• Transactions of the Korean Society of Automotive Engineers
• /
• v.8 no.4
• /
• pp.177-185
• /
• 2000

The deformation characteristics is one of the major factors to resume the crash configuration in collision accident reconstruction. Crash analysis are carried out using finite element method and body stiffness equations representing force-deformation relationship are derived, Two different crash conditions : 1) frontal barrier impact 2) frontal impact between cars are given for the derivation of the equations. The stiffness coefficient of equation by method 2) is larger than that by method. 1). Crash analysis between two vehicles is accomplished with three crash angles and three velocities for each angle condition. The deformations are measured for six selected points and deformation energies are calculated using the derived equations. Equation by method 2) results in better estimation of deformation energy than that by method 1) for all crush configurations. The estimated energies can be utilized as one of indices to identify the type of the collision accident result.

• Transactions of the Korean Society of Automotive Engineers
• /
• v.11 no.3
• /
• pp.155-160
• /
• 2003

For the weight reduction of vehicle body up to 20∼30% compared to the conventional monocoque steel body·.in-white, most automotive manufacturers have attempted to develop the aluminum intensive body-in-white using an aluminum space frame. In this paper, the crush tests and simulations for the aluminum extrusions filled with the structural from are performed to evaluate the collapse characteristics of that light weighted material. From these studies. the effectiveness of structural for is evaluated in improving automotive crashworthiness. In order to improve the improve energy absorption capability of the aluminum space frame body, safety design modifications are performed and analyzed based on the suggested collapse initiator concepts and on the application of the aluminum extrusions filled with structural foam. The effectiveness of these design concepts on the frontal and side impact characteristics of the aluminum intensive vehicle structure is investigated and summarized.

• Proceedings of the KSR Conference
• /
• 1998.05a
• /
• pp.377-384
• /
• 1998

The crushable front part of the conventional TGV is composed of 3 energy absorption zones; retractable coupler, protective headstock and honeycomb structure. This frontal part must absorb about 80% of the energy that should be done in a cra shworthy design. The conventional TGV can absorb 2MJ impact energy by the frontal end, but 5MJ is the design target for energy absorption in the next generation TGV. To accomplish this design goal, a new concept of design is necessary for energy absorbing components. In this paper, the design concept of the tube expansion energy absorber will be proposed and analyzed. The crash analysis of the energy absorber are performed by comparing the value of the theoretical equation wi th the simulation calculated from the commercial nonlinear FE-Code ‘PAM-CRASH’ S/W.

• Journal of Biomedical Engineering Research
• /
• v.24 no.1
• /
• pp.15-21
• /
• 2003

In this study, for a safetv assessment of light weight wheelchair occupant in frontal crash, we tested a dynamic sled impact test. we carried out total 6 times test and impact speed was 20g/48 km/h. By using Hybrid III 50%ile male dummy, head injury criteria(HIC), neck flexion moment, neck axial tension force, neck shear force. chest acceleration, head, wheelchair and knee excursion were measured, we evaluated light weight wheelchair occupant safety by motion criteria(MC) which proposed in SAE J2249 and combined injury criteria(CIC) which is a voluntary standard(GM-IARV) of General Motors Co.. when we assumed that the maximum injury value in frontal crash was 100%, the result of motion criteria(MC) of wheelchair occupant was 52%, occupant upper body injury index(CIC) was 60.1%.

• Transactions of the Korean Society of Automotive Engineers
• /
• v.12 no.5
• /
• pp.101-107
• /
• 2004

Recently the objective of vehicle design was focused on the crash safety and the energy saving. For the energy saving vehicle structures must be light weight, but for the crash safety some energy absorbing elements must be added. In this paper hybrid structure which consists of a steel and a FRP was studied on the energy absorption characteristics under the impact load by finite element method. Test results of the other researchers were compared with that of computer simulation on this simple hybrid structure. Side rail of vehicle front structure was replaced with hybrid materials for the application of the vehicle structure. 35mph frontal crash simulation was performed with hybrid structure and with conventional steel structure. By the adoption of hybrid structure, the improvement of energy absorption characteristics and reduction of weight was observed under the frontal crash simulation.

• Journal of Auto-vehicle Safety Association
• /
• v.14 no.1
• /
• pp.62-67
• /
• 2022

This study is to construct the simple estimating model for the HIC15 of the driver dummy using the frontal impact test results. Test results of 9 vehicles of Hyundai Sonata from the MY2002~MY2020 USNCAP are utilized for constructing the linear regression model. The average accelerations extracted from the vehicle crash pulses are handled as the main factors. The average accelerations of 10 ms interval within 0~100 ms are calculated from the crash pulse data of 9 vehicles. The present estimating model of the HIC15 using the average accelerations of 10 ms interval in the 0~80 ms range shows good agreement with the tested value within 2.4% maximum error.

• Journal of Auto-vehicle Safety Association
• /
• v.16 no.3
• /
• pp.89-94
• /
• 2024

This study is to review the Brain Injury Criterion (BrIC) and the brain injury probabilities due to the Traumatic Brain Injury (TBI). For this purpose, the frontal impact test results of 20 vehicles from MY2022 and MY2023 USNCAP are utilized for estimating the BrIC and the brain injury probabilities. Using the equations suggested by Takhounts et al., the BrIC results were calculated. Using the equations suggested by Hazay et al., the brain injury probabilities were estimated. The brain injury probabilities based on the maximum principal strain (MPS) were largely estimated than those based on the cumulative strain damage measure (CSDM).

• Proceedings of the KSME Conference
• /
• 2001.11a
• /
• pp.489-494
• /
• 2001

This paper develops a finite element model for frontal crash analysis of a large-sized truck. It is composed of 220 parts, 70,041 nodes and 69,073 elements. This paper explains only major parts' models in detail such as frame, cab, floor, and bumper which affect on crash analysis a lot. In order to prevent penetration not only at a part itself but also between parts, all contact areas are defined using type-36, self-impact type. The developed model's reliability is validated by comparing simulation and crash test results. The results used for model validation are vehicle pulses at B-pillar, and frame and deformation of frame and cab. The frontal crash simulation is performed with the same conditions as crash test. And, it is performed using PAM-CRASH installed in super-computer SP2. The developed model whose reliability is verified may be used as a base to develop a finite element model for occupant behavior and injury coefficient analysis.

• International Journal of Automotive Technology
• /
• v.7 no.6
• /
• pp.715-720
• /
• 2006

This research investigates injury values and vehicle deformation for vehicle frontal crash compatibility. To investigate compatibility in an individual case, it is possible to impact two vehicles and evaluate the injury values and deformations in both vehicles. In this study, four tests were conducted to evaluate compatibility. A large and mini vehicle were subjected to a frontal car-to-car crash test at a speed of 48.3 km/h with an offset of 40%. An inclination car-to-car crash test using the large and small vehicle were conducted at 30 km/h at a $30^{\circ}$ angle. The results of the 48.3 km/h, car-to-car frontal crash revealed extremely high injury values on the chest and upper leg of the Hybrid III 50% driver dummy with seatbelt in the mini vehicle compared to the large vehicle. For the 30 km/h, car-to-car inclination crash, however, injury values in the small vehicle were 1.5 times higher compared to the large vehicle.

• International Journal of Automotive Technology
• /
• v.7 no.5
• /
• pp.555-564
• /
• 2006

The aim of this paper is to contribute to the efficient design of traffic light poles involved in vehicle frontal collisions by developing a computer-based, finite-element model capable of capturing the impact characteristics. This is achieved by using the available non-linear dynamic analysis software "LS-DYNA3D", which can accurately predict the dynamic response of both the vehicle and the traffic light pole. The fiber reinforced polymer(FRP) as a new pole's material is proposed in this paper to increase energy absorption capabilities in the case of a traffic pole involved in a vehicle head-on collision. Numerical analyses are conducted to evaluate the effects of key parameters on the response of the pole embedded in soil when impacted by vehicles, including: soil type(clay and sand) and pole material type(FRP and steel). It is demonstrated from the numerical analysis that the FRP pole-soil system has favorable advantages over steel poles, where the FRP pole absorbed vehicle impact energy in a smoother behavior, which leads to smoother acceleration pulse and less deformation of the vehicle than those encountered with steel poles. Also, it was observed that clayey soil brings a slightly more resistance than sandy soil which helps reducing pole movement at ground level. Finally, FRP pole system provides more energy absorbing leading to protection during minor impacts and under service loading, and remain flexible enough to avoid influencing vehicle occupants, thus reducing fatalities and injuries resulting from the crash.