• 자동차안전학회지
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• 제8권2호
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• pp.11-16
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• 2016

The objective of this study was to construct the spring-mass models for the car-to-car offset frontal impact crash. The SISAME software was utilized to extract the spring-mass models using the data from the offset frontal crash test. The spring-mass model of the passenger car could effectively approximate the crash characteristics for the offset frontal barrier impact and the car-to-car offset frontal impact scenarios.

• 자동차안전학회지
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• 제7권2호
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• pp.8-14
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• 2015

The objective of this study was to construct the spring-mass models for the car-to-car frontal impact crash. The SISAME software was utilized to extract the spring-mass models using the data from US-NCAP frontal crash tests. The spring-mass models of a compact car and a midsize car could effectively approximate the crash characteristics for the full frontal barrier impact and the car-to-car frontal impact scenarios. Compared to the barrier crash tests, the dummy injuries of midsize car decreased, while the dummy injuries of compact car increased, under the frontal car-to-car crash circumstances.

• 자동차안전학회지
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• 제9권2호
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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.

• 자동차안전학회지
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• 제9권1호
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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.

• 자동차안전학회지
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• 제8권3호
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• pp.5-9
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• 2016

The objective of this study was to find the factors affecting the results of full frontal barrier impact test for the NCAP (New Car Assessment Program). To find the factors, the frontal NCAP test results of the NHTSA (National Highway Traffic Safety Administration) were utilized. The three tested vehicle were same model year. It was observed the second peak value of barrier force affected the occupant injury risk. As the second peak value of the barrier force increases, the injury risk of the driver side occupant increases as well.

• Journal of Korean Neurosurgical Society
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• 제29권3호
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• pp.353-359
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• 2000

Objective : The fracture on the frontal bone in head-injured patients may be commonly encountered in the clinical situations. Biomechanical studies demonstrate that the anterior wall of the frontal sinus is intermediate in its ability to resist fracture on direct impact. If the frontal sinus is large and the anterior table is able to disperse the force of the impact over a greater area, the posterior table and intracranial contents usually can be spared. We analyzed the clinical features of the patients who presented with frontal skull fracture due to frontal blows. Patients and Methods : From January, 1992 to December, 1997, 172 patients with frontal skull fracture were selected among 1911 patients with head injury who were admitted to department of neurosurgery. Clinical records and radiological studies of all patients were reviewed and evaluated retrospectively. Results : The neurobehavioral changes was seen in 34 cases(19.8%) and showed statistical significances in case of facial bone fractures, acute subdural hematoma(SDH), and positive frontal lobe releasing sign(p<0.05). The good glasgow outcome score group(GOS, good recovery & moderate disability) at discharge was revealed in 77.3% of total patient population. The poor GOS group(severe disability & vegetative state & death) at discharge was revealed in 22.7%. The poor GOS group at discharge have statistical significances with acute epidural hematoma(EDH), traumatic intraventricular hemorrhage(t-IVH), traumatic intracranial lesion, poor initial glasgow coma scale(GCS) scores & Revised Trauma Score(RTS)(p<0.05). Conclusion : Because of their anatomical relationships and neurobehavioral patterns due to vulnerability of the frontal lobe, the frontal injury should be considered as complicated facial injuries. Therefore, these patients are more likely to have a cosmetic or neuropsychiatric problems.

• 한국자동차공학회논문집
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• 제11권1호
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• pp.211-216
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• 2003

A frontal offset impact model Oat can simulate the 40% offset frontal impact into deformable barrier regulated in EU Directive 96/79 EC has been developed. Engine rotation effects are also considered in the model. Distributed 11 masses and characteristics of 23 nonlinear springs comprising the model are determined based on both the stick-model analysis under the general specification of car and the dynamic characteristics of car structure. It is demonstrated that simulated acceleration-time curve for passenger part is in good agreement with test data obtained by NHTSA.

• 한국정밀공학회지
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• 제21권6호
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• pp.179-187
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• 2004

In this study, for a safety assessment of wheelchair occupant in frontal and side impact of wheelchair loaded vehicle, a sled impact test was perfumed. Each test was carried out total 6 times, by using Hybrid III 50th-percentile male dummy in light weight and electric wheelchair. We estimate MC(Motion Criteria), CIC(Combined Injury Criteria), HIC(Head Injury Criteria), HNIC(Head and Neck Injury Criteria) based on measured data. Through this study, we make an assessment of risk analysis of wheelchair occupant and wheelchair. Through this study, safety standard of wheelchair is to be evaluated.

• Archives of Plastic Surgery
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• 제35권3호
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• pp.289-294
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• 2008

Purpose: The nasal bone fracture is known as the most common facial fracture. Several authors reported the classification of nasal bone fracture. Stranc classified the type of nasal fractures based on a pattern of impaction and level of injuries. Stranc classification proposed here is based on careful clinical observation and relates to both treatment and prognosis. The aim of this study is to determine any predictive value to the preoperative classification of nasal fracture, using the description by Stranc and Robertson. Methods: We reviewed 310 patients with nasal bone fracture treated at our hospital for last two years. Results: Lateral impact type of nasal bone fracture predominated more than frontal impact in the ratio of 2.3:1. The most common type of Stranc classification was lateral impact plane I(48.4%). Male predominated more than female in the ratio of 3:1. The most frequent age group was first decade(27.1%), second decade in frontal impact(30.5%), first decade in lateral impact (30.7%). The most common etiology was violence (31.3%) followed by slip down(21.3%), and traffic accident(18.1 %).The most common associated fracture was orbital(22.9%) followed by zygoma(10%), and maxilla (6.1%). The most common complication was septal deviation(20.0%) in frontal impact, and nasal deformity (26.0%) in lateral impact. The incidence of nasal deformity in lateral impact(26.0%) was more higher than frontal impact(15.8%) Conclusion: By assessing the pathomechanics and resultant degree of injury to the nasal skeleton, a better understanding of the treatment plan and prognosis was obtained. Using this information, satisfactory informed patient consent can be obtained.

• 한국기계가공학회지
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• 제6권3호
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• pp.105-111
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• 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.