• Journal of the Korean Society of Safety
• /
• v.33 no.5
• /
• pp.120-126
• /
• 2018

The traffic accident types are largely classified into vehicle to vehicle accident, vehicle-to-person accident and single-vehicle. Especially, the single-vehicle accident types are severe when the vehicle crashed into road facilities such as bridge, piers, utility poles. The severity of single-vehicle accidents are ten times higher than that of all other accidents types. It is needed to consider to reduce accident severity. This study was conducted to develop crash worthy safety design facility to ensure the vehicle occupant safety. The simulation and the crash tests were conducted for assessment of the safety performance to check the criteria of CC2(Crash Cushion 2) level. THIV(Theoretical Head Impact Velocity) and PHD(Post-impact Head Deceleration) were used to assess occupant impact severity for crashes. The non-redirection collision test conditions for 900 kg and 1,300 kg-head on crash tests, 900 kg-1/4 offset crash tests, 1,300 kg-head on crash test with $15^{\circ}$angle were conducted. The simulation and experiment test result showed that THIV values were below 44 km/h criterion, PHD values were below the 20G. The development non-redirective crash cushion is expected to be used for the fixed object such as bridge piers for assuring occupant safety.

• Transactions of the Korean Society of Automotive Engineers
• /
• v.16 no.2
• /
• pp.49-57
• /
• 2008

The performance of crash cushion systems is certified through the full scale crash tests by the standard for installation and maintenance guidelines for roadside safety appurtenance. The impact severities of impacting vehicles in collision with crash cushion systems are rated by indices THIV and PHD. Crash test results are considered to study the performance of three crash cushion systems. In case of the frontal impact or the offset frontal impact, the results show that THIV values of three systems are very close to the threshold limit for the occupant protection. Also, the results show that PHD would be improper for the occupant protection performance index. In order to improve the occupant protection performance of crash cushions, ASI needs to be included in the impact severity index.

• Transactions of the Korean Society of Automotive Engineers
• /
• v.18 no.5
• /
• pp.20-24
• /
• 2010

The position of the automobile's head restraint is very important for the neck injury in rear end collision. This study is about influence of the head restraint height and distance on neck injury during rear end collision. The effects of the position have been evaluated experimentally. The neck injuries are calculated by the relative acceleration between the upper and lower neck. As a result, It is found that the head restraint should be close enough to the back of the head and high enough to the top of the head.

• Transactions of the Korean Society of Automotive Engineers
• /
• v.7 no.9
• /
• pp.203-211
• /
• 1999

The research committee for automobile repairs (RCAR), an international body of insurance research centers, has adopted the typical low speed crash test based on an average damage level in crash accidents to estimate the damageability , repairability and safety. The characteristics of body acceleration and the probability of injury are investigated based on damaged components, accelerations of body and injured dummy to analyze damageability and the driver's safety under low speed crash environment. It is found from the experimental results that the probability of head and thorax injuries are very low comparing to the injury criteria of FMVSS No.208. Furthermore, it is suggested that the deployment of airbag may not be necessary at RCAR low speed frontal crash test.

• Transactions of the Korean Society of Automotive Engineers
• /
• v.15 no.5
• /
• pp.72-77
• /
• 2007

Since 2000, sports utility vehicles(SUVs) occupy about 40% of domestic vehicle sales. As sports utility vehicle sales are increased the probability of crash accident between SUVs and passenger vehicles increases. Generally, SUVs are heavier than passenger vehicles and their drive height and front end stillness are higher than passenger vehicles. Because of these characteristics SUVs cause more severe injury and fatal injury in SUV to passenger vehicle head-on impact. To evaluate SUV's aggessivity to passenger vehicle, we carried out SUV to passenger vehicle head-on crash test. And finally the way how to reduce incompatibility between SUVs and passenger vehicles is suggested.

• Advances in Automotive Engineering
• /
• v.1 no.1
• /
• pp.61-77
• /
• 2018

In this study, the effects of sitting position of the driver on the whiplash neck injury have been analyzed experimentally by using hybrid III series 50 percentile male crash test dummy. A testing platform consisting of vehicle ground, driver foot rest, driver seat and a 3-point seatbelt has been prepared. This testing platform and the instrumented crash test dummy are prepared for tests according to the Euro NCAP whiplash testing protocol. The prepared test set-up has been exposed to 3 different acceleration-time loading curves defined in the Euro NCAP whiplash testing protocol by performing sled tests. 9 different sled tests have been performed with the combinations of 3 different seating positions of the crash test dummy and 3 different acceleration-time loading curves. The sensor data obtained from the crash test dummy and high-speed videos taken are analyzed according to the injury assessments criteria defined in the Euro NCAP whiplash testing protocol and the criticality of the whiplash injury is defined. It is seen that the backset distance of the driver head with the headrest and the height difference of the top of the head of the driver with the headrest have a great importance on whiplash injuries.

• Journal of the Korean Society for Precision Engineering
• /
• v.24 no.5
• /
• pp.110-117
• /
• 2007

According to the pedestrian protection regulations of Europe and Japan, the head injury must not exceed a limitation in the defined test condition for the protection of pedestrians from a vehicle crash. However, it is difficult to evaluate the performance of protection because each regulation has different test conditions such as dummy, impact speed and so on. This circumstance needs the development of a model that describes the anthropometry of the crash victim with a sufficient accuracy. We constructed scaled pedestrian dummies using MADYSCALE. Simulations were performed for various crash speeds and pedestrian postures. The scaled Korean dummies and HybridIII dummies were used to compare the pedestrian dynamic behaviors and head injury criteria during the collision. The HIC values of scaled korean dummies were found to be higher than those of Hybrid III dummies. The impact for gait posture was less than that for standing.

• Journal of the Korean Society of Safety
• /
• v.27 no.2
• /
• pp.98-104
• /
• 2012

Current [Guideline for Installation and Management of Sidewalks and Safety Facilities on Roads] suggests that the types of curbs should be Barrier curb ($85^{\circ}$). Although Barrier curbs ($90^{\circ}$) were not specified in the guideline. The curbs installed on the roads currently are Barrier curbs ($90^{\circ}$) which are not specified in the installation standard. Therefore, it is critical to prepare for the installation standard of curbs by researching types of curbs and driving safety. This research have assessed the driving safety throughout Full Scale Crash Test according to type of curbs (Barrier curbs ($85^{\circ}$) and Barrier curbs ($90^{\circ}$)). Barrier curbs ($90^{\circ}$) showed higher figure in Theoretical head Impact Velocity, Post-impact Head Deceleration, Vehicle Damage when Crash, Passenger's Wounds Severity, and every other items than Barrier curbs ($85^{\circ}$). Barrier curbs ($85^{\circ}$) were found to have better Occupant Safety Index. Analysis of Behavior Using Full-Scale Crash Test showed difference depending on the Impact Condition between Barrier curbs ($85^{\circ}$) and Barrier curbs ($90^{\circ}$). Generally, Barrier curbs ($85^{\circ}$) were superior than Barrier curbs ($90^{\circ}$) in terms of protecting the passengers and vehicle damages. When an impact angle increases, Acceleration of Vehicle, Variations of Speed, and Contact Relationship between Wheels and Curbs, two types of curb showed similarity. However, if an impact of an angle decreases, Barrier Curbs ($85^{\circ}$) showed excellence in Driving Safety such as Acceleration of Vehicle, Variations of Speed, and Contact Relationship between Wheels and Curbs.

• Journal of Auto-vehicle Safety Association
• /
• v.15 no.4
• /
• pp.88-94
• /
• 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
• /
• v.20 no.1
• /
• pp.106-111
• /
• 2012

Recently the usage of bicycle has increased steeply in Korea owing to traffic culture of well- being. In a car to bicycle accident investigation, the throw distance of bicycle is very important factor for reconstructing of the accident. The variables that influence on the throw distance of bicycle can be classified into the factors of vehicle and bicycle. Simulations and collision tests in actual car to bicycle accident were executed for obtaining throw distance of bicycle. The simulations were done by PC-$CRASH^{TM}$ and for actual crash tests sand bags were used for the behavior of bicyclist instead of dummy. Factors considered were vehicle velocity and the moving angles of bicycle, also the types of bicycle and vehicle were fairy cycle and automobile, respectively. From the results, the throw distances of a head-on tire collision of $0^{\circ}$ direction was longer than that of tire crash test of $45^{\circ}$ direction, and the throw distances of a head -on frame crash test of $90^{\circ}$ direction was longer than that of frame crash test of $45^{\circ}$ direction. In addition restitution coefficient between vehicle and bicycle was estimated as about 0.1 with based on actual crash tests. Finally the increaser vehicle velocity the longer the throw distances of bicycle, and the results of simulation were relatively good agreement to the experimental results.