• Journal of Auto-vehicle Safety Association
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• v.7 no.1
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• pp.27-32
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• 2015

In order to protect occupant during car crash accident, Regulation and NCAP(New Car assessment Program) have been developed among various countries like U.S.A., Europe, Korea and Australia. Especially NCAP scores affect to sales of vehicles. So vehicle makers are trying to get good score in NCAP. Low leg injuries play an important role in Australia and Euro NCAP and these injuries are related with footrest design. Optimization of footrest design in early stage of vehicle development is necessary to obtain better and robust results of low legs during crash tests. In this paper, DFSS method and finite element model were used to optimize the low leg performance in small RHD vehicles. Compared with the lower leg injury of base model, the lower leg injury of proposed model was slightly improved and robustness was enhanced also.

• Transactions of the Korean Society of Automotive Engineers
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• v.18 no.6
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• pp.31-37
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• 2010

In proportion to increasing interest in vehicle safety, many country have regulated vehicle safety and performed NCAP(New Car Assessment Program). However vehicles which had good results in these compliance and NCAP frontal crash test have caused problems such as the fork effect and over-riding in real car-to-car accidents. To complement these issues, new frontal crash test modes using new barrier like FWDB and PDB have been developed by EEVC WG15. In this paper, FWDB frontal crash test was performed and the result was compared with the full frontal crash test using the rigid wall in order to comprehend the characteristic of FWDB. The results of FWDB test were compared with one of USNCAP and KNCAP. Using USNCAP data, vehicle performance like deformation and wall force were studied. A comparative study of dummy injuries was made by using KNCAP result. The results showed that vehicle performance of FWDB test like displacement and effective acceleration was similar in spite of absorbing energy of FWDB due to the greater vehicle deformation of rigid wall test. In FWDB test, driver dummy head bottomed out but most of injuries were superior to the injury of rigid wall test.

• Journal of Auto-vehicle Safety Association
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• v.9 no.2
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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.

• Journal of Auto-vehicle Safety Association
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• v.4 no.2
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• pp.5-10
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• 2012

Whiplash is the most frequent injury among occupants in low speed rear-end car collision. The aim of this paper is to analyze thecorrelation between influence parameters of head restraints and whiplash injury criteria.In this paper, DFSS (Design for Six Sigma) method is used for optimum design of head restrains. Four control factors of head restraints have selected by function matrix method. The effects of the control factors have been experimentally evaluated by using a sled pulse from 16km/h relative velocity which is suggested by KNCAP (Korean New Car Assessment Program). In order to reduce the noise factors of dynamic tests, whiplash tests were repeated twice. By using DFSS, the correlation between control factors and injury criteria has been comprehended.

• Transactions of the Korean Society of Mechanical Engineers A
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• v.38 no.9
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• pp.1019-1027
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• 2014

Vehicle-into-pedestrian traffic accidents show a very high mortality rate compared to their frequency of occurrence. Throughout the world, governments and insurance companies tend to establish and implement new safety standards for pedestrian protection. In order to improve the performance of pedestrian protection, the Korean government has evaluated the pedestrian safety of vehicles under the Korea New Car Assessment Program (K-NCAP) since 2007. The pedestrian protection performance has improved gradually, but it remains insufficient. A pedestrian protection system consisting of a hood lift system and a pedestrian airbag can be a solution to pedestrian safety. A pedestrian airbag design procedure based on a newly defined design scenario is introduced to reduce the head injury criterion of pedestrians. The proposed design scenario is discussed from a practical viewpoint and applied to manufacture pedestrian protection systems.

• Transactions of the Korean Society of Automotive Engineers
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• v.20 no.5
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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.

• Transactions of the Korean Society of Automotive Engineers
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• v.21 no.2
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• pp.104-113
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• 2013

New USNCAP has been carried out by NHTSA including front and side crash from MY2011. In this paper, test results for USNCAP Side crash were reviewed by statistical analysis. This review focused on side crash test results to investigate the effect of changes from new USNCAP side crash test protocol among 30 passenger cars. These results were summarized as followings. Total number of 5 star vehicles on the front seat dummy (16 vehicles, 53.3%) was slightly smaller than the rear seat's (17 vehicles, 56.7%) in MDB test. For the ES-2re dummy, chest injury, ie maximum rib deflection contributed to 66% in the mean value of $P_{joint}$. Pelvis injury was highly dependent upon performance up to 87% in the SID-IIs dummy cited on the rear seat in average $P_{joint}$. For Pole test, pelvis injury made contribution to the average performance to 83%. For standard deviation, it showed the largest value in the same body region as the mean value for each dummy. Overall front seat performance showed 14 vehicles, 44.6% with 5 star vehicles less than each MDB or Pole test result. This result showed that performances in MDB test were different pattern to Pole test on driver position. Number of 5star vehicles for overall side NCAP performance are 18 passenger cars (60%). Curtain airbag and driver thorax airbag were equipped in all test vehicles. One vehicle is equipped with thorax airbag in the rear seat. Results from two side tests considered as reliability problem, ie the cause for large standard deviation in side crash test. Consequently, the countermeasure for new USNCAP side crash test is essential to design the effective side structures for side collision and to control well dummy kinematics with curtain and thorax airbag in order to reduce chest and pelvis injuries.

• Journal of Auto-vehicle Safety Association
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• v.9 no.1
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• pp.13-18
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• 2017

In recent years, NCAP regulations of many countries have induced automaker to improve the vehicle crashworthiness. But, the current NCAP regulations don't cover all types of traffic accidents. And rapid-increasing market share of compact cars and SUVs has brought for both consumer and automaker to pay more attention on crash compatibility. So, many countries have tried to develop the new crash test mode and update the present crash test mode. Especially, Euro NCAP has been developing a new impact protocol of the car-to-car frontal offset impact including the crash compatibility assessment. There are plans to introduce this new protocol in 2020, and it will be replaced the current Euro NCAP frontal offset impact. The test dummy in the front seats of this new test mode will be changed from 50% Hybrid-III male to 50% THOR male. This paper will address the vehicle responses, the occupant responses and the vehicle compatibility performance from a full vehicle crash test using the new car-to-car frontal offset test protocol of Euro NCAP.

• Journal of Auto-vehicle Safety Association
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• v.5 no.2
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• pp.45-50
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• 2013

The whiplash Injuries due to rear collision occur frequently. As result, in many countries, seat performance is being assessed and developed to improve head whiplash injury in rear collision of passenger car. This study compares whiplash assessment methods in each country. Using the DFSS(Design for Six Sigma) method, the correlation between influence parameters of head restraints and whiplash injury criteria is analyzed. Four control factors are used in this study. And total 11 whiplash injury criteria from NCAP(New Car Assessment Program) of Korea, Europe, China and IIHS(Insurance Institute for Highway Safety) of USA are used for output response. By the experimental design, L9 orthogonal coordinate system is configured and is tested by sled test equipment, twice. By using average assay value and ANOVA, the correlation between control factors and injury criteria has been comprehended. Optimization design of head restraint according the regional seat safety assessment was derived through the correlation.

• Journal of Auto-vehicle Safety Association
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• v.10 no.3
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• pp.32-37
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• 2018

Recently, the driver can be assisted by the advanced active safety devices such as ADAS from road traffic risks. With this system, driver and passenger may freed from can driving tasks or kept eyes on forward direction while on the road. Help from adoptive cruise control, auto parking and newly develped automated driving vehicles technologies, the driver positions will vary significantly from the current standard driver position during the travel time. On this hypothesis, the objective of this study is analyze the behavior and injuries of drivers in the event of frontal impact under these abnormal driver position. Based on the KNCAP frontal impact testing method, this simulation matrix was set-up with dummies of 5 th tile female Hybrid III dummy and 50 th tile male Hybrid III dummy. The small sedan type passenger car was modeled in this simulation. The series of simulation was performed to compare the injuries and behaviour of each dummy, varying the seating status and seat position of each dummy.