• 오토저널
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• 제14권5호
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• pp.15-21
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• 1992

본 연구는 자동차 사고시 부상을 입는 경위, 부상방지 및 감소를 위한 장치나 구조 등에 대해서 소개하고자 한다. 1. 자동차 사고의 원인. 2. 상해 생체 공학 (Injury Biomechanics). 3. 승차자 보호 기술(Occupant protection technology)

• 기계저널
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• 제35권6호
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• pp.525-541
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• 1995

본 연구는 미국과 유럽에서 각각 제정한 실차시험에 의한 측면충돌시 승객보호 기준에 대한 성 능요건, 기준설정 배경, 시험법, 사용되는 인체모형 등을 연구하고, 국내의 측면충돌 사고율, 사 고유형별 인명 및 재산피해 등을 분석해 보았으며, 자동차 사고의 조사 내용 및 항목을 알아 보았다.

• 한국자동차공학회논문집
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• 제3권1호
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• pp.33-44
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• 1995

As the occupant safety receives more attention from automobile industries. protection systems have been developed quite well. Developed protection systems must be evaluated through real tests in crash environment Since the real tests are extremely expensive. computer simulations are replaced for some prediction of the real test In the computer simulation. it is very crucial to express the real environment precisely in the modeling precess. The energy absorbing(EA) steering system has a very important rote in vehicle crashes because the occupant can hit the system directly. In this study. the EA steering system is modeled precisely. analyzed for the safely and designed by an optimization technology. First. the EA steering system is disassembled by parts and modeled by segments and joints. The segments are modeled by rigid bodies in motion and they have resistances in contact. Spring-damper elements and force-deflection curves are utilized to represent the joints. The body block test is cal lied out to validate. the modeling. When the test results are not enough for the detailed modeling. the differences between tests and simulations are minimized to calculate unknown parameters using optimization. The established model is applied to a crash simulation of a full-car model and tuned again. After the modeling is finished. components of the steering system are designed by an optimization algorithm. In the optimization process. the compound injury of a driver is defined and minimized to determine the chracteristics of the components. The second. order approximation algorithm has been adopted for the optimization.

• 한국자동차공학회논문집
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• 제4권1호
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• pp.96-109
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• 1996

The airbag system is known to be extremely efficient for the protection in an automobile crash. The performance of the airbag system is evaluated by real tests. However, the test is very difficult and expensive. Therefore, the computational simulations are carried out with low cost. The airbag analysis is included in the anlysis of the full-car crashworthiness. The behavior of the airbag can be predicted by a thermodynamic analysis. The contact force between the occupant and the airbag is calculated from the contact volume and the pressure in the airbag. The injury rate is evaluated from the contact force and the acceleration of dummies. So far, the contact is defined after the airgag is fully inflated. In many cases, the occupant is seated in the out-of-position and the contact can happen during the inflation process. A new algorithm has been developed for the out-of-position. To describe the inflation process precisely, the airbag is defined by a sphere and a torus. The injury is evaluated for the contact happened at any time. The developed algorithm is coded and interfaced with an existing software in the public domain. The full-car modeling is adopted from the previous study which is tuned for the regular position and real tests. Numerical experimentation have been carried out with a couple of dummies in the out-of-position and the injury processes are analyzed.

• 자동차안전학회지
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• 제9권3호
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• pp.31-38
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• 2017

For years, Q1.5 (anthropomorphic test device for 1.5 years old infant) and Q3 (anthropomorphic test device for 3 years old infant) dummy protection has been improved considerably by the effort of EuroNCAP. ISOFIX strength of vehicle structure has increased and many child occupant protection tests have made child restraint system (hereafter CRS) optimized for child safety. However, from 2016, EuroNCAP changed the dummy which is used for the child occupant protection from Q1.5/Q3 to Q6/Q10 and these were also adopted in KNCAP from 2017. Therefore, a new method is required to secure the safety for older children In this research, child dummies were tested by using adult safety systems, and the different results from each adult restraint system were compared. Finally, dummies were tested with the CRS harness belt commonly used for infants, which has yielded significant result. In this research, mid-sized sedan and small SUV were used for the test. The researchers of this paper performed sled tests to correlate between the different adult safety belt system and child injury. Following the sled test, an actual vehicle test was conducted to gather the injury data of Q-dummy with the CRS harness belts. This paper will show the advantages of applying a pre-tensioner in the second row for child protection and the necessity of CRS which has its own harness belts to improve safety for older children.

• 한국구조물진단유지관리공학회 논문집
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• 제25권1호
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• pp.93-102
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• 2021

본 논문은 방현기능을 갖는 SB4등급 중앙분리대용 콘크리트 방호울타리를 개발하는 과정을 설명한다. 개발 단면은 높이와 하면의 폭이 각각 1,270mm와 560mm이다. 단면 중앙에는 방호성능을 향상하기 위해 와이어 매쉬가 배치된다. 충돌해석은 이 단면이 강도 및 탑승자 보호 성능을 만족하며 울타리에 손상이 발생하지 않는 것으로 예측하였다. 실물 충돌시험에서도 이 단면은 강도 및 탑승자 보호 성능을 만족하는 것을 확인하였다. 그러나 트럭 충돌 시 콘크리트 방호울타리 2곳에 손상이 관찰되었다. 향후 콘크리트 중앙분리대용 방호 울타리 충돌해석의 정확성을 높이기 위해서는 국내 시판 차량에 대한 모델 개발과 지속적인 충돌해석 기법에 관한 연구가 수행되어야 할 것으로 판단된다.

• 한국철도학회:학술대회논문집
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• 한국철도학회 2003년도 춘계학술대회 논문집
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• pp.686-693
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• 2003

An intensive study was conducted for crashworthiness structural design of recently developed Korean High Speed Train. Two nam design concepts are setup to protect the both crews and passengers from serious injury at heavy collision accidents, and to reduce damages of the train itself at light collision accidents. For occupant protection a collision against a movable 15 tons rigid obstacle at 110 kph and a train-to-train collision at 30 kph were selected as accident scenarios for the heavy collisions based on the train accident investigations. A train-to-train collision at 8 kph was used for the light collisions. The crashworthiness behaviors of KHST have been evaluated numerically using the finite element method. Also, one-dimensional collision analyses show good crashworthy responses in a full rake consist and 3-dimensional shell element analyses do in the front-end structures of the power car. Occupant analyses and sled tests demonstrated that KHST performs well enough to protect occupants under the considered accident scenarios.

• 자동차안전학회지
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• 제7권3호
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• pp.7-13
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• 2015

Occupant protection performance in frontal crashes has been developed and assessed for mainly front seat occupants over many years, and in recent years protection of rear seat occupants has also been extensively discussed. Unlike the front seats, the rear seats are often occupied by children seated in rear-facing or forward - facing child restraint systems, or booster seats. In the ENCAP, child occupant protection assessments using 18-month-old(P1.5) and 3-year-old(P3) test dummies in the rear seat have already been changed to new type of 18-month-old (Q1.5)and 3-year-old(Q3) test dummies. In addition, ENCAP are scheduled with the development and introduction of test dummies of 6-year-old (Q6) and 10.5-year-old children(Q10) starting 2016. In KNCAP, Q6 and Q10 child dummies will be introduced in 2017 as well. Automobile manufacturers need to develop safety performance for new child dummies closely. In this paper, we focused on Q6 and Q10 child dummies sitting in child restraint system. Offset frontal crash tests were conducted using two types of test dummies, Q6 and Q10 child dummies, positioned in the rear seat. Q6 and Q10 were used to compare dummy kinematics in rear seating positions between Q6 behind the driver's seat and Q10 behind the front passenger's seat. The full vehicle sled test results of both dummies were conducted with different restraint systems. It showed that several injury and image data was collected as the result of the full vehicle sled test. Based on the results of these investigations, this paper describes which factor is most important and combination is the best performance when evaluating rear seat occupant protection for Q6 and Q10 child dummies.

• 한국화재소방학회논문지
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• 제23권2호
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• pp.13-19
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• 2009

본 연구는 아트리움이 설치되는 호텔에 층간방화구획의 완화에 따른 아트리움 인접공간에 대한 재실자의 피난안전성을 컴퓨터 시뮬레이션을 통해 검증하고 그 결과에 따른 소방설비 계획에 대해 분석한 내용이다. 화재시나리오는 방화구획이 설치되지 않은 아트리움 하단에서 화재가 발생하여 인접한 호텔 객실 복도에 미치는 영향과 자동화재탐지설비의 구성에 따른 재실자의 화재반응 속도가 고려된 피난시간을 비교하여 연기에 대한 피난안전성을 평가하는 것으로 구성되었다. 본 연구의 주요 목적은 성능위주의 화재영향평가를 위해 화재 및 피난시뮬레이션을 수행하여 재실자에 대한 피난 안전성을 검증하고, 결과가 만족하지 못할 경우 이에 대한 추가적인 대책을 마련하여 화재 및 피난안전성을 확보하기 위한 대안을 제시하는데 있다.

• 한국자동차공학회논문집
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• 제8권3호
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• pp.163-170
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• 2000

Accident statistics shows that the portion of fatal occupant injuries due to side impacts is considerably high. The side impact usually leads to a severe intrusion of side structure into the passenger compartment. Furthermore, the safety zone for the side impact is relatively small compared to the front impact. Those kinds of physics for side impact frequently result in a fatal injury for the occupant. Therefore, NHTSA and EEVC are trying to intensify the regulation for the occupant protection against side impact. Both the regulation and recent market trends are asking for an installation of side airbag. There are several types of system configuration for side impact sensing. In this paper, we adopt the acceleration-based remote sensing method for the side airbag control system. We mainly focus on the development of hardware and crash discrimination algorithm of remote sensing unit. The crash discrimination algorithm needs fast decision of airbag firing especially for high-speed side impact such as FMVSS 214 and EEVC tests. It is also required to distinguish between low-speed fire and no-fire events. The algorithm should have a sufficient safety margin against any misuse situation such as hammer blow, door slam, etc. This paper introduces several firing criteria such as acceleration. velocity and energy criteria that use physical value proportional to crash severity. We have made a simulation program by using Matlab/Simulink to implement the proposed algorithm. We have conducted an algorithm calibration by using real crash data for 2,500cc vehicle. The crash performance obtained by the simulation was verified through a pulse injection method. It turned out that the results satisfied the system requirements well.