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김관희(Guanhee Kim),박인송(Insong Park),임종훈(Jonghun Lim),전용범(Youngbum Chun) 한국자동차공학회 2012 한국자동차공학회 학술대회 및 전시회 Vol.2012 No.11
According to a statistics, the claims paid by insurance fraud over 423 billion and 7 hundred million won in 2011, increased by 13.1% compared to 374 billion and 7 hundred million won in 2010. This result in increasing of premium by 200 thousand won per family and 70 thousand won per person, respectively. Nowadays, insurance fraud especially related to car insurance is threatening to people"s life. In this study, we reconstructed a vehicle crash accident suspected to an insurance fraud to evaluate crash speed and the relationship of vehicle crash and risk of passenger injury. To do this, the scene was reconstructed based on accident investigation report and three vehicle crash tests were done at 27kph, 37kph and 70kph. Based on the damage of vehicle, impact speed is estimated around 20 to 30kph and it"s really hard for passenger to be injured in this speed range. The test result was reported to police and court to be used as a reference of this case.
김관희(Guanhee Kim),임종훈(Jonghun Lim),서관호(Kwanho Seo),김정근(Jeongkeun Khim) 한국자동차공학회 2013 한국자동차공학회 학술대회 및 전시회 Vol.2013 No.11
91 domestic vehicles have been tested according to Korean New Car Assessment frontal crashworthiness test protocol, and 52 out of the 91 vehicles are rated 5 star, which means the highest frontal crashworthiness. Only 12.5% of the test vehicles were rated 5 star before 2002 while 73.1% of the test vehicles were rated 5 star since 2003. The portion of 5 star rated vehicles are increased by 6 times during the last ten years. Even though vehicle frontal crashworthiness improved, the deaths in frontal crash impact do not decreased. In 2012, 329 occupants were died in frontal crash, this is 17.1% decreased compare to that of 2002, but the deaths in frontal crash occupies about 15.7% of the vehicle to vehicle deaths and this is 1.3%P higher than that of 2002. This figures show that the KNCAP frontal crashworthiness test protocol does not enough to reflect the real world frontal crash accident. In this study we conducted small overlap frontal crash according to IIHS test protocol, which occupies high portion of deaths in frontal crash, to evaluate vehicle frontal crashworthiness.
임종훈(Jonghun Lim),김관희(Guanhee Kim),임장호(Jangho Lim),박인송(Insong Park) 한국자동차공학회 2012 한국자동차공학회 학술대회 및 전시회 Vol.2012 No.11
2,097 deaths out of 5,229 by traffic accident occurred by vehicle to vehicle crash and 855 deaths out of 2,097 occurred at side crash in 2011. Korean government adopted New Car Assessment Program to reduce the wounded and deaths at traffic accident in 1999 and side impact test has been added in 2003. 43 out of 53 vehicles tested in NCAP side impact rated 4 and 5 stars means the highest occupant protection. In this study three small class vehicles have been tested according to IIHS"s side crashworthiness test protocol. IIHS test protocol uses 1,500kg moving barrier rather than NCAP"s 950kg and the occupant protection rated Good, Acceptable, Marginal and Poor based on injury measure, structural integrity and head protection.
박인송(Insong Park),김관희(Guanhee Kim),박세일(Seil Park) 한국자동차공학회 2007 한국자동차공학회 춘 추계 학술대회 논문집 Vol.- No.-
In car to car crash test, smaller and lighter vehicle is considered to be weaker than bigger and heavier vehicle. Generally, SUVs and Light Truck Vehicles(LTVs) are bigger and heavier than passenger vehicles and their drive height and front end stiffness are higher than passenger vehicles. Because of these characteristics SUVs and LTVs cause more severe injury and fatal injury to passenger vehicle at head-on impact. To evaluate SUV and LTV's aggessivity to passenger vehicle, we carried out SUV to passenger vehicle and LTV to passenger vehicle head-on crash test. And finally the way how to reduce incompatibility between SUV and LTV and passenger vehicles is suggested.
박인송(Insong Park),전용범(Yongbum Chun),김관희(Guanhee Kim),임종훈(Jonghun Lim) 한국자동차공학회 2004 한국자동차공학회 Symposium Vol.- No.-
141.841 car-to-car collision had occurred in 2003, and among the accidents 51,796 were rear-end impact. According to a statistics, more than 60% of rear-end impact victims suffer neck injury. This means at least 31,000 neck injury victims have happened in 2003. 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 injul)' probability. Through these research results we can introduce the method to prevent neck injury at rear-end impact.<br/>