car collision test results. The analysis and experimental results agree well in the impact coefficients and the Pre-impact velocity components.

• Journal of Korean Society of Steel Construction
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• v.13 no.4
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• pp.381-393
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• 2001

The current traffic situation in Korea can be described as rapid change in traffic volume and diversity in vehicle size from compact cars to large trucks. W-beam barrier most widely used in Korea was found not to satisfy the stiffness requirement for the Koran impact condition of 14 ton-60Km/h-15deg. and it was too stiff for small vehicles impacting with more realistic speed to satisfy the safety of vehicle occupants. To develop a guardrail system satisfying the two contradicting goals, a thrie-beam guardrail system, which had the beam thickness of 3.2mm and rubber cushions, was conceived. Even though the height of the thrie-beam(450mm) is increased by 100mm as compared to that of W-beam (350mm), there was only 2% increase in the weight of the thrie-beam. The new thrie-beam barrier system could contain more wide range of vehicle bumper heights, and showed better performance in the viewpoint of stiffness and energy absorbing capability than the W-beam system. The impact performance was evaluated from a crash test. The developed thrie-beam guardrail system satisfied all applicable criteria for NCHRP 350 test designation 3-10.

• Journal of the Korean Society for Advanced Composite Structures
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• v.2 no.4
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• pp.11-18
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• 2011

In this study, the performance of a steel-FRP composite bridge safety barrier was evaluated through vehicle crash simulation. Surface veil, DB and Roving fibers were used for FRP. The MAT58 material model provided by LS-DYNA software was used to model FRP material. Spot weld option was used for modeling contact between steel and FRP beam. The structural strength performance, the passenger protection performance, and the vehicle behavior after crash were evaluated corresponding to the vehicle crash manual. As the result, A steel-FRP composite safety barrier was satisfied with the required performance.

• Composites Research
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• v.28 no.2
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• pp.65-69
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• 2015

This study dealt with dynamic characteristics by real car crash simulation of composite support structures for road facilities. The effects of different material properties of composites for various car crash speeds are studied using the LS-DYNA finite element program for this study. In this study, the existing finite element analysis of steel support structures using the LS-DYNA program is further extended to study dynamic behaviors of the support structures made of various composite materials. Based on the passenger safety assessment, the numerical results for various parameters are verified by comparing different models with internal energy occurred in the support and car.

• Journal of the Korea Academia-Industrial cooperation Society
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• v.17 no.3
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• pp.171-176
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• 2016

This paper proposes road safety facilities applying Hot-dip zinc-aluminum-magnesium alloy-coated steel sheets and coils to reduce the loss of function caused by the corrosion of steel in the service state. Vehicle crash simulations and full-scale crash tests were carried out to provide reliable information on evaluating the crash performance with the products of road safety facilities built with hot-dip zinc-aluminum-magnesium alloy-coated steel. From the results of the simulations and full-scale crash tests, the impact behaviors evaluated by the three-dimensional crash simulations considering the strain-rate dependency in a constitutive model were similar to those obtained from the full-scale crash test results. The full-scale crash test results met the crashworthiness evaluation criteria; hence, the proposed bridge barrier in this paper is ready for field applications.

• KSCE Journal of Civil and Environmental Engineering Research
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• v.40 no.5
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• pp.445-454
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• 2020

Non-breakaway crashworthy sliding posts move rigidly with a vehicle in the early stage of vehicle impact. During this stage, a vehicle imparts its linear momentum to the post, experiencing first-stage speed loss followed by second-stage loss from the crush of the energy-absorbing pipe (EAP) installed under the guide rail. An EAP is the key element of a crashworthy sliding post and should be confined to the post foundation. This paper covers the development of an EAP for a sliding post of 507 kg, which is a sliding post type frequently used in Korea for cantilever signs. Detailed explanations of the designs for an EAP structure using LS-DYNA impact simulation are given, and the crashworthiness of the systems are confirmed through crash tests. The EAP presented in this paper can accommodate impacts from 0.9 ton-60 km/h to 1.3 ton-80 km/h, and is applicable to foundations up to 2.7 m in length.