• Journal of Auto-vehicle Safety Association
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• v.8 no.3
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• pp.5-9
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• 2016

The objective of this study was to find the factors affecting the results of full frontal barrier impact test for the NCAP (New Car Assessment Program). To find the factors, the frontal NCAP test results of the NHTSA (National Highway Traffic Safety Administration) were utilized. The three tested vehicle were same model year. It was observed the second peak value of barrier force affected the occupant injury risk. As the second peak value of the barrier force increases, the injury risk of the driver side occupant increases as well.

• Journal of Auto-vehicle Safety Association
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• v.7 no.2
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• pp.8-14
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• 2015

The objective of this study was to construct the spring-mass models for the car-to-car frontal impact crash. The SISAME software was utilized to extract the spring-mass models using the data from US-NCAP frontal crash tests. The spring-mass models of a compact car and a midsize car could effectively approximate the crash characteristics for the full frontal barrier impact and the car-to-car frontal impact scenarios. Compared to the barrier crash tests, the dummy injuries of midsize car decreased, while the dummy injuries of compact car increased, under the frontal car-to-car crash circumstances.

• International Journal of Automotive Technology
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• v.6 no.5
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• pp.491-499
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• 2005

There are different types of vehicle impacts recorded every year, resulting in many injuries and fatalities. The severity of these impacts depends on the aggressivety and incompatibility of vehicle-to-roadside hardware impacts. The aim of this paper is to investigate and to enhance crashworthiness in the case of full barrier impact using a new idea of crash improvement. Two different types of smart structures have been proposed to support the function of the existing vehicle. The work carried out in this paper includes developing and analyzing mathematical models of vehicle-to-barrier impact for the two types of smart structures. It is proven from analytical analysis that the mathematical models can be used in an effective way to give a quick insight of real life crashes. Moreover, it is shown that these models are valid and flexible, and can be useful in optimization studies.

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

• Journal of Auto-vehicle Safety Association
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• v.9 no.1
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• pp.13-18
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• 2017

In recent years, NCAP regulations of many countries have induced automaker to improve the vehicle crashworthiness. But, the current NCAP regulations don't cover all types of traffic accidents. And rapid-increasing market share of compact cars and SUVs has brought for both consumer and automaker to pay more attention on crash compatibility. So, many countries have tried to develop the new crash test mode and update the present crash test mode. Especially, Euro NCAP has been developing a new impact protocol of the car-to-car frontal offset impact including the crash compatibility assessment. There are plans to introduce this new protocol in 2020, and it will be replaced the current Euro NCAP frontal offset impact. The test dummy in the front seats of this new test mode will be changed from 50% Hybrid-III male to 50% THOR male. This paper will address the vehicle responses, the occupant responses and the vehicle compatibility performance from a full vehicle crash test using the new car-to-car frontal offset test protocol of Euro NCAP.

• Journal of Auto-vehicle Safety Association
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• v.15 no.4
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• pp.48-57
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• 2023

With the advance of autonomous vehicle technology various sitting posture is possible like relax position (inclined seating posture). Parametric study was done with MADYMO, a mutibody dynamics solver, to investigate the effect of sitting posture in different frontal crash modes, full frontal, 40% offset, and angled rigid barrier crash as well as various impact speeds. Hybrid III 50th male and 5th female dummies were used to figure out the difference induced by occupant weight and dimension. Restraint system parameters complying to current safety protocols like NCAP are studied if they still work effectively in relax position which is feasible with autonomous vehicles.

• Journal of Auto-vehicle Safety Association
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• v.3 no.2
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• pp.5-10
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• 2011

Under the full frontal crash event, seatbelt system is the most typical and primary restraint device that prevents the second impact between an occupant and vehicle interior parts by limiting the forward motion of an occupant in the vehicle occupant packaging space. Today's restraint systems typically include the three-point seat belt with the pretensioner and the load limiter. A pretensioner preemptively tightens the seat belts removing any slack between a passenger and belt webbing which leads to early restraint of a passenger. After that a load limiter controls level of belt load by releasing the belt webbing to reduce occupant injurys. In this study, load characteristics of load limiters are optimized by the computer simulation with a MADYMO model for a frontal impact against the rigid wall at 56kph and then we suggest performance requirements. We derived optimum load characteristic from the results using four vehicle simulation models represented by the vehicle. Based on the results, we suggest the performance from the results of the second optimization using the simulation considering the design and the standardization. Finally, the performance requirements is verified by the sled tests including the load limiter device for the full vehicle condition.

• Proceedings of the KSME Conference
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• 2000.04a
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• pp.224-229
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• 2000

This paper describe a (mite element computer simulation of a absorption system using full scale car crash test. The full scale test selected for this study is a 80kmh frontal, side and 25% offset impact of a 1993 Ford Taurus vehicle into a absorption system. This absorption system has external rubber and internal steel pannel. This simulation has completed for decision of these components energy absorption performance. Dynamical performance of this system and movement are obtained from this simulation. and then We can appreciate the safety of passenger from measure the vehicle C.G's acceleration.

• Journal of Auto-vehicle Safety Association
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• v.8 no.1
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• pp.31-37
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• 2016

The Child Occupant Safety Assessment was first introduced and carried out by Euro NCAP in 2003, with the goal of ensuring manufacturers to develop safe vehicles for passengers of all ages; the objective was to evaluate the safety and protection offered by different Child Restraint Systems (CRS) in the event of a crash. In 2013, the formerly used P child dummy series was replaced by newer and more biofidelic Q1.5 and Q3 child dummies, representing 1.5 and 3 year old children respectively. The frontal and side impact dynamic performances of the Q1.5 and Q3 were tested within all classes of vehicles assessed by Euro NCAP at the time. As an extension to that initiative, Q6 and Q10 child dummies were later developed representing children of 6 and 10 years old. Since the protection of larger children during vehicle crashes relies greatly on the interaction of vehicle restraint systems such as seat belt and the CRS, instrumented Q6 and Q10 dummies will be used to assess the protection offered in the event of front and side impact crashes. In this paper, we focused on injury criteria of Q6 and Q10 child dummies at 64 kph 40% offset frontal crash test. The whole procedure was designed with DFSS analysis. The full vehicle sled test results of both dummies were conducted with different restraint systems settled through previous sled test. It showed that several injury criteria and image data were 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 shows the best performance when evaluating rear seat occupant protection for Q6 and Q10 child dummies.

• Archives of Plastic Surgery
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• v.39 no.1
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• pp.31-35
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• 2012

Background : Orbital roof fractures are frequently associated with a high energy impact to the craniofacial region, and displaced orbital roof fractures can cause ophthalmic and neurologic complications and occasionally require open surgical intervention. The purpose of this article was to investigate the clinical features and treatment outcomes of orbital root fractures combined with neurologic injuries after early reconstruction. Methods : Between January 2006 and December 2008, 45 patients with orbital roof fractures were admitted; among them, 37 patients were treated conservatively and 8 patients underwent early surgical intervention for orbital roof fractures. The type of injuries that caused the fractures, patient characteristics, associated fractures, ocular and neurological injuries, patient management, and treatment outcomes were investigated. Results : The patients underwent frontal craniotomy and free bone fragment removal, their orbital roofs were reconstructed with titanium micromesh, and associated fractures were repaired. The mean follow up period was 11 months. There were no postoperative neurologic sequelae. Postoperative computed tomography scans showed anatomically reconstructed orbital roofs. Two of the five patients with traumatic optic neuropathy achieved full visual acuity recovery, one patient showed decreased visual acuity, and the other two patients completely lost their vision due to traumatic optic neuropathy. Preoperative ophthalmic symptoms, such as proptosis, diplopia, upper eyelid ptosis, and enophthalmos were corrected. Conclusions : Early recognition and treatment of orbital roof fractures can reduce intracranial and ocular complications. A coronal flap with frontal craniotomy and orbital roof reconstruction using titanium mesh provides a versatile method and provides good functional and cosmetic results.