• 한국기계기술학회지
• /
• 제13권1호
• /
• pp.49-56
• /
• 2011

The neck injury occupies the most of injury that happened by the rear impact car accident. This study was analyzed about influence of the neck injury in low speed rear impact and car crash accident investigation. There is no neck injury in low speed side rear impact. On the other hand, there is initial neck injury symptom of 10 % but no long-term neck injury symptom in low speed offset rear impact. It appeared that the possibility of neck injury in low speed rear impact is low. For the more study about the neck injury, it should be evaluate the effects of the car body structure, frame structure and rear crash pattern.

• 한국자동차공학회논문집
• /
• 제18권5호
• /
• pp.20-24
• /
• 2010

The position of the automobile's head restraint is very important for the neck injury in rear end collision. This study is about influence of the head restraint height and distance on neck injury during rear end collision. The effects of the position have been evaluated experimentally. The neck injuries are calculated by the relative acceleration between the upper and lower neck. As a result, It is found that the head restraint should be close enough to the back of the head and high enough to the top of the head.

• 한국정밀공학회:학술대회논문집
• /
• 한국정밀공학회 2012년도 추계학술대회 논문집
• /
• pp.893-894
• /
• 2012

• 한국자동차공학회논문집
• /
• 제11권5호
• /
• pp.134-139
• /
• 2003

The car crash accidents in low speed occurs most frequently. Damage on a conventional bumper after the car accident causes the bumper to get fixed most of time. This study shows how a gas tube bumper reduces a damageability and increase repairability after the car accidents. The 15 km/h 40% offset front and rear crash test recommended by RCAR (Research council for automobile repairs) standard was performed and evaluated damages on the gas tube bumper by the pendulum impact tester. In this study, the gas tube bumper reduces damageability and increases repairability after car crash accidents. In addition, car frame design to apply the gas tube bumper may consider to be changed.

• 한국자동차공학회논문집
• /
• 제21권2호
• /
• pp.104-113
• /
• 2013

New USNCAP has been carried out by NHTSA including front and side crash from MY2011. In this paper, test results for USNCAP Side crash were reviewed by statistical analysis. This review focused on side crash test results to investigate the effect of changes from new USNCAP side crash test protocol among 30 passenger cars. These results were summarized as followings. Total number of 5 star vehicles on the front seat dummy (16 vehicles, 53.3%) was slightly smaller than the rear seat's (17 vehicles, 56.7%) in MDB test. For the ES-2re dummy, chest injury, ie maximum rib deflection contributed to 66% in the mean value of $P_{joint}$. Pelvis injury was highly dependent upon performance up to 87% in the SID-IIs dummy cited on the rear seat in average $P_{joint}$. For Pole test, pelvis injury made contribution to the average performance to 83%. For standard deviation, it showed the largest value in the same body region as the mean value for each dummy. Overall front seat performance showed 14 vehicles, 44.6% with 5 star vehicles less than each MDB or Pole test result. This result showed that performances in MDB test were different pattern to Pole test on driver position. Number of 5star vehicles for overall side NCAP performance are 18 passenger cars (60%). Curtain airbag and driver thorax airbag were equipped in all test vehicles. One vehicle is equipped with thorax airbag in the rear seat. Results from two side tests considered as reliability problem, ie the cause for large standard deviation in side crash test. Consequently, the countermeasure for new USNCAP side crash test is essential to design the effective side structures for side collision and to control well dummy kinematics with curtain and thorax airbag in order to reduce chest and pelvis injuries.

• 자동차안전학회지
• /
• 제9권3호
• /
• pp.13-18
• /
• 2017

Since 2015, Euro-NCAP and C-NCAP have enhanced regulation on submarine of rear female passenger. This submarine regulation is a big obstacle to achieve the highest level crash performance. So the objective of this study is to develop new technical way to protect rear female passenger against submarine. In this study, we figured out how design factors of seatbelt affect submarine of rear female passenger by sled test. And we verified that rear passenger submarine can be improved by increasing intersection angle of seatbelt anchor and rotation amount of seatbelt buckle. Based on these results, this paper proposes a new invention of seatbelt buckle and anchor that can improve rear passenger submarine. One is seatbelt buckle that can be detached from stopper to prevent rotation and the other is seatbelt anchor that can be changed the structure so as to incline forward during crash. Finally we proved that submarine of rear female passenger can be improved by the effectiveness of new inventions.

• Journal of Mechanical Science and Technology
• /
• 제14권11호
• /
• pp.1232-1243
• /
• 2000

Motor vehicle accidents in rear impacts cause more than fifty percents of drivers to suffer from neck injuries. It is known that most neck injuries are associated with rear-end collisions at a speed lower than 32 km/h and between the Abbreviated Injury Scale (AIS) 1 and AIS 2. Two different types of low speed crash tests such as the frontal barrier and rear moving barrier crashes have been conducted by following the procedure of the Research Committee for Automobile Repairs (RCAR). The injury for the neck and the Head Injury Criteria (HIC) were measured by using the sensors mounted on dummies. We reviewed neck injures and the relationship between the neck and head injuries, and examined the deceleration of the body. Using the experimental test data at the neck, we investigated an improved neck injury criterion Nij. Also, the effects of the position of a head restraint on reducing the frequency and severity of the neck injury in rear-end collisions were investigated.

• 한국자동차공학회논문집
• /
• 제13권5호
• /
• pp.29-34
• /
• 2005

141,841 car-to-car collision had occurred in 2003, and among the accidents 51,796 were rear-end impact. According to insurance company for loss or damage, more than $60\%$ of rear-end impact victims suffer neck injury. This means at least 31,000 neck injury victims have happened in 2003. More than $97\%$ of the neck injury victims have low severity injury than A.I.S 2. Head restraint, which is designed to limit rearward head movement and equipped on seat, can considerably protect neck from rear-end impact. In this paper we evaluated head restraint geometry and drivers' sitting position according to RCAR standard and carried out low speed volunteer crash test. The crash speed is 4km/h and N.I.C value is used to determine injury probability. Through these research results we can introduce the method to prevent neck injury at rear-end impact.

• 자동차안전학회지
• /
• 제12권4호
• /
• pp.39-47
• /
• 2020

In this study, crash situations of representative bus crash types were elicited by analyzing a total of 1,416 bus repair record which were collected in 2018~2019. K-means clustering was used as a methodology for this study. Bus repair record contain the information of repair term, type of bus operation, responsibility of accident, weather condition, road surface condition, type of accident, other party, type of road and type of location for each data. Also, by checking collision parts of each bus repair record, each record was classified by types of collision regions. From this, 760 record are classified to frontal type, 363 record are classified to middle-frontal type, 374 record are classified to middle-rear type and 331 record are classified to rear type. As mentioned, k-means clustering was performed on each type of collision parts. As a result, this study analyzed the severity of bus crash based on actual bus accident data which are based on bus repair record not the crash data from the TAAS. Also, this study presented crash situation of representative bus crash types. It is expected that this study can be expanded to analyzing hydrogen bus crash and defining indicators of hydrogen bus safety.

• 대한교통학회지
• /
• 제29권3호
• /
• pp.73-82
• /
• 2011

최근 교통상황을 정확하게 관측할 수 있는 교통류 검지에 관한 기술개발과 더불어 개별차량 주행궤적을 이용한 교통안전도 평가기법에 대한 관심이 높아지고 있다. 본 연구에서는 개별차량의 주행궤적을 이용하여 다음시점(t+1) 의 후미추돌 확률을 산출하는 방법론을 제시하였다. 신뢰성 있는 예측 기법인 칼만 필터링(Kalman Filtering)을 이용하여 주행궤적을 예측하고, 예측된 시점에 대한 개별차량의 후미추돌 확률을 산출하였다. 안전도를 평가하는 확률모형을 수립하기 위해서 서해안 고속도로의 동영상 자료로부터 개별차량의 주행궤적을 추출하였다. 추출한 개별차량의 주행궤적 자료를 이항 로지스틱 회귀분석(Binary logistic regression)을 이용하여 차량의 차로변경 결정 확률 모형을 생성하였고, exponential decay function을 이용하여 surrogate safety measure(SSM)의 하나인 time-to-collision(TTC)기반의 추돌확률 모형을 생성하였다. 미시적 교통류 시뮬레이터인 VISSIM에서 추출한 개별차량의 주행궤적 데이터를 이용하여 제안된 방법론을 평가하였다. 본 연구의 결과는 교통류 감시, 제어 및 정보 시스템에 효과적으로 적용될 수 있으며, 나아가 교통사고 예방에 효율적인 대안이 될 수 있을 것으로 판단된다.