• 한국자동차공학회논문집
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• 제14권6호
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• pp.179-183
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• 2006

Whiplash injuries of the neck are one of the most common injuries reported from automotive rear impacts. Whiplash injuries can be reduced by changing geometry of head restraint. Therefore, geometries of head restraint were evaluated according to the test procedures of the Korea New Car Assessment Program(KNCAP) to improve safety of head restraint. In this study, nine vehicle's head restraints were tested. As the test results, one head restraints is rated at "Marginal", three head restraints are rated at "Acceptable" level, and the last five head restraints are rated at "Good" level.

• 자동차안전학회지
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• 제4권2호
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• pp.5-10
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• 2012

Whiplash is the most frequent injury among occupants in low speed rear-end car collision. The aim of this paper is to analyze thecorrelation between influence parameters of head restraints and whiplash injury criteria.In this paper, DFSS (Design for Six Sigma) method is used for optimum design of head restrains. Four control factors of head restraints have selected by function matrix method. The effects of the control factors have been experimentally evaluated by using a sled pulse from 16km/h relative velocity which is suggested by KNCAP (Korean New Car Assessment Program). In order to reduce the noise factors of dynamic tests, whiplash tests were repeated twice. By using DFSS, the correlation between control factors and injury criteria has been comprehended.

• 한국자동차공학회논문집
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• 제13권1호
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• pp.132-139
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• 2005

The driving position of head restraints and the relative risk of neck injury were studied in the computer simulation. MADYMO human model with the detail neck model was used to define the magnitude and direction of internal forces acting on the cervical spine during rear-end impact and to determine the effect of the initial position of the occupant's head with respect to the head restraints. Maximum reaction forces were generated during the head contact to the restraint and relatively large forces were generated at each spinal components in lower cervical spine in proportion to backset and height distance increasement.

• 한국자기공명학회논문지
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• 제20권4호
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• pp.102-108
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• 2016

With the rapid increase of data on protein-protein interactions, the need for delineating the 3D structures of huge protein complexes has increased. The protocols for determining nuclear magnetic resonance (NMR) structure can be applied to modeling complex structures coupled with sparse experimental restraints. In this report, I suggest the use of multiple rigid bodies for improving the efficiency of NMR-assisted structure modeling of huge complexes using CYANA. By preparing a region of known structure as a new type of residue that has no torsion angle, one can facilitate the search of the conformational spaces. This method has a distinct advantage over the rigidification of a region with synthetic distance restraints, particularly for the calculation of huge molecules. I have demonstrated the idea with calculations of decaubiquitins that are linked via Lys6, Lys11, Lys27, Lys29, Lys33, Lys48, or Lys63, or head to tail. Here, the ubiquitin region consisting of residues 1-70 was treated as a rigid body with a new residue. The efficiency of the calculation was further demonstrated in Lys48-linked decaubiquitin with ambiguous distance restraints. The approach can be readily extended to either protein-protein complexes or large proteins consisting of several domains.

• 한국자동차공학회논문집
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• 제12권1호
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• pp.99-105
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• 2004

The car seat head restraint is used for neck injury(whiplash injury) prevention in rear end impacts. The purpose of this study was to evaluate the seat head restraints for the total number of 34 domestic cars. H-POINT machine and HRMD(head restraint measuring device) were applied to measure backset(the distance between head and seat head restraint) and height(height gap between head and seat head restraint). For tendency study of driver's head position, we took the 320 driver's pictures in the street. As results, There were only five percent drivers in good and acceptable zone. For car seat head restraint system, the results was 9 cars for good zone, 10 cars for acceptable zone, 9 cars for marginal zone and 6 cars for poor zone were evaluated. For a precise evaluation the of whiplash injury, detailed FE neck model will be developed and the clinical database should be constructed for model validation.

• 대한인간공학회지
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• 제17권3호
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• pp.1-11
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• 1998

Focuses of this study are to investigate the usage status of head-restraint system(H/R) in usual driving and to simulate usage conditions of H/R at rear-end crashes. The usage of H/R was categorized into five classes according to the height and distance from occupant's head ; Large-$90^{\circ}$ H/R for enough height and short distance. Large-$70^{\circ}$ H/R for enough height and long distance. Small-$90^{\circ}$ H/R for low height and short distance. Small-$70^{\circ}$ H/R for low height and long distance. and No H/R. Then. these five conditions were tested to find out the degree of neck injuries by using a car-crash simulation package, DYNAMAN. Results from the investigation of H/R usage show that most of drivers(60%) have Small-$70^{\circ}$ H/R for low height and long distance. Results from the simulation performed at 15mph and 30mph show that: 1) at 15 mph, there is a possibility for neck injury in Small-$90^{\circ}$ H/R and Small-$70^{\circ}$ H/R. 2) at 30 mph. there is a high possibility of death in Small-$70^{\circ}$ H/R and Small-$90^{\circ}$ H/R.

• 자동차안전학회지
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• 제5권2호
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• pp.45-50
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• 2013

The whiplash Injuries due to rear collision occur frequently. As result, in many countries, seat performance is being assessed and developed to improve head whiplash injury in rear collision of passenger car. This study compares whiplash assessment methods in each country. Using the DFSS(Design for Six Sigma) method, the correlation between influence parameters of head restraints and whiplash injury criteria is analyzed. Four control factors are used in this study. And total 11 whiplash injury criteria from NCAP(New Car Assessment Program) of Korea, Europe, China and IIHS(Insurance Institute for Highway Safety) of USA are used for output response. By the experimental design, L9 orthogonal coordinate system is configured and is tested by sled test equipment, twice. By using average assay value and ANOVA, the correlation between control factors and injury criteria has been comprehended. Optimization design of head restraint according the regional seat safety assessment was derived through the correlation.

• 대한정형외과스포츠의학회지
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• 제2권2호
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• pp.119-126
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• 2003

Overhead athletes에서 특히 자주 볼 수 있는 불안정성 SLAP 병변, Internal impingement, 회전근 개 병변 등의 질환은 개별적으로 나타나는 것이 아니라 여러 질환이 동반되어 나타나므로 진단이나 치료에 어려움이 많다. 어깨 관절 손상의 성공적인 치료 및 운동으로의 복귀를 위하여는 각각의 운동의 생역학적인 측면과 개개의 질환의 증상 및 정확한 진단, 병리기전에 대한 확실한 이해가 선행되어야한다.

• 자동차안전학회지
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• 제8권4호
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• pp.12-17
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• 2016

NHTSA (National Highway Traffic Safety Administration) has offered consumers the vehicle safety information on their car since 1978. NHTSA believes that they contribute auto makers to develop safer vehicle for customers, which will result in even lower numbers of deaths and injuries resulting from motor vehicle crashes. NHTSA has been studied why people are still dying in frontal test despite of the use of many restraints system and they understand that current test does not reflect real world crash data such as oblique and corner impact test. As a result, NHTSA announced that a new test method will be introduced to use of enhanced biofidelic dummy and new crash avoidance technology evaluation from 2019. New and refined injury criteria will be applied to Head / Neck / Chest / Lower Leg. BrIC(Brain Injury Criterion)value in NHTSA test results using THOR dummy from 2014 to 2015 was average 0.91 and 1.24 in driver and passenger dummies. IIHS 64kph SOF test is the most likely to new frontal oblique test in an aspect of offset impact which is being studied by NHTSA. In this paper, we focused on head injury, especially brain injury - BrIC and conducted IIHS 64kph SOF (Small Offset Front) test with Hybrid III dummy to evaluate the injury for BrIC. Based on the test results, these data can be predicted BrIC level and US NCAP rating with current vehicle.

• 대한의용생체공학회:학술대회논문집
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• 대한의용생체공학회 1997년도 추계학술대회
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• pp.280-283
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• 1997

Human cervical spine has to protect the neural components and vascular structures. Also, it must have the flexibility afforded by an extensive range of motion to integrate the head with the body and environment. Because of these two-sided features, human cervical spine has very complicated shapes and their injury mechanisms are not fully understood yet. We have developed analytical model of human CS by using the finite element method. The model has been verified with in vivo and in vitro experimental results. From the qualitative analysis of simulation results, we were able to explain some of the fundamental mechanisms of neck pain. Further more, this FE model of human CS can be used as an analytical tool or biomechanical design of the clinical device and safety restraints.