• 한국기계가공학회지
• /
• 제6권3호
• /
• pp.105-111
• /
• 2007

The type of pedestrian accident can be characterized by vehicular frontal shape and the height of pedestrian. The trajectory of pedestrian after collision by passenger car is different from that by bus due to vehicular frontal shape. The frontal shape of SUV vehicles is dissimilar to passenger car and bus. So, the trajectory and throw distance of pedestrian by SUV vehicles is not the same of passenger car and bus. In this paper, a series of pedestrian kinetic simulation were conducted to inspect the difference in throw distance between SUV vehicle and passenger car and bus by PC-CRASH that is the program for kinetic analysis of articulated body. From the results, if the height of pedestrian is taller than 1.70m, there is no difference in throw distance between SUV vehicle and passenger car, but if the height of pedestrian is about 1.55m throw distance of SUV vehicle is about 4m longer than that of passenger car at each impact speed. The throw distance of pedestrian by Bus is shorter than that of passenger car and SUV at each impact speed.

• 동력기계공학회지
• /
• 제13권5호
• /
• pp.76-81
• /
• 2009

The fatalities of pedestrian account for about 21.2% of all fatalities at 2007 year in Korea. To reconstruct exactly the accident, it is important to calculate the throw distance of pedestrian in car to pedestrian accident. The frontal shape of SUV vehicle is dissimilar to passenger car and bus, so the trajectory and throw distance of pedestrian by SUV vehicle is not the same of passenger car and bus. The influencing on it can be classified into the factors of vehicle and pedestrian, and road factor. It was analyzed by PC-CRASH for simulation, and SPSS s/w was used for regression analysis. From the simulation results, the maximum impact energy of multi-body of pedestrian was occurred to that of torso body at the same time. And the throw distance increased with the increasing of impact velocity, and decreased with the increasing of impact offset. Also it decreased with the increasing of velocity of pedestrian at accident, and the throw distance of wet road was longer than that of dry road. Finally, the regression analysis model of SUV(Nissan Pathfinder type)vehicle in car to pedestrian accident was as follows; $$disti_i=-0.87-0.11offseti_i+0.69speed_i-4.27height_i+0.004walk_i+0.63wet_i+{\epsilon}_i$$.

• 자동차안전학회지
• /
• 제9권4호
• /
• pp.14-19
• /
• 2017

The mortality rate of car-pedestrian accidents is quite high compared to the frequency of accident. Recently, governments and insurance companies tend to establish and implement new safety standards for pedestrian protection such as EURO-NCAP and K-NCAP. The performance for the pedestrian protection has been gradually improved, but it is still insufficient. Therefore, various studies for the pedestrian protection are being carried out. The car-pedestrian accident is simulated in order to study to the upper legform test of the EURO-NCAP protocol. A pedestrian dummy model is employed and the results are discussed.

• 한국생산제조학회지
• /
• 제20권2호
• /
• pp.157-161
• /
• 2011

The study for traffic safety improvement is so necessary to minimize the wound of pedestrian at car impact as to prevent pedestrian from this accident. This study aims at analyzing the behavior affected by impact on which car body hits pedestrian. Load and damage of pedestrian are also investigated. This model is the small car body as frame structure. The pedestrian is modeled with dummy by CATIA as Korean standard body style. The ear impacts the side of pedestrian with the speed from 30 to 90km/h. Behavior and damage of pedestrian at impact are analyzed by ANSYS. In case of 30km/h, The maximum pressure of dummy becomes the maximum value of 100MPa after the elapsed time of 0.1second and then seems to remain at 105MPa constantly. In case of 60km/h, its pressure becomes the maximum value of 110MPa at the elapsed time of 0.05second and decreases at 90MPa until the elapsed time of 0.1second. This value fluctuates after the elapsed time of 0.1second. In case of 90km/h, its maximum pressure becomes the maximum value of 155MPa at the elapsed time of 0.07second and fluctuates after the elapsed time of 0.07second until O.3second. This value seems to remain at 100MPa constantly after 0.3second until 0.5second. But this pressure increases suddenly just after 0.5second. Maximum deformations of dummy increase linearly according to elapsed time at hitting velocities of 30, 60 and 90km/h.

• 지역연구
• /
• 제38권2호
• /
• pp.59-72
• /
• 2022

기후 변화와 보행자 권리에 대한 인식이 높아짐에 따라, 서울시는 차 없는 거리 정책을 적용하여 왔다. 특히 지자체와 민간은 도시 활력 증진과 소비자 유인이라는 공통의 이해관계에 따라 합의를 통해 차 없는 거리를 도입하고 있다. 하지만 국내의 차 없는 거리 정책에 대하여 정책의 효과를 실증적으로 살펴본 연구는 미비한 실정이며, 특히 COVID-19 이후 기간에서 차 없는 거리 정책을 살펴본 연구는 전무하다. 이에 따라 본 연구는 차 없는 거리가 도입된 상업 거리인 종로 52길에 대하여 통제집단합성법을 활용하여 정책의 효과를 평가하였다. 분석 결과, 종로 52길에서의 차 없는 거리 정책은 유입 인구 증대를 통해 도시 활력 증진에 유의한 효과가 있는 것으로 나타났다. 또한, 분석 결과에 따라 정책이 효과를 보이기까지 3개월가량이 소요된 점을 고려할 때 정책의 효과를 평가하기 위해선 적정한 시간 간격이 필요함을 시사했다. 그러나 정책 시행으로부터 1년이 경과하기 전에 종로 52길에서 생활인구 밀도 증가 효과는 유의하지 않게 나타났다. 또한, COVID-19 시기에는 합성통제지역보다 생활인구 밀도가 오히려 감소한 것으로 나타났다. 본 연구의 결과는 차 없는 거리 정책에 대해 보다 장기적인 관점의 인구 유입 전략과 감염병 확산 하에서 유연한 대응 방안이 필요함을 시사한다.

• 자동차안전학회지
• /
• 제13권3호
• /
• pp.41-46
• /
• 2021

The number of big traffic accident cases of pedestrian death appeared to be minor, however compared to death rate in car to car accidents is very high and quite a few of the pedestrian death rates among all traffic accidents are counted to be almost 40%. Previous pedestrian safety studies were mostly aimed at reducing the degree of pedestrian injuries from a vehicle to pedestrian collision, and less at preventing a collision itself. This research was conducted with a method of using road facilities to prevent vehicles from rushing into the sidewalk. This research used one of the collision analyzing programs, called PC-Crash to simulate the vehicle rushing into the sidewalk. Based on the program, it could derive an optimal safe zone location where the pedestrian can wait for the pedestrian light safely. Also, changing road facilities such as pedestrian light pillars or signal controllers can widen 440% compared to the present safe zone. Accordingly, researchers have to consider a method to analyze and apply pedestrian safe zones along with road facilities location when designing a road.

• 한국자동차공학회논문집
• /
• 제18권3호
• /
• pp.104-109
• /
• 2010

The fatality of pedestrian accounts for about 21.2% of all fatality at 2007 year in Korea. In car to pedestrian accident it is very important to inspect the throw distance of pedestrian after collision for exact reconstructing of the accident. The variables that influence on the throw distance of pedestrian can be classified into the factors of vehicle and pedestrian, and road condition. It was simulated by PC-CRASH, a kinetic analysis program for a traffic accident in sedan type vehicle and SPSS program was used for regression analysis. From the results, the throw distance of pedestrian increased with the increasing of vehicle velocity, and decreased with the increasing of impact offset. Also it decreased with the increasing of velocity of pedestrian at accident, and throw distance at the road condition of wet was longer than that at dry condition. Finally, the regression model of sedan type vehicle on the throw distance of pedestrian was as follows; $$dist_i=2.39-0.11offset_i+0.59speed_i-545height_i-0.25walk_i+2.78wet_i+{\epsilon}_i$$.

• KIEAE Journal
• /
• 제15권2호
• /
• pp.69-78
• /
• 2015

Purpose: The aim of this study was to analyze the elementary schoolchildren's the fear of crime in pedestrian environment of elementary school for providing the basic design resource. Method:In order to deal with that, the questionnaire survey on the elementary schoolchildren's the fear of crime were conducted in 5 elementary schools in Ilsan new town. The results of the 293 questionnaires survey were analyzed through SPSS program. Result: The main results were as follows. The level of fear of crime in pedestrian environment differed in these 5 elementary schools because of the width of pedestrian path, the concealed place around pedestrian path, the nearness of park, the height/shape/interval of trees, the number of car and the closure-watching in the school caused by fence and trees and so on. The level of fear of crime in pedestrian environment differed between that of boy groups and that of girls groups because of the number of emergency bell/telephon, the shape of pedestrian path, the number of security office, the number of car and the concealed place around pedestrian path and so on.

• 한국자동차공학회논문집
• /
• 제20권6호
• /
• pp.67-72
• /
• 2012

Novel Front End Module(FEM) with improved pedestrian protection is very important to reduce the severity of pedestrian injury. The FEM needs to have enough space from hood to absorb the energy from any pedestrian collision. In this study, the cooling performance of the FEM to cool the engine was investigated under 25% height reduction. The results indicated that the cooling performance analysis was about 86% level compared to that of the conventional FEM. Also, good qualitative agreement between CFD predictions and experimental measurements was found. This FEM needs the cooling performance enhancement for changed air flow path at the frontal part of vehicle. Therefore, we showed an improved performance using air guide setup and shape modification under the high load condition.

• 한국자동차공학회논문집
• /
• 제22권1호
• /
• pp.36-45
• /
• 2014

Pedestrian to vehicle traffic accidents show a very high mortality rate compared to the frequency of occurrence. In order to improve the pedestrian protection performance of the vehicle, the korean government added a "pedestrian safety" entry from the year 2007. The performance for pedestrian protection of current vehicles gradually improved compared to the past, but it is still insufficient. It was found that the pedestrian protection performance was very weak, such as the top of the bonnet, the A-pillar and under the front windshield. A application of an active hood and pedestrian protection airbags can be countermeasures for these weak points of pedestrian safety. The active hood and pedestrian protection airbags are designed and manufactured to apply to the top of the hood and to the bottom of the windshield. The manufactured system is equipped in a test vehicle and evaluated based on the Korea New Car Assessment Program(KNCAP) test procedures for the performance of pedestrian safety. As a result, the outstanding effect of pedestrian protection has been achieved by the active hood and the pedestrian protection airbag. The rates of pedestrian injury are reduced by 82.2% and 95.4%, respectively.