• Journal of Mechanical Science and Technology
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• v.19 no.7
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• pp.1424-1431
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• 2005

In this study, head injury by impact force was evaluated by numerical analysis with 3-dimensional finite element (FE) model. Brain deformation by frontal head impact was analyzed to evaluate traumatic brain injury (TBI). The variations of head acceleration and intra-cranial pressure (ICP) during the impact were analyzed. Relative displacement between the skull and the brain due to head impact was investigated from this simulation. In addition, pathological severity was evaluated according to head injury criterion (HIC) from simulation with FE model. The analytic result of brain damage was accorded with that of the cadaver test performed by Nahum et al.(1977) and many medical reports. The main emphasis of this study is that our FE model was valid to simulate the traumatic brain injury by head impact and the variation of the HIC value was evaluated according to various impact conditions using the FE model.

• Journal of Auto-vehicle Safety Association
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• v.15 no.4
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• pp.88-94
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• 2023

The seating postures of passengers in the automated driving vehicle are possible in atypical forms such as rear-facing and lying down. It is necessary to improve devices such as airbags and seat belts to protect occupants from injury in accidents of the automated driving vehicle, and collision safety evaluation tests must be newly developed. The purpose of this study is to define representative types of head-on collision accidents to develop collision standards for autonomous vehicles that take into account changes in driving behavior and occupants' postures. 150 frontal collision cases remained by filtering (accident videos, images, AIS 2+, passenger car, etc…) and random sampling from approximately 320,000 accidents claimed by a major insurance company over the past 5 years. The most frequent accident type is a head-on collision between a vehicle going straight and a vehicle turning left from the opposite side, accounting for 54.7% of all accidents, and most of these accidents occur in permissive left turns. The next most common frontal collision is the center-lane violation by drowsy driving and careless driving, accounting for 21.3% of the total. For the two types above, data such as vehicle speed, contact point/area, and PDOF at the moment of impact are obtained through accident reconstruction using PC-Crash. As a result, two types of autonomous vehicle crash safety test scenarios are proposed: (1) a frontal oblique collision test based on the accident types between a straight vehicle and a left-turning vehicle, and (2) a small overlap collision test based on the head-on accidents of center-lane violation.

• 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.

• 연구논문집
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• s.25
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• pp.23-29
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• 1995

Steering column is a typical component that may injure the driver at a frontal collision accident. To protect the driver from an impact, it is very important to study the impact absorbing behaviour of steering column. The dynamic simulation were performed for the ball sleeve type impact absorbing steering column. The simulation results show similar trends to FMVSS 203 test results. Hence using the simulation program developed in this study, it is possible to predict dynamic response of steering system which is used in design modification. Impact absorbing performance of the ball sleeve type steering column with the column angle of $21^\circC$ and $26^\circC$ satisfies the safety criterion of FMVSS 203.

• Journal of Auto-vehicle Safety Association
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• v.5 no.2
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• pp.5-10
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• 2013

The pole side crash caused fatal injury by comparison with other crash impact mode such as frontal and rear crash. EuroNCAP proposed the pole side crash test using WorldSID(World Side Impact Dummy). The objective of this study is to develop the pole side impact sled test using dummy rib deflection between crash and sled test. In the pursuit of this purpose, we fabricated new pole side sled buck and test preliminary pole sled using ES-2re. Through this, we found the sled acceleration pulse scale. Hardness and thickness of the EPP affects the rib deflection. We conducted the pole sled test using WorldSID based on the preliminary results. As a result, rib deflection was shown to correlate well between crash test and pole side sled test.

• Journal of Auto-vehicle Safety Association
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• v.3 no.2
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• pp.5-10
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• 2011

Under the full frontal crash event, seatbelt system is the most typical and primary restraint device that prevents the second impact between an occupant and vehicle interior parts by limiting the forward motion of an occupant in the vehicle occupant packaging space. Today's restraint systems typically include the three-point seat belt with the pretensioner and the load limiter. A pretensioner preemptively tightens the seat belts removing any slack between a passenger and belt webbing which leads to early restraint of a passenger. After that a load limiter controls level of belt load by releasing the belt webbing to reduce occupant injurys. In this study, load characteristics of load limiters are optimized by the computer simulation with a MADYMO model for a frontal impact against the rigid wall at 56kph and then we suggest performance requirements. We derived optimum load characteristic from the results using four vehicle simulation models represented by the vehicle. Based on the results, we suggest the performance from the results of the second optimization using the simulation considering the design and the standardization. Finally, the performance requirements is verified by the sled tests including the load limiter device for the full vehicle condition.

• Archives of Craniofacial Surgery
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• v.9 no.2
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• pp.62-66
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• 2008

Purpose: Although nasal fractures are often discussed as minor injuries but the incidence of post-traumatic nasal deformity remains high. For decrease the incidence of post-traumatic nasal deformity which require the guideline to optimize the management of acute nasal bone fracture. The aim of this study is analysis of post-traumatic nasal deformity according to Stranc classification. Method: We reviewed 310 patients with nasal bone fracture treated at our hospital from January of 2005 to December of 2006. Result: Post-traumatic complication were divided septal deviation, nasal bone deformity, temporary hyposmia and synechia. Nasal bone deformity include nasal bone deviation, hump, flat nose and minimal nasal bone irregularity. The incidence of total complication rate was 36.4%. The most common complication was nasal deformity(22.9%) followed by septal deviation(19.7%). The most common complication was septal deviation(20%) in frontal impact. The most common complication was nasal deformity(19.5%) in lateral impact. In frontal impact, the incidence of complication rate was plane II(68.8%) followed by plane I(29.9%) and plane III(16.7%). In lateral impact, the incidence of complication rate was plane II (78.8%) followed by plane III(61.5%) and plane I(42.7%). Conclusion: This result can be used to improve longterm results and to reduce the incidence of post-traumatic nasal deformity by predict complication of nasal bone fracture according to Stranc classification.

• Archives of Craniofacial Surgery
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• v.18 no.1
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• pp.25-29
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• 2017

Background: Many authors have evaluated the post-reduction result of nasal bone fracture through patient satisfaction or postoperative complications. However, these results are limited because they are subjective. The aim of this study was to correlate an objective operation result with patient satisfaction and postoperative complications according to the type of nasal bone fractures. Methods: Our study included 313 patients who had isolated nasal bone fractures and had undergone a closed reduction. Postoperative outcomes were evaluated objectively using computed tomographic (CT) images, while patient satisfaction was evaluated one month after the operation. The correlation of the operation result with patient satisfaction was then evaluated. Results: The correlation between the operation result and patient satisfaction was highest for the lateral impact group type I (LI) type of fracture and lowest for the comminuted fracture group (C) type of fracture. However, there were no statistically significant differences in correlation between the overall result and patient satisfaction by fracture type. The complication rate of lateral impact group type II (LII), C, and frontal impact group type I (FI) fractures were statistically significantly higher than that of frontal impact group type II (FII) and LI fractures. There were no statistically significant relationships between the prevalence of complications and septal fracture or deviation according to the fracture type. In the total group, however, there was a statistically significant difference in complication rate by septal fracture. Conclusion: We found that the CT outcomes correlated with patient satisfaction. The complication rate of LII, C, and FI fractures were statistically significantly higher than that of FII and LI fractures. Septal fracture/deviation increased the postoperative complication in the total group.

• Archives of Craniofacial Surgery
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• v.18 no.1
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• pp.30-36
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• 2017

Background: Nasal fractures have a tendency of resulting in structural or functional complications, and the results can vary according to the type of nasal bone fracture. The aim of this study was to evaluate the objective postoperative results according to the type of nasal bone fractures. Methods: We reviewed 313 patients who had a closed reduction of nasal bone fracture. The classification of nasal bone fracture by Stranc and Robertson was used to characterize the fracture type: frontal impact group type I (FI), frontal impact group type II (FII), lateral impact group type I (LI), lateral impact group type II (LII), and comminuted fracture group (C). For each patient, we tried to use the same axial image section of computed tomographic (CT) scans before and immediately after operation. Postoperative outcomes were classified into 4 grades: excellent (E), good (G), fair (F), and poor (P). We also analyzed postoperative complications by fracture type. Results: Regarding the postoperative CT images, 189 subjects showed E results, 99 subjects showed G, 18 subjects showed F, and 7 subjects showed P reduction. The rate of operation results graded as E by each fracture type was 66.67% in FI, 52.0% in FII, 64.21% in LI, 62.79% in LII, and 21.74% in C. Complications of FI (7.14%), LII (13.95%), and C (13.04%) groups occurred more than in the FII (4.00%) and LI (4.21%) groups. Conclusion: It seems that the operation result by fracture type was better in the FI, LI, and LII type than the FII and C type; after one month, however, LII type showed more complications than other types. The septal fracture can be thought to affect early reduction results in nasal bone fractures.

• Transactions of the Korean Society of Mechanical Engineers A
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• v.29 no.11 s.242
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• pp.1518-1526
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• 2005

With increasing need of transportation services for people with disabilities and the aged, wheelchairs are used as their assistive devices to participate in daily and recreational activities and as seats of motor vehicle. However, as wheelchairs are primarily designed fer mobility assistive devices, not for vehicle seats, wheelchair users may experience serious injury when they meet car crashes. To date, neither engineering guidance for a wheelchair mounting system on the vehicle floor nor safety assessment analysis by a car crash has been studied for the domestic users. In this paper, in accordance with the ANSVRESNA WC-19, a fixed vehicle mounted wheelchair occupant restraint system (FWORS), wheelchair integrated restraint system (WIRS), and wheelchair integrated x-bend restraint system (WIXRS) subjected to frontal impact (20 g, 48 U) were analyzed using compute. simulations for domestic users. We present surrogate wheelchair occupant safety by head injury criteria (HIC), motion criteria (MC), and combined injury criteria (CIC).