• 자동차안전학회지
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• 제7권1호
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• pp.40-44
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• 2015

In recent years, WorldSID dummy has been continuously developed and investigated to be a better represent biolfidelic ATD as well as a device for replacement of the current existing EuroSID-2. In Korea, the side impact accident is one of the major severe accidents in terms of numbers of accidents and fatality. Since 2003, 50kph 90degree side crash test has been initiated as a safety standard with EuroSID-1 at the first stage and also same time 55kph impact speed test has been conducted as a part of KNCAP program. Currently only EuroSID-2 is accepted as a regulatory tool for vehicle certification and KNCAP. In order to make use of WorldSID of KNCAP in the distant futuer the tests with WorldSID is conducted experimentally.

• 자동차안전학회지
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• 제6권1호
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• pp.41-47
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• 2014

A new dummy has improved biofidelity from Fair to Good compare with EuroSID2re which is currently used for regulation tests and NCAP tests. Some instrumentation of each body region has been changed to measure the assessment of injury risk. The objective of this study is to find out the injury characteristic of each dummy and to calculate the relation between external force and injury for each dummy with pendulum tests. Finally, this study suggests the optimized external force to meet consumer tests. A new dummy named WorldSID for side impact will be introduced into EuroNCAP tests after 2015. Korea government is also planning to adopt WorldSID at KNCAP tests from 2017 and Global Technical Regulation (GTR) will also adopt WorldSID to oblique side pole crash.

• 자동차안전학회지
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• 제5권2호
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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.

• 자동차안전학회지
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• 제4권2호
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• pp.27-31
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• 2012

In Korea, side impact type accidents are one of the main cause of fatality. MLTM and KATRI established sie impact regulation as well as NCAP type assessments to protect occupants. Recently, WP29 formed a informal group to study a possible harmonization of pole side impact test methods with WorldSID as a GTR. In this paper, two different dummies, ES-2 and WorldSID were evaluated with three different types of pole side impact test methods.

• 자동차안전학회지
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• 제6권1호
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• pp.5-9
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• 2014

Over the past ten years, since the introduction of the side crash test regulation in Europe, much research work has been performed internationally to develop new and modified test procedures to improve the level of occupant protection offered by vehicles in side crash test. This research has been co-ordinated and finally contributed to development of an AE-MDB(Advanced European Moving Deformable Barrier) and WorldSID (Worldwide Side Impact Dummy). EuroNCAP(European New Car Assessment Program) has the plan to conduct AE-MDB side crash test using WorldSID from 2015 by replacing Progressive MDB and EuroSID II. Automobile manufacturers need to respond to these changes closely. This paper is to find dominant control factor and analyze it of WorldSID 50%ile dummy injury through AE-MDB side crash test by predicting best and worst condition. And control factors will be validated within EuroNCAP regulations. This paper is analyzed by DFSS(Design for six sigma) which contains 5 control factors and is evaluated by ANOVA with the data as a result of LS-DYNA analysis correlated with crash pulse from 50 kph AE-MDB side crash test using WorldSID 50%ile dummy.

• 한국생산제조학회지
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• 제24권6호
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• pp.613-618
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• 2015

In recent years, WorldSID has been continuously developed and investigated to be the representative biofidelic anthropomorphic test device (ATD) as well as the device for replacement of the current EuroSID-2. In Korea, the side impact accident is one of the major severe accidents in terms of the number of accidents and fatality. Since 2003, the side crash test with a speed of 50 kph in the perpendicular direction has been initiated as a safety standard with EuroSID-1 at the first stage. Simultaneously, a 55 kph impact test has been conducted as a part of Korean New Car Assessment (KNCAP). Currently, only EuroSIDE-2 is accepted as a regulatory tool for vehicle certification and KNCAP. The tests with WorldSID are conducted experimentally in order to use WorldSID of the KNCAP in near future.

• 자동차안전학회지
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• 제7권1호
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• pp.7-12
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• 2015

NCAP(New Car Assessment Program) makes vehicle manufacturer improve safety performance through free competition and customers guarantee vehicle selection by providing information of vehicle safety. That's why it is important not only to meet the regulation, but also to cope with NCAP. EuroNCAP(European New Car Assessment Program) side tests have conducted by using Progressive MDB and Euro SID II in order to reproduce crash test between two vehicles over 10 years. However various researches report that Progressive MDB and Euro SID II do not reflect evolving vehicle design, impact performance and biofidelity of human. Therefore EuroNCAP has the plan to conduct AE-MDB side crash test using WorldSID which is more evolved from 2015 by replacing Progressive MDB and EuroSID II. Automobile manufacturers need to develop safety performance for new test closely. This paper is to find test set-up parameters which affect into dummy injury instead of restraint system and to research on its tendency. It is processed with mini and small car to know influence as changing vehicle size and also analyzed by DFSS(Design for six sigma) which is one of optimization tools. DFSS is vaildated by simulating CAE with L18 orthogonal array of 6 control factors adjustable as EuroNCAP requirement.

• World Technopolis Review
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• 제1권2호
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• pp.107-117
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• 2012

As reflected in the title, the main objective of the paper is to explore an appropriate approach to promote technological innovation for developing countries. Aiming to this goal, the paper studies three main innovation system approaches, whose implantation is being attempted in developing countries: first, national innovation systems (NIS), which was developed in OECD countries; second, the system of innovation for development (SID), which is a concept that tries to adapt NIS to developing countries; and third, inclusive innovation which is a pro-poor innovation system. Based on the strengths and the weaknesses of each concept and their potential adaptation in developing countries, the paper proposes an integrated approach of innovation system for developing countries. Compared to developed countries, the concept of innovation system in developing countries should be more complex because it involves not only the formal sector such as enterprises, universities, research institutes, government, and financial system but it also involves NGOs, informal companies, grassroots inventors, local and indigenous knowledge, etc. The last part of the paper discusses the ideas that innovation stakeholders in developing countries can use to promote their proper innovation system.

• 자동차안전학회지
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• 제9권1호
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• pp.32-36
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• 2017

In order to reduce the damage of life and property caused by an automobile accident, we should design new car models and safety standard with reference to the data analysis and in-depth investigation of the accident. In-depth research and analysis of the current world other than the police investigation team (GIDAS, iGLAD, NHTSA, etc.) and collect in-depth data. Going to develop a safety policy to make it much safer cars based on this data. However, the country still does not have the advantage of KIDAS data Safety Policy Direction. In KNCAP tests, there is nothing in order to protect far side passengers even if far side impact causes approximately 50% injured people. Based on DBs like KIDAS (Korean In-Depth Accident Study) and GIDAS, far side passengers got injured as much as near side passengers did. So as to protect far side passengers, KNCAP has to change the test method of side crashes. In this study, injury severities to compare with ES-2, World SID and Thor dummies and the movements of far and near side passengers, SLED TEST was used.

• 대한방사선기술학회지:방사선기술과학
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• 제36권1호
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• pp.11-17
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• 2013

최근 환자가 안심하고 진료를 받을 수 있도록 의료 환경의 변화에 따라 의료 피폭 저감화 대책이 국내, 국제적으로 추진되고 있다. 연구자는 유방촬영 시 보다 안전하게 검사를 받을 수 있도록 환자의 방사선 피폭에 대한 방어 및 안전 관리가 절실 하다고 생각되어 본 차폐체를 개발하고, 제작하게 되었다. 임상에서 사용 중인 유방촬영 장치로 SID 65 cm, 조건 28 kVp, 63 mAs, 측정기는 Victoreen 6000-529(Fluke Co.)를 이용하여 제작한 Face Block을 사용하여, 환자 30명을 대상으로 실제 갑상샘 위치에 Chamber를 놓고 CC, MLO를 촬영해 Face Block장착 전, 후 선량을 측정하였다. 그 결과 Face Block 장착 후 CC View에서 평균 65.9%의 선량이 감소되었고, MLO View에서는 평균 60.7%의 선량이 감소되었으며, 영상의 질에는 큰 변화가 없었다. 따라서 유방촬영 시 갑상샘의 피폭을 줄이고, 실용적이고, 유용한 실제 Face Block을 개발한 것에 큰 성과가 있었다고 생각되며, 유방촬영 시 환자들의 피폭에 관한 불안감을 해소시켜, 환자 만족도 증대와 함께 환자 피폭선량 경감에 크게 이바지 할 것으로 기대하며, 피폭선량을 줄일 수 있는 방안을 끊임없이 노력해야 할 것이다.