• International Journal of Automotive Technology
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• v.2 no.4
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• pp.135-145
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• 2001

DEUTZ AG, co-founded in 1864 by Nicolaus August Otto, the inventor of the four-stroke cycle engine, has developed the new 2013 engine for commercial vehicles on the basis of the tried and tested 1012 and 1013 series. With 4 and 6 cylinder models, the engine covers the power range between 100 and 190 kW. At the time of their introduction to the market, the engines will meet the exhaust emission legislation of EURO IV and incorporate the potential for EURO IV, Further engineering targets were. (Compactness, Favourable power/cost relation, Low weight, Low fuel consumption and Low noise level). All targets could be accomplished in a relatively short development period via the application of modem simulation tools and test methods. In this paper, the design configuration of the engines is described with particular emphasis on measures for noise emission reduction and the combustion system including injection and turbo charging. Furthermore, we demonstrate the engine's potential to fullfill the European emission legislation EU4, which comes into force in 2005.

• Magazine of the Korea Concrete Institute
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• v.6 no.6
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• pp.27-34
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• 1994

• Journal of Power System Engineering
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• v.21 no.6
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• pp.68-78
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• 2017

Major countries have tighten their NOx regulation of diesel passenger cars. In the case of the EU, the regulation has been toughen up to 6.25 times since 2000. Despite the regulation the NOx concentration of the ambient has not been reduced proportionally. Futhermore, some manufacturers were disclosed using a defeat device for meeting the regulation illegally. As these issues, to reduce NOx emission practically, Korea and the EU introduced the real-world driving emission(RDE) regulation and the test method that will be applied after 2017. Also, the US has used the test equipment(PEMS) to detect a defeat device. In this paper, for the regulation to make a soft landing in Korea, 4 diesel passenger cars which met Euro 6a~6b regulation and were equipped with LNT/SCR were tested at a chassis dynamometer with environmental chamber applying the off-cycles(FTP, US06, SC03, HWFET and CADC) and several ambient condition(-7 and $14^{\circ}C$) as well as certification mode(NEDC, WLTC@ $23^{\circ}C$). The result of the test showed that the ambient temp. and the engine load as a test mode impacted the NOx emission of the cars while the vehicles with SCR emitted NOx lower than with LNT. Additionally, to propose an effective RDE test method, the above result was compared with the results of the other papers which tested RDE using the same cars.

• Journal of dental hygiene science
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• v.16 no.5
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• pp.378-383
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• 2016

With change in the pattern of disease occurrence and increase in the interest in health, efforts to assess the health status on patients covering their subjective awareness at the same time as clinical and objective evaluation on health are continued. To measure health-related quality of life can be one of these efforts. This study was performed to evaluate the relevance of the quality of overall health-related-life and oral health condition. Also the second year (2014) materials in the 6th the National Health and Nutrition Survey were applied to this study. The factors affecting general health related quality of life measured by EuroQol-5 dimension (EQ-5D) have been confirmed by gender, age, education level, income level, private health insurance, perceived health status, toothache experience during the last 1 year, remaining tooth number. As oral health plays an important role in determining the overall health conditions, objective oral health state influences the whole body health. Hence, it can be regarded that oral health is ultimately related to the general health-related quality of life.

• Journal of Auto-vehicle Safety Association
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• v.6 no.1
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• pp.5-9
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• 2014

Over the past ten years, since the introduction of the side crash test regulation in Europe, much research work has been performed internationally to develop new and modified test procedures to improve the level of occupant protection offered by vehicles in side crash test. This research has been co-ordinated and finally contributed to development of an AE-MDB(Advanced European Moving Deformable Barrier) and WorldSID (Worldwide Side Impact Dummy). EuroNCAP(European New Car Assessment Program) has the plan to conduct AE-MDB side crash test using WorldSID from 2015 by replacing Progressive MDB and EuroSID II. Automobile manufacturers need to respond to these changes closely. This paper is to find dominant control factor and analyze it of WorldSID 50%ile dummy injury through AE-MDB side crash test by predicting best and worst condition. And control factors will be validated within EuroNCAP regulations. This paper is analyzed by DFSS(Design for six sigma) which contains 5 control factors and is evaluated by ANOVA with the data as a result of LS-DYNA analysis correlated with crash pulse from 50 kph AE-MDB side crash test using WorldSID 50%ile dummy.

• Journal of the Korea Academia-Industrial cooperation Society
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• v.20 no.3
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• pp.602-608
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• 2019

The purpose of this study was to calculate the temperature difference of the sectional elevation according to the asphalt thickness of the steel box girder bridge deck and provide data on the design basis accordingly. Asphalt thicknesses produced four steel box girder model specimens of 0mm, 50mm, 100m and 150mm. In each model, 17 to 23 temperature sensors were attached to upper concrete and steel box girders. Six temperature gauges were selected to compare the temperature difference with Euro codes. The maximum and lowest temperature were calculated at the reference atmospheric temperature of each model, and the temperature difference (slope) was calculated based on this calculation. Four models of temperature difference are presented at each model. The 0mm to 100mm temperature difference models showed a -0.9 to -1.5 degree lower temperature difference compared to the temperature difference of Euro codes at the top of the slab. Overall, the measured temperature difference was found to be between 5.45% and 8.33% compared to the Euro code. The standard error coefficient, which was calculated by multiplying the average temperature with the standard error, was calculated from a range of 2.50 to 2.51 times the average at the top and bottom. It is estimated that the proposed temperature difference model can be used as a basic data when calculating temperature difference criteria for bridges in Korea.

• Journal of the Korea Convergence Society
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• v.11 no.1
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• pp.181-186
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• 2020

Civil technologies and parts occupy big ratio in military vehicle as military supply goods were commercialized. In case of the military vehicle engine, the civil purposed engine has been militarized without developing engine for defense industry. Because of this, it happens that Euro-5 version is mounted in spite of Euro-6 at present because the civil laws on the civil purpose engine and required operational capability for militarization are applied by overlapping. Therefore, this study focused on current situation and issues on the military vehicle emission regulation and suggested how to improve through analyzing the theses, articles, Korean laws and systems. For improving methods, imposing the emission certification duty and exempting the certification for the vehicle of high strategical importance were suggested through aligning the related laws. Consequently, it is expected that this study will be used for basics of checking the civil laws and connection with military systems for commercialization of military supplied goods.

• Koreanishche Zeitschrift fur Deutsche Sprachwissenschaft
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• v.6
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• pp.323-344
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• 2002

EuroNet ist eine multilinguale Datenbasis mit WordNets $f\"{u}r\;einige\;europ\"{a}ische$ Sprachen ($holl\"{a}ndisch$, italienisch, spanisch, deutsch, $franz\"{o}sisch$, tschechisch und estnisch). Die WordNets werden genauso wie das amerikanische WordNet $f\"{u}r$ Englisch (Princeton WordNet, Miller et al. 1990) in Synsets (Zusammensetzen der synonymen $W\"{o}rter$) mit grundlegenden lexikalisch-semantischen Relationen zwischen ihnen $ausgedr\"{u}ckt$ strukturiert. Jedes WordNet stellt also ein einzigartiges innersprachliches System $f\"{u}r$ die lexikalischen und konzeptuellen Relationen dar. $Zus\"{a}tzlich$ werden diese auf dem Princeton WordNet basierten WordNets (z.B. GermaNet) mit einem Inter-Linguale-Index (kurz, ILI) verbunden. $\"{U}ber$ diesem Index werden die Sprachen zusammengeschaltet, damit zu gehen ist $m\"{o}glich$, von den $W\"{o}rtern$ in einer Sprache zu den $\"{a}hnlichen\;W\"{o}rtern$ in jeder $m\"{o}glicher$ anderen Sprache. Der Index gibt auch Zugang zu einer geteilten Top-Ontologie von 63 semantischen Unterscheidungen. Diese Top-Ontologie stellt einen allgemeinen semantischen Rahmen $f\"{u}r$ aile Sprachen zur $Verf\"{u}gung,\;w\"{a}hrend$ sprachspezifische Eigenschaften in den einzelnen WordNets beibehalten werden. Die Datenbasis kann, unter anderen, $f\"{u}r$ einsprachige und multilinguale Informationsretrieval benutzt werden. In der vorliegenden Arbeit handelt sich also um eine methodologische Untersuchung der koreanisch-deutschen ILI-Verbindung zur Anwendung der auf dem EuroNet basierten lexikalischen, semantischen Datenbasis. Dabei werden einzelnen Lexeme in koreanischen, deutschen WordNets $zun\"{a}chst$ mit Hilfe der Sense-Analyse semantisch differenziert, und dann durch lexikalische und konzeptuelle Relationen(ILI) miteinander verbunden. Die Equivalezverbindungen dienen, sprachspezifische Konzepte zum ILI abzubilden. Sie werden von einem anderen Synset der moglichen Relationen aus der Euronet-Spezifikation genommen. Wenn es keinen ILI-Rekord gibt, der ein direktes Equivalenz zu einem gegebenen Konzept darstellt, kann das Konzept in der Frage $\"{u}ber$ EQ-Near-Synonymie, EQ-Hyperonymie oder EQ-Hyponymie Relationen verbunden werden.

• Transactions of the Korean Society of Automotive Engineers
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• v.15 no.6
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• pp.128-136
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• 2007

It is well known that two representative methods satisfy EURO-IV regulation from EURO-III. The first method is to achieve the regulation through the reduction of NOx in an engine by utilizing relatively high EGR rate and the elimination of subsequently increased PM by DPF. However, it results in the deterioration of fuel economy due to relatively high EGR rate. The second is to use the high combustion strategy to reduce PM emission by high oxidation rate and trap the high NOx emissions with DeNOx catalysts such as Urea-SCR. While it has good fuel economy relative to the first method mentioned above, its infrastructure is demanded. In this paper, the number distribution of nano PM has been evaluated by Electrical Low Pressure Impactor(ELPI) and CPC in case of Urea-SCR system in second method. From the results, the particle number was increased slightly in proportion to the amount of urea injection on Fine Particle Region, whether AOC is used or not. Especially, in case of different urea injection pressure, the trends of increasing was distinguished from low and high injection pressure. As low injection pressure, the particle number was increased largely in accordance with the amount of injected urea solution on Fine Particle Region. But Nano Particle Region was not. The other side, in case of high pressure, increasing rate of particle number was larger than low pressure injection on Nano Particle Region. From the results, the reason of particle number increase due to urea injection is supposed that new products are composited from HCNO, sulfate, NH3 on urea decomposition process.

• Journal of Auto-vehicle Safety Association
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• v.11 no.4
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• pp.6-15
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• 2019

Since introducing the offset frontal impact test in EuroNCAP in 1997, the vehicle has been constantly changing according to its usage and purpose. As of 2019, many vehicles have been released to the public, which has led to a large structural mass difference between small, medium and large vehicles. Also, the geometry of the front of the vehicle is completely different for each vehicle and tends not to be perfectly aligned at frontal collisions. The difference in mass of each of these vehicles and less performing structures for offset crashes have led to dramatically worse outcome in a car to car offset frontal impact tests. Even though a decade later passenger cars have become much safer due to consumer test programs and regulatory requirements, the aggressiveness and compatibility that can cause damage to the opponent car in the event of car to car collision is not considered in the above-mentioned section, and therefore much improvement is needed. After many years of study to solve this problem, EuroNCAP has developed a new mode MPDB offset front test that considers the aggressiveness and compatibility that can affect the opponent cars that have collided. This paper introduces the development process of aggressiveness and compatibility evaluation method of MPDB in EuroNCAP which will be implemented from 2020. Several impact tests have been conducted at different test conditions to rate the vehicle structure performance only focused on aggressiveness and compatibility of MPDB.