• Transactions of the Korean Society of Automotive Engineers
• /
• v.25 no.3
• /
• pp.317-325
• /
• 2017

The EDR(Event Data Recorder) is a part of the ACU(Airbag Control Unit) functions mounted on a vehicle. EDR data have pre-crash data and post-crash data. Pre-crash data are recorded within 5 sec from time zero(AE) with 0.5 sec resolution, and reveal vehicle speed, engine rotation speed, throttle opening, brake pedal operation, acceleration pedal position and steering angle, etc. Using this EDR data, the investigation of a traffic accident can become more objective and scientific. Crash tests of three vehicles equipped with EDR function had been performed successfully. Evaluation of EDR data reliability had also been performed using Vbox and PC-Crash's sequence table function. Based on the results, we could confirm EDR data's reliability and availability for Traffic Accident Analysis by the series of this process.

• Journal of Auto-vehicle Safety Association
• /
• v.13 no.4
• /
• pp.66-72
• /
• 2021

This study was initiated to improve of the defect investigation method using event data recorders (EDR) and suggested a solution through the regulation and system analysis of EDR. The EDR data has been used for various purposes such as the vehicle defect investigation and the traffic accident investigation. However the EDR regulation has not been updated since the implementation in 2012. "Trigger Threshold" can be used to analyze a single accident such as the frontal crash, the side crash, and the rollover. In the case of a complex accident in which a rollover accident and a crash accident occur simultaneously, it is difficult to analyze a complex accident due to current "Trigger Threshold". This study proposed the method of separating the "Trigger Threshold" into a crash accident and a rollover accident so that accidents can be analyzed using the EDR data even when a complex accident occurs. In addition, it proposed the improvement method to quickly use the data of EDR in accident reconstruction software.

• The Journal of Industrial Distribution & Business
• /
• v.10 no.6
• /
• pp.51-58
• /
• 2019

Purpose - Prior studies reported that the opacity of information caused stock price crash. If managers fail to disclose unfavorable information about the firm over a long period of time, the stock price is overvalued compared to its original value. If the accumulated information reaches a critical point and spreads quickly to the market, the stock price plunges. Information management by management's disclosure policy can cause information uncertainty, which will lead to a plunge in stock prices in the future. Thus, this study aims at examining the impact of disclosure quality on crash risk by focusing on the unfaithful disclosure firms. Research design, data, and methodology - This study covers firms listed on KOSPI and KOSDAQ from 2004 to 2013. Firms excluded from the sample are non-December firms, capital-eroding firms, and financial firms. The financial data used in the research was extracted from the KIS-Value and TS2000 database. Unfaithful disclosure firm designation data was collected from the Korea Exchange's electronic disclosure system (kind.krx.co.kr). Stock crash is measured as a dummy variable that equals one if a firm experiences at least one crash week over the fiscal year, and zero otherwise. Results - Empirical results as to the relation between unfaithful disclosure corporation designation and stock price crashes are as follows: There was a significant positive association between unfaithful disclosure corporation designation and stock price crash. This result supports the hypothesis that firms that have previously exhibited unfaithful disclosure behavior are more likely to suffer stock price plunges due to information asymmetry. Second, stock price crashes due to unfaithful disclosures are more likely to occur in Chaebol firms. Conclusions - While previous studies used estimates as a proxy for information opacity, this study used an objective measure such as unfaithful disclosure corporation designation. The designation by Korea Exchange is an objective evidence that the firm attempted to conceal and distort information in the previous year. The results of this study suggest that capital market investors need to investigate firms' disclosure behaviors.

• Journal of Auto-vehicle Safety Association
• /
• v.15 no.2
• /
• pp.35-41
• /
• 2023

On December 19, 2015, as Article 29-3 (Installation of Accident Recording Devices and Provision of Information) of Motor Vehicle Management Act came into force, In Korea, the EDR (Event Data Recorder) reports are often used for the analysis of various traffic accident cases such as multiple collisions, traffic insurance crimes, and sudden unintended acceleration (SUA), and the others. So many investigators have analyzed the driver's behavior and vehicle situation by comparing the time zero in the EDR report to the actual crash time in dash-cam (or CCTV). Time zero (T0) is defined as the reference time for the record interval or time interval when recording an accident in Article 56-2, Enforcement rule of Performance and Standard for Automobile and Automotive parts. Also in the EDR report, time zero (T0) is defined as whichever of the following occurs first; 1. "wake-up" by an air-bag control system, 2. Continuously running algorithms (by monitoring of longitudinal or lateral delta-V), 3. Deployment of a non-reversible deployment restraint. We have already proposed the "Flowchart & Checklist" to adopt the EDR report for traffic accident investigation and the necessity of specialized institutions or courses to systematically educate or analyze the EDR data. Therefore, in this paper, we report to traffic accident investigators notable points and analysis methods based on some real-world traffic accidents that can be misjudged in specifying time zero (T0).

• International Journal of Highway Engineering
• /
• v.9 no.4
• /
• pp.215-226
• /
• 2007

To verify the performance of roadside barriers, occupant risk indices are calculated from acceleration and angular velocity data of vehicle crash tests. The occupant risk indices to be computed include THIV(Theoretical Head Impact Velocity), PHD(Post-impact Head Deceleration), ASI(Acceleration Severity Index), OIV(Occupant Impact Velocity) and ORA(Occupant Ridedown Acceleration). There is a confusion due to different values of occupant risk indices produced for the same test data because various computational procedures and data processing methods can be applied to compute them. To slove this problem the effects of various numerical procedures and data processing methods on occupant risk indices were investigated. If the sampling rate specified in the guidelines is used for full-scale vehicle crash tests, an interpolation of impact time and numerical integration methods do not result in an appreciable change of THIV and OIV. The way to determine 10msec moving average for PHD and zero offset of data processing should be specified in the guidelines because 10msec moving average and zero offset methods have a significant influence on occupant risk indices.