IIWPG protocol for the dynamic testing of motor vehicle seats is a test procedure for ratings of seats and head restraints for neck injury prevention in low speed rear impacts. In this study, we evaluates the performance of the car seat in the dynamic test was enacted by IIWPG and initial geometry test that has been enacted by RCAR to vehicle being sold in the market today. 6 models became the A and G in the final rating that reflects the results of the dynamic test and Initial geometry test. Electronic active head restraint was found to be allowed to operate quickly headrest, it is very effective in the prevention of neck injury in support of the head of the passenger. we suspects that this is contributed lower the value injuries reduce the relative acceleration between the chest and head. It is determined that the expanded application is required up to the small car because rating appears high in the vehicle equipped with the electric active head restraint. In addition to the evaluation of the impact velocity and collision direction, neck injury continued research to present proposals for improvement is required future.

25% offset high speed frontal impact is the vehicle will crash left 25%(Quarter of the width of the vehicle). 47.6% of drivers killed in vehicle alone and car to car frontal impact occurred in frontal impact small overlap. Study on the occupant protection performance of 25% offset(small overlap) high speed frontal impact results are as follows. In terms of vehicle occupant protection performance, body structure was excessive intrusion into the passenger room and showed such improvement is needed for the design. This is due to a collision risk with the passenger and the solid body increases the risk of injury, showed that improvement is needed. To strengthen the safety of the future, propose improvements on the evaluation results of a statistical analysis and test of the industry and the policy makers.

Recently imported vehicles are increasing rapidly and related vehicle accidents have also increased. In addition, the number of accident in 2010 was approximately 205,000 cases, about 6,000 billion to repair the vehicle accident was paid. RCAR low-speed crash tests to calculate the imported car insurance repairs, domestic cars and imported car repairs were compared. Average repair cost 2,920,000 won in domestic cars and imported cars are 14,570,000 won, imported cars were approximately five times higher than domestic cars. The results of comparing the total repair cost, imported vehicle repairs to the front of the T-car was the highest, rear repairs to the C-car was the highest. New car value for repairs, parts price, damage in terms of imported cars were higher than that of the domestic cars. In order to avoid the social costs of spending, calculated based on proper repairs on imported vehicles, improvement of excessively high parts prices and the repairman cost are needed.

According to a statistics, a number of traffic accident by bridge pier and independent fixed object crash accident has been increased. we evaluated a car damage and passenger injury through vehicle accident reconstruction test of independent fixed object crash accident. A damage of crash accident car based on accident investigation report was similar to demage of 27km/h reconstruction test car, and therefore we can find the speed of crash accident car is 20km/h～30km/h. It is very low that the skull fracture and injury possibility of AIS 4 above in 37km/h and 27km/h reconstruction test car. It is very high that injury possibility in 70km/h reconstruction test car. Also, it is not high that impact of the driver and passenger's lower body(thigh, shin, ankle) in 37km/h and 27km/h reconstruction test car. On the other hand, it is very high that impact of head, chest and thigh of the driver and passenger in 70km/h reconstruction test car.

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.

According to a statistics, in recent three years number of traffic accident and casualty remain stand still while casualty by car to car side crash has been increased. This phenomenon is attributed to the two main factors. One is vehicle structure and the other is vehicle safety regulation which does not appropriately reflect current market situation. The distance from vehicle side door to occupant is kind of short compare to vehicle front to occupant, so the likelihood of occupant injury or death at side crash accident is higher than any other types of accident. Even Korean government runs to evaluate and improve vehicle side impact crashworthiness, this program does not reflect current vehicle fleet cause it is based on vehicle fleet of more than 20 years ago. In this paper, three sets of car to car side impact test have done to evaluate occupant injury probability and aggressivity of SUV to passenger vehicle, and based on this result the way to reduce injury and fatality likelihood at side crash is recommended.

Domestic SUV were evaluated for rating the ability of seat and head restraints to prevent neck injury in low speed rear-end crashes. The dynamic test criteria are divided into two groups-seat design parameters(Initial evaluation) and test dummy response parameters(Dynamic evaluation). Head restraint designs with initial geometric ratings of “acceptable" or “good" will be tested in a simulated 16 km/h rear impact to assess whether they provide effective dynamic support for the torso, neck and head. In the measurement and rating of static head restraint geometry, the initial static geometric rating of the domestic SUV cars were “good" except the A-car. In the final rating of the seat and head restraints, W-Car was “good", the other cars were “poor". The performance of dynamic test for the most part of the domestic SUV cars were “poor" and it is necessary to improve.

The purpose of this study was to investigate the performance and quality of engine mounting member in repair parts of the accident vehicles by conducting mechanical and material properties experiments. The tests were conducted by the test equipments of chemical components analysis, radiographs and mechanical testing on the genuine parts and non-genuine parts of engine mounting member. Test results concluded; Tensile strength of genuine parts is about 270 N/㎟ but damaged non-genuine parts about 200 N/㎟. The chemical component of 12 components was similar genuine part to non-genuine parts but Ti, Ni component were appeared different. Non-genuine parts were 4 times in elongation, 2 times in hardness higher than genuine parts. We concluded that quality identification system of repair parts and circulation system establishment of repair parts market were needed.

This study was analyzed about influence of the seat back strength on neck injury in low speed rear offset impacts. MADYMO human model with the detailed neck model was used to define the magnitude and direction of internal forces acting on the cervical spine during rear impact. The analysis of neck motion and soft tissue neck injury(STNI) were studied using the lumped parameter model. Increased strength of the seat back resulted in increased ligament and disc forces. On the other hand, decreased strength of the seat back resulted increased force. It is clear that an appropriate strength of seat back allows to minimize a neck injury.