• Transactions of the Korean Society of Automotive Engineers
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• v.21 no.6
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• pp.8-15
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• 2013

Wide range frequency pulses occur in a car crash test. Until now, low frequency under 400Hz has been used to determine an airbag deployment criteria. Also, FIS (Front Impact Sensor) has been used to detect the crash pulse in early stage. Nowadays, technology to determine an airbag delpoyment criteria by using a high frequency crash pulse without FIS is being focused on. In this paper, the signal transmissibility of high frequency pulse for two different cars was studied. Also, signal transfer test of high frequency pulse was done by using a high speed ball impact. Signal runtime of the frontal impact is compared with that of the side impact. The signal transmissibility difference due to the car structure difference was discussed and structure change for improving the signal transmissibility was proposed.

• International Journal of Automotive Technology
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• v.6 no.5
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• pp.491-499
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• 2005

There are different types of vehicle impacts recorded every year, resulting in many injuries and fatalities. The severity of these impacts depends on the aggressivety and incompatibility of vehicle-to-roadside hardware impacts. The aim of this paper is to investigate and to enhance crashworthiness in the case of full barrier impact using a new idea of crash improvement. Two different types of smart structures have been proposed to support the function of the existing vehicle. The work carried out in this paper includes developing and analyzing mathematical models of vehicle-to-barrier impact for the two types of smart structures. It is proven from analytical analysis that the mathematical models can be used in an effective way to give a quick insight of real life crashes. Moreover, it is shown that these models are valid and flexible, and can be useful in optimization studies.

• Korean Journal of Applied Biomechanics
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• v.20 no.2
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• pp.139-148
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• 2010

The purpose of this study was to comparatively analyze the kinematic variables between the squash backhand and racquetball backhand strokes through three-dimensional cinematography. Three expert racquetball players and three expert squash players were involved in the data gathering process. The horizontal, vertical and lateral displacement of racket and trunk segment, intersegmental angular velocity of the wrist, elbow and shoulder joints, and the linear velocity of the racket were descriptively analyzed, and the followings were concluded. The racket of the squash backhand stroke showed an 'U' shaped movement where the racket moved rapidly downward and moved forward to make an impact and followed through to a front-top finish, while the racket of racquetball backhand stroke showed an 'O' shaped movement where the racket showed circular movement through the rear and bottom positions for the impact, and showed rotation through the lower-front and upper front to a upper-rear-ward finish during the follow-through. The peak velocity of racket was found before the impact point in the squash backhand stroke and at the impact point in the racquetball backhand stroke. For the final conclusion, for the squash backhand stoke, instructors might be better to make the racket move downward to make highest velocity before the impact and finished short follow-through, while for the racquetball backhand stroke, to make the racket move forward to make highest velocity at the impact and finished rather long follow-through.

• Steel and Composite Structures
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• v.16 no.3
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• pp.269-288
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• 2014

Experiments were carried out to investigate the ballistic performance of fiber reinforced plastic(FRP)-steel plates completely penetrated by hemispherical-nosed projectiles at sub-ordnance velocities greater than their ballistic limits. The FRP-steel plate consists of a front FRP laminate and a steel backing plate. Failure mechanisms and impact energy absorptions of FRP-steel plates were analyzed and compared with FRP laminates and single steel plates. The effects of relative thickness, manufacturing method and fabric type of front composite armors as well as the joining style between front composite armors and steel backing plates on the total perforation resistance of FRP-steel plates were explored. It is found that in the case of FRP-steel plates completely penetrated by hemispherical-nosed projectiles at low velocities, the failure modes of front composite armors are slightly changed while for steel backing plates, the dominate failure modes are greatly changed due to the influence of front composite armors. The relative thickness and fabric type of front composite armors as well as the joining style of FRP-steel plates have large effects whereas the manufacturing method of front composite armors has slight effect on the total perforation resistance of FRP-steel plates.

• Journal of the Korean Society for Precision Engineering
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• v.18 no.7
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• pp.120-126
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• 2001

The widely used spot welded section members of vehicles are structures which absorb most of the energy in a front-end collision. In front-end collision, sufficiently absorbed in the front parts, the impact energy does not reach the passengers. Simultaneously, the frame gets less damaged. This structures have to be very stiff, but collapse progressively to absorb the kinetic energy as expected. In the view of stiffness, the double-hat shaped section member is stiffer than the hat shaped section member. In progress of collapse, the hat shaped section member is collapsing progressively, but the double-hat shaped section member does not due to stiffness. An analysis on the hat shaped section member was previously completed. This paper concerns the collapse characteristic of the double-hat shaped section member. In the program system presented in this study, an explicit finite element code, LS-DYNA3D is adopted for simulating complicate collapse behavior of double hat shaped section members with respect to spot weld pitches. And comparing with the results from the quasi-static and impact experiment, the simulation has been verified.

• Transactions of the Korean Society of Automotive Engineers
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• v.13 no.2
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• pp.108-113
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• 2005

The damageability and repairability of similar platform type vehicles could be very concerned with design optimization. In all the vehicles crash tested, small size passenger vehicles were weakness in aspect of damageability and repairability. The most critical area appears to be repair cost considering that parts cost is the largest portion of total repair cost segments. Besides repair cost, attaching method of front sidemember and subframe are placed special importance for impact energy absorption and damageability and repairability. So in order to improve damageability and repairability of vehicle structure and body component of the monocoque type passenger vehicles, the end of front side member and front back beam should be designed with optimum level and to supply the end of front side member as a partial condition approx 300mm. The effectiveness of design concept on the 40% offset frontal impact characteristics of the passenger vehicle structure is investigated and summarized.

• Proceedings of the KIEE Conference
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• 2002.07c
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• pp.1549-1551
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• 2002

현재 게이트 길이가 100nm 이하의 MOSFET 소자를 구현할 때 가장 대두되는 문제인 short channel effect를 억제하는 방법으로 제안된 소자 중 하나가 double gate (DG) silicon-on-insulator (SOI) MOSFET이다. 그러나 DG SOI MOSFET는 두 게이트간의 align과 threshold voltage control 문제가 있다. 본 논문에서는 DG SOI MOSFET에서 이상적으로 게이트가 align된 구조와 back 게이트가 front 게이트보다 긴 non-align된 구조가 subthreshold 동작 영역에서 impact ionization에 미치는 영향에 대해 시뮬레이션을 통하여 비교 분석하였다. 그 결과 게이트가 이상적으로 align된 구조보다 back 게이트가 front 게이트보다 긴 non-align된 구조가 게이트와 드레인이 overlap된 영역에서 impact ionization이 증가하였으며 게이트가 각각 n+ 폴리실리콘과 p+ 폴리실리콘을 가진 소자에서 두 게이트가 같은 work function을 가진 소자보다 높은 impact generation rate을 가짐을 알 수 있었다.

• Proceedings of the KSR Conference
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• 2008.06a
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• pp.1213-1220
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• 2008

In this study, the crashworthy design guidelines for the high speed EMU were derived and numerically evaluated. As for this high speed train, there are several different features from the KTX in that the conventional type bogies are adopted and the front end car (TC car) accommodates passengers. It is natural that the impact acceleration of the front end car should be controlled under the appropriate level stipulated at safety regulations for collision accidents. Also, car-to-car interfacing structures and devices should be deliberately designed to prevent overriding and telescoping mechanisms. As the first step for these design countermeasures, it was studied that how much impact energy should be absorbed at the energy absorbing zones and devices of each carbody to satisfy the impact acceleration regulations of the safety regulations. These results will be used as the crashworthy design guidelines for the high speed train in the next year research.

• Proceedings of the KSR Conference
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• 2004.10a
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• pp.652-656
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• 2004

Crashworthy design of trains is now indispensable procedure in modern railway vehicle design for ensuring the safety of Passengers and crew. It is now widely recognized that a more strategic approach is needed in order to absorb higher level energy in a controlled manner and minimize passenger injuries effectively. The first design step in this strategic approach is the design of the front end structure(so called HE extremities) to absorb a large part of total impact energy and then the structure of passengers non-accommodation zones(so called LE extremities) is designed to absorb the rest of impact energy. In this paper, the passengers entrance door area is selected as the LE(low energy) extremities and the design of the LEE was carried out. The main part of LEE design procedures is the design of energy absorbing tubes. For this purpose, the several tube candidates are introduced and compared to each others with numerical crash simulation.

• Journal of the Korea institute for structural maintenance and inspection
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• v.20 no.6
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• pp.98-105
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• 2016

In this study, projectiles with 2 kinds of nose shape: spherical and flat were impacted into normal concrete and fiber reinforced concrete panels. The fracture depth and form, crater diameter, tensile strain at rear face were evaluated. It was confirmed that smaller projectile nose areas resulted in deeper penetrations associated with concentrated impact forces and small front-face crater diameters in impact test. Conversely, larger projectile nose areas resulted in shallower penetrations and larger front-face fracture diameters. Similar front-face failure and strain distribution relationships based on the projectile nose shape were observed for normal and fiber-reinforced concrete although the rear-face tensile strain and scabbing were significantly reduced by the fiber reinforcement. In addition, a direct relationship was confirmed between the penetration depth based on the projectile nose shape and the tensile strain on the rear face. Thus the impact strain behavior is required to predict the scabbing behavior with penetration depth.