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[연소부문] LP 액상분사식 엔진의 공연비별 연소 및 배기특성에 관한 연구
윤용원(Yongwon Yoon),류재덕(Jeaduk Ryu),이기형(Kihyung Lee) 한국자동차공학회 2001 한국자동차공학회 춘 추계 학술대회 논문집 Vol.2001 No.11_1
For the purpose of obtaining a fundamental data which is needed to develope the port injection type LPLi engine system, we manufactured intake port injection system of liquid LPG and modified heavy duty single cylinder LPLi engine from heavy duty diesel engine. Combustion and emission characteristics were analyzed under stoichiometric and lean bum condition. Since LPG is consisted of propane and butane, Therefore, we investigated combustion characteristics using this two kinds of fuel.<br/> From the result of engine performance test, as the butane portion increases, knocking occurrence time becomes earlier. Under the lean bum condition. the variation of IMEP maintained within 10% in the range from stoichiometric to the air excess ratio 1.5. Therefore, we consider that LPLi engine has a good potential for stable lean combustion From the analysis of burning duration, We know that burning duration increased rapidly from the condition of air excess ratio 1.3. In addition. we measured emission characteristics in lean bum condition. From this experiment, we found that the maximum value of NOx and the minimum value of HC are occurred in the air excess ratio 1.2 and 1.3.<br/>
윤용원(Yongwon Yoon),이재완(Jaewan Lee),윤경한(Kyunghan Yoon) 한국자동차공학회 2004 한국자동차공학회 춘 추계 학술대회 논문집 Vol.- No.-
In the European Union more than 7000 Pedestrians and 2000 Pedal cyclists are killed every year in a road accident, while several hundred thousands are injured. The European Enhanced Vehicle Safety Committee Working Group 17(EEVC WG 17) proposed a set of impact procedures to evaluate the Pedestrian injury risk of vehicle fronts. These procedures address three aspects of pedestrian protection(Head impacts, Lower limb impacts, and thigh impacts) through vehicle subsystem tests. In this study, to advance for the pedestrian protection GTR(Global Technical Regulation), Technical Feasibility and conflict with other regulations was evaluated. Ultimately the trend of domestic and foreign study for Pedestrian protection was contemplated.
김필구(Pilku Kim),윤용원(Yongwon Yoon),윤경한(Kyonghan Yoon),윤종호(Jongho Yoon),용부중(Boojoong Yong) 한국자동차공학회 2009 한국자동차공학회 학술대회 및 전시회 Vol.2009 No.11
Pedestrian accidents account for approximately 36% of total traffic accident fatality in Korea(2008). Head injuries account for 65% of the cause of death in pedestrian accidents. Leg injuries account for 44% of the cause of hurt in pedestrian accidents. A variety of research efforts have been performed to protect pedestrians in the world. As the result, The evaluation of the pedestrians protection for the vehicle has been started through EuroNCAP since 1996 in Europ, and J-NCAP started in Japan since 2003. In case of Korea , K-NCAP started for headform test in the first place since 2007 and legform test was added from 2008. In this paper, the performance of pedestrian protection for recent vehicles was evaluated by KNCAP. As the result, in spite of variety effort for pedestrian safety, so far performance of recent vehicle is not thorough going enough. For the development of pedestrian friendly vehicle, it is necessary that enough space should be secured more than 70mm between hood and engine room. Additionally, it is necessary to introduce more aggressive technology as active hood lifting system and outer air bag for pedestrian protection.
국산자동차의 보행자 보호 머리모형 충격시험에 관한 고찰
김시우(Siwoo Kim),윤용원(Yongwon Yoon),이재완(Jaewan Lee),윤경한(Kyonghan Yoon),황덕수(Duksoo Hwang) 한국자동차공학회 2005 한국자동차공학회 춘 추계 학술대회 논문집 Vol.2005 No.11_3
Seven domestic vehicles are tested by the pedestrian safety test procedures of global technical regulation(GTR) to confirm of pedestrian protection. Test system used in the pedestrian headform impact test is developed by korean technology in National transportation technology development (MOCT) - "Pedestrian friendly Vehicle development". The specification of tested headform is 3.5㎏(child) and 4.5㎏(Adult) in GTR. Also impact angles in child and adult test area used the procedures in GTR. Impact velocity is 35㎞/h. To conform for the same influence in testing vehicles, the same test points are chosen with same WAD.
자율주행 해제 상황에서 운전자 행동과 경고신호가 제어권 전환 시간에 미치는 영향
우종하(JongHa Woo),이예린(YeRin Lee),윤용원(YongWon Yoon),신재곤(JeaGon Shin),김종화(JongHwa Kim) 대한인간공학회 2018 대한인간공학회 학술대회논문집 Vol.2018 No.11
Objective: 본 연구는 자율주행자동차 레벨 3 상용화를 위해 제어권 전환 안전성을 확보하기 위한 기초연구가 될 것으로 기대한다. Method: 시뮬레이터 주행 시 발생하는 이질감을 최소화하기 위해 주행구간을 실제고속도로 환경과 유사하게 제작하였다. 시나리오는 자율주행 3개, 제어권 전환 6개로 구성하고 무작위로 자율주행 시나리오 1개, 제어권 전환 시나리오 2개를 뽑아 3개의 Set를 구성하여 실험을 진행하였다. 운전자 행동을 통제하기 위한 방법으로 N-Back Test와 Arrow Task를 사용하였다. 제어권 전환 알림방법으로는 Normal(Visual+70dB)와 Strong(Blink Visual+85dB)를 사용하였다. Results: 제어권전환 시간을 준비, 안정화, 완료 3가지 구간으로 나누어 분석하였다. 평균 4초안에 제어권을 받았지만 가장 오래 걸린 실험자는 7.7초가 걸렸다. 실험자들은 브레이크 입력 또는 핸들 조작으로 제어권을 받았는데 방법에 따른 시간의 차이는 없는 것으로 나타났다. Worst Case를 분석해본 결과 초보자 및 고령자군에서 전반적으로 제어권 전환 시간이 오래 걸렸다. 또한 운전자 행동 통제 및 알림방법에 따른 제어권 전환 시간의 변화가 나타났다. Conclusion: 안정화 최대 시간이 6초 + α시간이 걸리고 완료 최대 시간이 7.7초인 것을 감안하여 TOR(Take-Over Request) Time를 8초로 설정하였다.