• Journal of Auto-vehicle Safety Association
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• v.15 no.4
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• pp.88-94
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• 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
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• v.20 no.3
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• pp.113-118
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• 2012

Collision detection plays a key role in collision mitigation system. The malfunction of the collision mitigation system can result in another dangerous situation or unexpected feeling to driver and passenger. To prevent this situation, the collision time, offset, and collision decision should be determined from the appropriate collision detection algorithm. This study focuses on a method to determine the time to collision (TTC) and frontal offset (FO) between the ego vehicle and the target object. The path prediction method using the ego vehicle information is proposed to improve the accuracy of TTC and FO. The path prediction method utilizes the ego vehicle motion data for better prediction performance. The proposed algorithm is developed based on laser scanner. The performance of the proposed detection algorithm is validated in simulations and experiments.

• Journal of Auto-vehicle Safety Association
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• v.10 no.3
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• pp.7-12
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• 2018

The Korean New Car Assessment Program (KNCAP) is a program to evaluate the safety of automobiles. In the safety assessment method, there are frontal collision, partial frontal collision, side collision, pillar collision, and left stability in the collision safety category. Among them, Korean in-depth analysis data shows that there are a lot of side collision accidents and it is necessary to protect them. This study will analyze the side collision accident that occurred in actual traffic accident based on Korea In-Depth Accident Study (KIDAS) and investigate the effect of center airbag on passenger in under side collision. In addition, with simulated side collision scenarios in the various side impact directions, it was investigated how the center airbag affects the driver and passenger in terms of kinematic and injury levels.

• International Journal of Automotive Technology
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• v.5 no.4
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• pp.247-255
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• 2004

The majority of real world frontal collisions involves partial overlap (offset) collision, in which only one of the two longitudinal members is used for energy absorption. This leads to dangerous intrusions of the passenger compartment. Excessive intrusion is usually generated on the impacted side causing higher contact injury risk on the occupants compared with full frontal collision. The ideal structure needs to have extendable length when the front-end structure is not capable to absorb crash energy without violating deceleration pulse requirements. A smart structure has been proposed to meet this ideal requirement. The proposed front-end structure consists of two hydraulic cylinders integrated with the front-end longitudinal members of standard vehicles. The work carried out in this paper includes developing and analyzing mathematical models of two different cases representing vehicle-to-vehicle and vehicle-to-barrier in full and offset collisions. By numerical crash simulations, this idea has been evaluated and optimized. It is proven form numerical simulations that the smart structures bring significantly lower intrusions and decelerations. In addition, it is shown that the mathematical models are valid, flexible, and can be used in an effective way to give a quick insight of real life crashes.

• International Journal of Internet, Broadcasting and Communication
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• v.15 no.1
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• pp.140-144
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• 2023

In recent years, there are so many serious crashes involving coaches, especially the frontal collision occupies 40% of the front of the vehicle, Frontal collisions account for 100% of the front of the vehicle affecting the driver and side-impact collisions that injure the person in the vehicle. Therefore, the research into improving and optimizing the structure is necessary for risk of injury for passengers in frontal accidents. In this paper, we have designed a Shock absorber that can absorb collision energy. Research using HYPERMESH software. to build the finite element model and calculate the meshing to suit the mesh size of 5mm. apply LS-DYNA software to calculate structural strength. In the study, for a vehicle to collide with a hard obstacle occupying 100% of the head of the vehicle. Then, the experimental design method, Minitab is used for find the structural parameters in the design. Improvement results showed that the acceleration of the impact on passengers and the driver is decreased by 55,17%. The mass of texture improvements is reduced by 11%, according to the requirements of European Standards ECE R94.

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

• Journal of the Korea Academia-Industrial cooperation Society
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• v.17 no.5
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• pp.530-537
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• 2016

This study investigates frontal crashes, analyzes the driver's action related to the change of the collision direction and determines the severity of (bodily injury). This study was conducted from August, 2013, to January, 2014, and the data for the car damage and human body damage were collected by emergency medical teams. In terms of data collection, we collected the accident vehicle, crash direction, body damage, etc., based on the Korea In-depth Accident Study (KIDAS) and Injury Severity Score (ISS). We used Minitab 17 and SPSS 22.0 to do the frequency analysis and ANOVA. In the analysis results, the prevalence of frontal collisions was 55.8% and mostly occurred in the 12 o'clock direction. In the analysis of the frontal crash direction according to age, the average ages for the 11, 12 and 1 o'clock directions were $46.46{\pm}13.47$, $44.43{\pm}13.40$ and $52.46{\pm}12.04$, respectively, so the older age drivers had a high probability of the accident occurring in the 1 o'clock direction. In the analysis of men's frontal collision direction according to age, the average ages in the 11, 12 and 1 o'clock directions were $47.10{\pm}13.88$, $45.24{\pm}13.78$ and $55.73{\pm}13.38$, respectively, so older aged men had a high probability of having collisions in the 1 o'clock direction. However, the statistical analysis of the frontal crash direction according to age in women didn't show any meaningful trend. When comparing the ISS according to age of the men and women in the collision direction, the men were less likely to have a 12 o'clock collision when $ISS{\geq}9$ and more likely to have a 1 o'clock collision when ISS<9. As a result, frontal crashes are more likely to occur in the 12 o'clock direction and the ISS decreases because the likelihood of frontal crashes in the 1 o'clock direction increases with increasing age. Therefore, when men recognize that they are heading for a 12 o'clock direction collision, they try to steer to the left to reduce the body damage.

• Fire Science and Engineering
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• v.33 no.2
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• pp.139-144
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• 2019

The increase in the elderly population also increased the damage and deaths of the elderly drivers. However, studies on the severity and severity of the elderly driver are not actively conducted and the factors are unknown. In this study, I tried to find out the factors affecting the damage and severity of the elderly driver in the frontal collision and to utilize them additionally in the severity classification. Collision Deformation Classification (CDC) Code was used to check the extent of damage to the vehicle. Abbreviated Injury Scale (AIS) was used to determine the injury parts and severity of injury, and the Injury Severity Score (ISS) to confirm the severity of the patient. The odds ratios of severe injury patients were found to be 7.381 in the subjects with 5 or more deformation extent and the ${\beta}$ value of the deformation extent was 0.453 in the analysis of the severity by linear regression analysis. Therefore, the degree of deformation extent of 5 or more can be suggested as a criterion that can be used additionally to the severity classification in the elderly driver.

• Journal of the Korean Society of Manufacturing Process Engineers
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• v.21 no.1
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• pp.15-21
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• 2022

Collision analysis involving a vehicle frame that includes a battery and a battery case was performed using a carbon fiber composite material (CFRP) and a glass fiber-reinforced plastic (GFRP), which are lightweight materials. Three types of collisions were analyzed: frontal collisions, partial frontal collisions, and side collisions. The maximum stress and deformation levels were measured for each case. To evaluate the stability of ignition and explosion potential of the battery, the maximum stress of the frame was measured before measuring the direct stress to confirm whether the collision energy was sufficiently absorbed. The deformation level of the battery case was measured to confirm whether the battery case affects the battery directly.

• Transactions of the Korean Society of Automotive Engineers
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• v.10 no.4
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• pp.234-241
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• 2002

In this study, the car crash analysis that simulates the crushing behavior of car forestructure during a frontal impact is carried out. The analysis model for front impact of a car consists of the lumped mass and the spring model. The characteristics value of masses and springs is obtained from the static analysis of a target car. The deceleration-time curve obtained from the simulation are compared with NCAP test data from the NHTSA. They show a good agreement with frontal crash test data. The deceleration-time curve of passenger compartment is classified into 3 stages; beginning stage, middle stage, and last stage. And the behavior of masses at each stage is explained. The effect of stiffness variation on deceleration of passenger compartment is resolved. The maximum loaded peak-time of torque box and dash is the main factor to control the passenger compartment's maximum deceleration.