• 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 ILASS-Korea
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• v.25 no.1
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• pp.27-33
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• 2020

NOx, PN and CO emissions from diesel trucks make up a significant portion of domestic air pollutant emissions. Therefore, test vehicles with various emission standards and driving modes were selected to evaluate the emission characteristics of regulated pollutants (NOx, PN, CO) in medium-duty trucks. As a result of test, all test vehicles were satisfied with Euro 5 or 6 regulation. NOx emissions of Euro 6 vehicles with after-treatment of LNT + DPF were lower than those of Euro 5 vehicles with DPF. In WLTC mode, all vehicles have high NOx emissions at section of extra high speeds, which are determined by increased fuel consumption and high combustion temperatures. CO and PN emissions from all vehicles were found to be low at section of low speeds. Also, The NO₂/NOx ratio was analyzed at 7-23% in each mode, and the NO₂/NOx ratio increased as the average vehicle speed increased. In NIER 9 mode, the CO, HC, and PN emissions were higher under cold conditions of engine than hot conditions of engine. In addition, vehicles with after-treatment system of LNT have similar NOx emissions level in this study.

• Journal of the Korea Institute of Building Construction
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• v.18 no.6
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• pp.577-584
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• 2018

In This study, length variation test, shock test, and noise test were conducted to evaluate the performance of synthetic resin form. In addition, the handling easiness of synthetic resin form was examined through field application. Results of both thermal length variation test and shock test satisfied the KS standards. for noise test, the result of uro-form was 106.7dB(A) in average while that of synthetic resin form was 100.4dB(A) in average. It is considered that the high sound pressure level of euro-form with this noise characteristic may have negative physical and psychological impact on people who are consistently exposed in the residential area. Finally, there was no warping or bulging of the mold during concrete placement in the field application. Also, the concrete surface finish of synthetic resin form was better than that of euro-form.

• Environmental Analysis Health and Toxicology
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• v.31
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• pp.17.1-17.7
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• 2016

Objectives This study aimed to evaluate the relationship between residential district of people, such as power plant, steel-mill and petrochemical industries, and health-related quality of life (HRQoL). Methods Using a cross-sectional study design, we randomly recruited participants for our study from industrial areas (thermoelectric power plant, steel-mill, petrochemical industry) and rural areas. Logistic regression analysis was used to identify the relationships between Euro quality of life-5 dimension (EQ-5D) scores and living region, while controlling for sociodemographic characteristics. Results In adjusted model, quality of life decreased with increasing category of age and were lower for females than males. EQ-5D scores of people living in the vicinity of thermoelectric power plant were significant lower than those of people living the vicinity of comparison region (odds ratio, 1.59; 95% confidence interval, 1.00 to 2.53). Conclusions Living region of thermoelectric power plant, was strongly associated with scores on the EQ-5D. More research is needed to elucidate the mechanisms which makes the relationship with the living regions and HRQoL.

• Journal of Auto-vehicle Safety Association
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• v.9 no.3
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• pp.7-12
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• 2017

The whiplash is the most important issue of low speed rear-impact. So auto makers are committed to developing a seat to improve whiplash injury. Most NCAP tests have been used by same pulse (Mid Velocity 16kph). Only Euro NCAP uses different pulse that consists of Low, Mid, High velocity. But Euro NCAP also uses same pulse in Mid velocity as other NCAP test. That Mid velocity NCAP pulse was made by rear impact that has 90's vehicle structure properties. That pulse was used until now days. However these days, auto maker use more high tensile steel than 90's as customer and society demand more fuel efficiency and light vehicle with good safety structure. So modern vehicles have different pulse patterns of rear impact than NCAP pulse and 90's vehicle crash properties. In this paper, the test was conducted by following condition. Target car was impacted by the rigid barrier with certain velocity. Finally target vehicle gained delta V 16kph which was same velocity as NCAP Mid Velocity pulse. It is critical velocity which occur long period neck injury. It is very different pulse that was gained by real car impact from NCAP pulse. And it has higher peak G with high fluctuation and short duration than NCAP pulse.

• Journal of Auto-vehicle Safety Association
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• v.5 no.2
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• pp.39-44
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• 2013

Motor vehicle crashes are the leading cause (70%) of children injury and fatality. 98% of Children under the age of 9 who came to emergency room with a traffic accident are not seated in CRS. Reduction in mortality when using CRS (NHTSA study), 71% for infants of 1-2 years old, 54% for 3-6 years old and 7-12 years old. It is very important and essential to use CRS for child passenger safety. But in Korean market, the CRS fitment rate is relatively low (20~40%). For European market, at the start of 2013, Euro NCAP started to check how easy it is to install the most common seats. And US market, NHTSA is planning a new consumer information program of CRS fitment for near future. This study examines CRS installation performance of 3 vehicles which are produced by GM Korea and 21 CRS which are based on sales volume in Korean market. Purpose of this study is to identify both vehicle and CRS design that causes bad interaction for CRS installation.

• International Journal of Automotive Technology
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• v.7 no.3
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• pp.277-282
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• 2006

With the aim of achieving half the regulated value of EURO-3 Emission Regulations, an ultra low emission motorcycle has been developed based on a motorcycle with an 1800 $cm^3$, horizontal opposed 6-cylinder engine. For the fuel supply system, an electronically controlled fuel injection system was applied. For the emission purification system, three-way catalysts, a feedback control system with a LAF(Linear Air-Fuel ratio) sensor, and a secondary air induction system were applied. To reduce CO and HC emissions during cold starting, an early catalyst activation method combining RACV(Rotary Air Control Valve) and retarded ignition timing was applied. After the catalyst activation, air-fuel ratio was controlled to maximize the purification ratio of the catalyst according to vehicle speed. For the air-fuel ratio control system, the LAF sensor was used. Furthermore, fine adjustment by the LAF feedback control reduced torque fluctuation due to the air-fuel ratio change. As a result, smooth ride feeling was maintained. Owing to these technologies, half the regulated value of EURO-3 has been achieved without any negative impact to the large-scaled motorcycles' drivability. This paper presents the developed ultra low emission technologies including the control method using an LAF sensor.

• Journal of Chest Surgery
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• v.29 no.8
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• pp.816-821
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• 1996

Lung transplantation is the established treatment for the end stage lung disedse find preservation of the organ is a major obstacle In performing lung transplantation. For solving this problem, we evaluated the histopathologic changes for various preservation solutions. Male mongrel dogs of similar size and weight (15∼20 kg) were used. The dog lungs were flushed with 4fl normal saline(group 1 'n:5): Modified Euro-Collins solution(group 2 n:5) and University of Wisconsin solution (group 3 : n=6), 60m11kg through a catheter placed in the main pulmonary artery aft r flushing of PGE 1 (20ng1kg). The lungs were preserved for 60 hours and measured dry and wet weights. Histologic specimens were taken every 6 hours and %toed for light microscopic evaluation. The edema ratio of the lungs peaked in 12 hours although there was no difference between the groups. Histologically, alveolar septal changes developed in one case (20%) after 1 hour preservation with normal saline. In case of the University of Wisconsin solution, the alveolar septal distortions and swellings were seen in 1 cases (20%) after 6 hours preservation compared with 3 cases (60%) after 6 hours preservation with Modified Euro-Collins solution. Changes of the pneumocytes were observed after 24 hours preser- vation in group 1, after 48 hours preservation in group 2 and after 60 hours preservation in group 3. We conclude that University of Wisconsin solution might have a superior preservation effect compare to normal saline and Modified Euro-Collins solutions.

• Journal of Chest Surgery
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• v.25 no.3
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• pp.220-231
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• 1992

We have performed 28 single lung transplantation in mongrel dogs transplanting the left lung exclusively from November 1989 to September 1991, in the department of thoracic surgery of Seoul National University Hospital. In the donor dogs, the main pulmonary artery was divided proximal to its bifurcation, and the left atrium was incised freeing the left veins with a generous atrial cuff. We used cold saline in the first 7 transplantations and Euro-Collins or modified Euro-Collins solution in the remaining 17 transplantations as a lung preservatives. The bronchus was divided at two cartilage rings proximal to the upper lobe bronchus take off. In the recipient procedure, we used a Fogarty catheter as a bronchus block. Left atrial anastomosis was performed first using 5-O prolene and the pulmonary artery was anastomosed using 6-O prolene. The bronchus was anastomosed next with 4-O vicryl interruptedly and covered with a greater omentum which had been prepared previously. All dogs received cyclosporin A and azathioprine as immunosuppressants and were divided into two group. In the 10 Group I dogs, they survived within 6 days, mean survival time was 66.8$\pm$53.4 hours. In remainder 14 Group lI dogs, they survived above 6 days, mean survival time was 9. 5$\pm$5.6 days. The cause of death were as follows: 2 cases of sacrifice, 2 cases of respiratory insufficiency during operation, 2 cases of arrhythmia immediate postoperatively, 2 cases of bleeding, others in Group I, and 6 cases of sacrifice, 4 cases of sepsis, 3 cases of bleeding, others in Group lI. Results of bronchoscopic findings were obstruction above 50% in 12 cases of 16 performance cases within 5th day. Early chest radiologic haziness were showed, and total lung perfusion defect was frequently showed in both group within 7th day. Main autopsy findings were left atrial and pulmonary arterial thrombi and bronchial obstruction The major histologic findings of Group I were pleural exudate, hemorrhagic infarct, pulmonary congestion, and interesting histologic findings of Group II were 3 cases of perivascular or peribronchial lymphocyte infiltration, 3 cases of hemorrhage infarct, 2 cases of interstitial pneumonitis. The structual change of bronchioles, suggesting bronchiolitis obliterans was not observed due to improper preparation of proximal pulmonary tissue and short term survival times.

• Asian Pacific Journal of Cancer Prevention
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• v.15 no.1
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• pp.433-439
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• 2014

We attempted to develop an indicator combining incidence with mortality rates (single measure of cancer burden, SMCB) and to compare the magnitudes of cancer burden by world region. The SMCB was used to measure the size of cancer burden summarizing the incidence and mortality. The incidence and mortality were divided in equivalent forms and were split. The criteria dividing the size of cancer burden were used as the maximum incidence and mortality by men and women according to the world database, and the value corresponding to 10% of each maximum was set as the cut-off value. In SMCB, the size of cancer burden was highest for men with lung cancer (SMCB=18) and for women with breast cancer (SMCB=14) in MDR (more developed regions) compared to the size of burden in LDR (lower developed regions) (lung, SMCB=11, breast, SMCB=8). For men, the size of cancer burden by region was highest in EURO (SMCB=18, lung), followed by WPRO (SMCB=16, lung), PAHO (SMCB=14, prostate), AFRO (SMCB=8, prostate) and SEARO (SMCB=7, lung). Moreover, for women, the size of cancer burden was greatest in EURO (SMCB=14, breast), followed by PAHO (SMCB=13, breast), AFRO (SMCB=11, cervix uteri), EMRO (SMCB=9, breast) or SEARO (SMCB=8, cervix uteri) and WPRO (SMCB=7, lung). The summary indicator will help to provide a priority setting for reducing cancer burden in health policy.