• Asian Journal of Innovation and Policy
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• v.1 no.2
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• pp.200-218
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• 2012

Estimating the economic life of a technology is the first important prerequisite step in the feasibility analysis of technology-based business. Many empirical studies have concentrated on patents data to estimate the time period for a technology. However, it is recommended to estimate it along with qualitative considerations of future technological and market conditions. In this regard, little is known about how approaches are applied. This paper aims to establish a structural framework of estimating the lifetime of a technology by integrating the outputs of an analysis of the determinants in each transition of a product life cycle. We describe an illustrative case about a light emitting diode (LED) backlight unit (BLU) technology for the liquid crystal display (LCD) TV. The framework allows valuators and experts to estimate a technology lifetime by using multidimensional factors.

• 제어로봇시스템학회:학술대회논문집
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• 2000.10a
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• pp.435-435
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• 2000

Light Rail Transit (LRT) system is a complex and large system in which there are many subsystems, interfaces, functions and demanding performance requirements. Because many contractors participate in the development, it is necessary to apply methods of sharing common objectives and communicating effectively among all of the stakeholders. This paper shows not only the methodology and the results of computer-aided systems engineering including requirement management, functional analysis and architecting LRT system, but also propose a tool to help manage a project by linking WBS (Work Breakdown Structure), work organization and PBS (Product Breakdown Structure). The application of computer-aided tool RDD-100 provides the capability to model product design knowledge and decisions about important issues such as architecting the top-level system. The product design knowledge will be essential in integrating the following life-cycle phase activities over the life of the LRT system. Additionally, when a new generation train system is required, the reuse of the database can increase the system design productivity and effectiveness significantly.

• Proceedings of the CALSEC Conference
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• 2001.08a
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• pp.597-614
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• 2001

Level 0: The Marekting Buzzword : □Confusion between DMU and Visualization □Having a Mobile Data Viewer/Analyser is Anyway a Prerequisite Level 1: Digital Pre-Assembly (DPA): □Building Digital Prototype before Physical Build □Usually a job for Packaging or Prototype Teams □Usually no time Left to take Feed-back into account before Actual Build Level 2: Design in Context: □All Designers within Car Maker do Local DMU before DPA Level 3: Design in Extended Context □Design in Context Expanded to Suppliers(omitted)

• Explosives and Blasting
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• v.41 no.4
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• pp.9-16
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• 2023

To compare the global warming impact of the TBM and NATM method, which are representative tunnel excavation methods, a life cycle assessment was performed for each method. Life cycle assessment should compare the sum of carbon emissions by considering the pre-manufacturing stage, product manufacturing stage, usage stage, and disposal stage. However, access to TBM (Tunnel Boring Machine) manufacturing and disposal data is limited, so I had no choice but to focus on the analysis for the usage stage. In general, carbon emissions during the pre-product manufacturing stage and product manufacturing stage often exceed 90% of carbon emissions throughout the entire process. Therefore, since it is difficult to achieve the analysis goal only by comparing the usage stage, the analysis scope was expanded, and carbon emissions for the process were calculated for the NATM method with access to manufacturing data. As a result of comparing the relative impact on global warming, the carbon emissions of the TBM method were found to be higher than those of the NATM method even though TBM method was only considered for the usage stage. So there it is, the NATM method can be seen as environmentally friendly in the future when considering the impact of climate change (global warming), which has recently attracted attention among environmental impact fields.

• Journal of Korean Society of Environmental Engineers
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• v.32 no.5
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• pp.499-508
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• 2010

This study proposed a life cycle impact assessment index that can indicate the environment-related information of the product in monetary value such that the national geographical, environmental, and social features are fully reflected based on a damage-oriented model. First, the estimation process was classified into characterization, damage assessment, and integration stages considering the six biggest impact categories: resource depletion, global warming, ozone depletion, acidification, eutrophication, and photochemical oxidant creation. Moreover, this study came up with the 16 category endpoints related to the 6 impact categories, and the damage function, to the 4 largest safeguard subjects. The integration indices of finally identified impact categories were KRW 21.8/kg Sb, KRW 6.19/kg$CO_2$, KRW 53,000/kg CFC-11, KRW 13,100/kg $SO_2$, KRW 2,310/kg ${PO_4}^{3-}$, and KRW 3,030/kg $C_2H_4$. Using the results of this research, environmental impacts based on the environmental load generated throughout the entire life cycle of a product can serve as a single index in monetary value; thus enhancing understanding and utilization of the results of life cycle impact assessments.

• Proceedings of the Korean Operations and Management Science Society Conference
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• 2006.11a
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• pp.431-434
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• 2006

Due to rapid technology shifts and demand uncertainty, there is a high risk that inventoried products will become obsolete. Consequently companies have to decide capacities considering product life cycle and demand variation. In this paper, 1 will analyze previous research, and then provide taxonomy of them and propose further research directions.

• Journal of the Korean Society for Precision Engineering
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• v.18 no.1
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• pp.21-28
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• 2001

• Proceedings of the Korean Society of Precision Engineering Conference
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• 1997.10a
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• pp.159-162
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• 1997

Since customer's demand is various and product life cycle is getting shorter, many manufacturing company is trying to reduce product development time and cost. For that reason they make an effort to design product on collaborative environment. The various activities in a product development are highly distributed. This distributed nature of the activities implies that teams will be working indifferent place and technical environments. Thus at a given time, teams might work on he same product from different perspectives. This will require efficient communication amongst the various individuals and the various softwaretools that are used by them. Therefore, there is a need for a computerized frame work that can support distributed design such that participants from different backgrounds collaborate towards one common goal. This paper presents the architecture of a collaborative design system. It then reports on the study of computerized frame work focused on collaboration for product development.

• Proceedings of the KSR Conference
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• 2007.11a
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• pp.26-29
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• 2007

In Korean Electric Motor Unit(EMU) industry, the government should lead and drive the development of the product-oriented fundamental technologies(for example, Life Cycle Assessment, Environmental Labelling, Ecodesign, Eco-efficiency etc.) for the EMU. International Railway Union(UIC) establish UIC code 345: Environmental specification and it is based on using the product-oriented fundamental technologies. And also many foreign railway related companies already shown their environmental performance using the product-oriented fundamental technologies So, in Korean situation, it is important that let the EMU industrial player understand the importance of the product-oriented fundamental technology for the EMU and clarify who drive the development of the product-oriented fundamental technology for the EMU and what the type of driving forces.

• The Journal of Information Technology and Database
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• v.3 no.1
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• pp.45-63
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• 1996

This paper presents an integrated object-oriented database approach for managing the evolution of products in agile manufacturing environments, Schema evolution modification facilities are provided to support full potential versioning of type definitions. All of the possible versions for a composite product are not explicitly represented to avoid version proliferation. However, valid configurations of any composite products can be provided to comply with customer demands, The attributes of composite products are classified in order to provide well-defined representation scheme for composite products and to be exploited in version control. The attributes are partitioned into composite-related and non composite-related categories. Composite-related attributes consist of subproducts and description ones. Subproducts attributes represent physical constituents of a composite product. Description attributes represent external features, assembling, and correspondence property. Interface attributes are introduced for managing configurability and version propagation. Version derivations due to the changes to the interface attributes are propagated toward the product composition hierarchy, The validity of configurations of composite products is checked by using configurability maps. Instance objects which represent the actual product instances are stored and manipulated in the database in order to support traceability during product life cycle.