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GTR No. 7 동적 시험 시 목 상해 성능개선을 위한 Head Restraint Wireframe 형상에 대한 연구
신현학(Hyunhack Shin),임종수(Jongsoo Lim),방용식(Yongsik Bang) 한국자동차공학회 2014 한국자동차공학회 학술대회 및 전시회 Vol.2014 No.11
Regal requirements such as FMVSS 202a and GTR No. 7 regulate the neck injury during low speed rear collision. While this accident head restraints play key role to reduce the injury induced by the well-known cervical whiplash response, constraining the relative rotation between thoracic T1 and head COG. So in this paper each design parameter of wireframe of passive type head restraint is proposed to minimize the relative rotation standpoint of dynamic assessment of GTR No.7 applying Function Analysis Tool of DFSS which shows functions and features of each component by categorizing its functions.
GTR No. 7 동적 시험 시 목 상해 성능개선을 위한 Seat Back Suspension에 대한 연구
신현학(Hyunhack Shin),장원호(Wonho Jang),오형준(Hyungjoon Oh) 한국자동차공학회 2016 한국자동차공학회 부문종합 학술대회 Vol.2016 No.5
FMVSS (Federal Motor Vehicle Safety Standard) 202a and GTR (Global Technical Regulation) No7 regulate whiplash injury during rear collision evaluating the relative rotational discrepancy between head and torso. It is required to minimize the angular displacement of head in order to reduce the whiplash injury by harmonizing the stiffness of head restraint and seat back, which leads the pocketing motion - well energy absorbing of seated dummy in rear collision. So this paper provides optimized designs of suspension of seat back to reduce the head rotation during dynamic whiplash test.
FMVSS 226 Ejection Mitigation Impact Test의 시험품 단순화에 따른 인자들의 상관 관계에 대한 연구
강문철,신현학,오형준,Kang, Mooncheol,Shin, Hyunhack,Oh, Hyungjoon 한국자동차안전학회 2015 자동차안전학회지 Vol.7 No.4
FMVSS226 Ejection Mitigation Impact Test is usually performed by real vehicle. But it is necessary to perform the test using by Reinforced B.I.W. with considering vehicle developing timing and roof rail airbag (RRAB) supplier capacity. We sometimes need tendency (quick data) instead of slow accurate data to fix RRAB design as proper timing. Test with Reinforced B.I.W. is helpful saving time and cost. But it should be confirmed how much different between vehicle conditioned test result and Reinforced B.I.W. conditioned test result. There are some points to be improved even in the test with vehicle. Understanding of deviation of Reinforced B.I.W. conditioned test result from vehicle conditioned test result is needed to get benefits with using Reinforced B.I.W. conditioned in the test.
FMH 성능 향상을 위한 Sun Visor 부착 부위 구조 최적화
임종수(Jongsoo Lim),신현학(Hyunhack Shin),이재우(Jaewoo Lee) 한국자동차공학회 2014 한국자동차공학회 부문종합 학술대회 Vol.2014 No.5
Previous studies theoretically show a relationship between HIC value and minimum packaging space in order to absorb the FMH impact energy for mathematically defined impact pulses. It means if the space is not secured it is impossible to obtain required HIC value physically. Unfortunately, however, the minimum space requirement is not always satisfied during vehicle development process to harmonize the other critical performances or to pursue design theme. So this paper suggests crushable body structure design, especially around a sun visor mounting area where relocated AP1 point falls, having required level of crush load, which is derived from correlation between the panel crush load and HIC(d) value obtained from previous physical FMH testing. We provide component level CAE model and boundary conditions to evaluate the crush load, and DFSS optimization process is applied to find robust design parameters satisfying the load. Finally the head injury performance is evaluated by conducting full vehicle FMH CAE analysis with optimized sun visor mounting bracket.
정면 충돌 감지 센서 이상 발생시 정면 에어백 알고리즘 작동에 대한 연구
선주형(Juhyoung Sun),고유석(Yuseok Ko),신현학(Hyunhack Shin) 한국자동차공학회 2013 한국자동차공학회 학술대회 및 전시회 Vol.2013 No.11
Most crash sensing systems use a proprietary algorithm which calculates various functions based on input data. For front crash sensing systems with auxiliary external sensors (i.e., EFS), the SDM monitors the acceleration/pressure/etc. Crash algorithm combine SDM data with EFS data for typical crash event. There are two scenarios of fault detection. One of the Detection of a fault can occur during normal driving conditions. The other is when a crash event is actually in progress. Generally when a crash event is in progress, airbag sensing algorithm is available using EFS data until EFS data is alive. This research shows the optimal airbag sensing calibration in case of error in Electronic Front Sensor during normal driving condition.