• Journal of Korean Society of Environmental Engineers
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• v.28 no.4
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• pp.421-428
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• 2006

Systematic improvement of the environmental performance of industrial products is a core element of good business. Improving the overall environmental performance of products is envisaged as one of the most important strategic goals and objectives in many company policies. This paper demonstrates an Ecodesign approach to develop a product in a systematical way. The objective of this research is two-folds-describing a systematic procedure of implementing Ecodesign in a company and giving a real case example to demonstrate the application of the proposed Ecodesign methodology. The methodology was based on Wimmer et al and consists of seven steps out of the twelve steps for integrating significant environmental aspects of a product and environmental issues resulting from the stakeholder requirements into product design and development. Together with the Ecodesign team of a major domestic car manufacturer the Ecodesign of a car fuel tank unit has been chosen for the case study presented in the paper. The application of the proposed methodology to the fuel tank unit of a car indicates that practical target specifications of the fuel tank unit were derived systematically. This indicates that the seven steps approach can be a viable Ecodesign method for manufacturers to integrate environmental aspects of their products into their product design and development processes.

• Korean Journal of Materials Research
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• v.8 no.7
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• pp.648-652
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• 1998

TIG remelting was performed to harden the surface of automobile earn shaft. Multipass remelting was conducted in longitudinal direction under argon gas atmosphere. The microstructure of as-east earn shaft was gray iron which consisted of flake graphite and pearlitic matrix. The remelted area had microstructue of both fine pearlite and ledeburite structure that consisted of globular austenite and $Fe_3C$. Hardness for as-cast earn shaft had HRc 25~28, however it increased at remelted area to HRc 53~55. Black line was found at heat affected zone next to the fusion line, that is remelt area of previous pass, during multipass remelting. Black line was identified as graphite, which was transformed from $Fe_3C$. in the ledeburite structure. It is observed that all graphites were nucleated at $Fe_3C$. and matrix interface. High density energy laser remelting process was also applied to verify whether black line could be eliminated. However, black line was still existed as observed in TIG remelting process. Regraphitization was simulated on the ledeburitic structure specimen using Gleeble 1500 with conditions of 1100 and 100$0^{\circ}C$ for 0.5, I, 3, 5 and 1Osee. From the fact that graphite was formed even at the simulation condition of 100$0^{\circ}C$ for 0.5sec, it is seen that regraphitization is an inevitable phenomenon generated whatever processes used during multipass overlap remelting.

• Korean Chemical Engineering Research
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• v.47 no.2
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• pp.169-173
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• 2009

Effects of variations sulfur/accelerator ratio on cross-linking and thermal degradation behavior of NR/CR rubber compounds were studied using both dynamic DSC and non-isothermal TGA. DSC thermograms of the given samples were obtained with several different heating rates, and after cross-liked in DSC, TGA thermograms with the same samples also obtained. Kissinger analysis was applied to assess the activation energies for the cross-linking and thermal decomposition processes. Results showed that the formation and thermal decomposition reaction of the samples occurred in the overall temperature range of $120{\sim}180^{\circ}C$ and $350{\sim}450^{\circ}C$, respectively, exhibiting that data could be well-fittable by Kissinger method. Furthermore, formation activation energy by DSC was estimated as $83.0{\pm}5.0kJ/mol$, which was much smaller than that of degradation by TGA, $147.0{\pm}2.0kJ/mol$. From these results, it was considered that, although variations of sulfur/accelerator ratio in the present experiments affected little on the formation mechanism and/or thermal degradation, they could play roles as the catalysts which lower the activation energy of formation. Because of stabilization after formation reaction, however, they have no more effects on the lowering the activation energy, showing higher values when decomposition, caused by main-chain scissions.

• Journal of Distribution Science
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• v.13 no.4
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• pp.89-98
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• 2015

Purpose - In today's globalized and modern business environment, corporate social responsibility (CSR) activities are considered to be essential for the sustainable development of enterprises. In addition, the corporate philanthropy that is related to CSR practices, as well as their being capable of reducing the anti-corporate sentiment of people have facilitated a qualitative forward leap into the quantitative growth phase. This study aims to undertake a comparative evaluation of corporate philanthropy through the Importance-Performance Analysis (IPA) method focusing on service and manufacturing industries, and to eventually determine a differentiated approach that is needed for corporate philanthropy. Research design, data, and methodology - The survey responses were collected through online research on specialized companies from consumers nationwide who were aged from 20 to 60 and who are aware of corporate philanthropy. A total of 408 sheets of questionnaire survey were used. Frequency analysis was undertaken in this study. The interviewees had demographic characteristics of gender: 206 males (50.5%) and 202 females (49.5%). They also had demographic characteristics of age: 82 people were over 20 (20.1%), 96 over 30 (23.5%), 105 over 40 (25.7%), and 125 over 50 (30.7%) years of age. The distribution of interviewees' residences is as follows: 154 persons (37.7%) in the Special City, 102 persons (25.0%) in the Metropolitan City, and 152 persons (37.3%) in the Provincial Region. The interviewees have been working for the following companies: 34 persons (8.3%) in LG Display, 80 (19.6%) in KT&G, 49 (12.0%) in Amore Pacific, 42 (10.3%) in KIA Motors, 47 (11.5%) in SBS, 52 (12.8%) in Shinhan Bank, 86 (21.1%) in Asiana Airlines, and 18 (4.4%) in Hyundai Department Store. We applied the paired t-test for the IPA analysis. PASW Statistics 18 was used for statistical analysis. Results - The results of IPA analysis indicated that the importance and performance degrees in both manufacturing and service industries were significantly different. Major empirical results showed that, in consumer, social, economic, philanthropic, and environmental dimensions, in the sub-factors of philanthropy activities in both manufacturing and service industries, the importance degree was found to be higher than performance degree. Further, the average difference between importance degree and performance degree by the sub-factors of philanthropy activities. On the other hand, the average difference of environmental dimension was found to be highest in both service and manufacturing industries. Thus, while consumers consider the philanthropy activities of the environmental dimension as most important, actual companies treat performance of philanthropy activities of the environmental dimension insufficiently or negligibly to some degree. Conclusions - The differentiated approach method that is required for corporate philanthropy may be proposed to uplift corporate accomplishments by analyzing the IPA of the attributes of the sub-factors of corporate philanthropy. This is, to an extent, insufficient in the existing studies related to the use of the IPA technique, and it shows the items that are to be conducted intensively.

• Journal of the Korean Association of Geographic Information Studies
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• v.24 no.3
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• pp.58-72
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• 2021

In July 2021, UNCTAD classified Korea as a developed country. After the Korean War in the 1950s, economic development was promoted despite difficult conditions, resulting in epoch-making national growth. However, in order to respond to the rapidly changing global economy, it is necessary to continuously study the domestic industrial ecosystem and prepare strategies for continuous change and growth. This study analyzed the industrial ecosystem of the automobile industry where it is possible to obtain transaction data between companies by applying complexity spatial network analysis. For data, 295 corporate data(node data) and 607 transaction data (link data) were used. As a result of checking the spatial distribution by geocoding the address of the company, the automobile industry-related companies were concentrated in the Seoul metropolitan area and the Southeastern(Dongnam) region. The node importance was measured through degree centrality, betweenness centrality, closeness centrality, and eigenvector centrality, and the network structure was confirmed by identifying density, distance, community detection, and assortativity and disassortivity. As a result, among the automakers, Hyundai Motor, Kia Motors, and GM Korea were included in the top 15 in 4 indicators of node centrality. In terms of company location, companies located in the Seoul metropolitan area were included in the top 15. In terms of company size, most of the large companies with more than 1,000 employees were included in the top 15 for degree centrality and betweenness centrality. Regarding closeness centrality and eigenvector centrality, most of the companies with 500 or less employees were included in the top 15, except for automakers. In the structure of the network, the density was 0.01390522 and the average distance was 3.422481. As a result of community detection using the fast greedy algorithm, 11 communities were finally derived.

• Journal of the Korea Academia-Industrial cooperation Society
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• v.20 no.6
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• pp.74-79
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• 2019

The military vehicle produces electric power through an engine-integrated serial hybrid generator that is connected to the engine and does not have a separate generator installation space. However, depending on the mechanical characteristics of the connection between the generator and the engine, iron oxide for internal rusting and lubrication grew scattered. The iron oxide is adhered to the starter to deteriorate the starting performance, and there is a problem that the noise of the leg due to wear of the gear is increased. To solve this problem, the connection spline material and the surface treatment of the engine were improved and the shape was changed to a grease sealing type to prevent the generation of iron oxide inside. As the shape of the generator connector composing the shafting system was changed, the integrity of the structure was confirmed through the torsional endurance test. In addition, through the actual vehicle load test, it was verified that no corrosion occurred during the target life span without internal corrosion. It was confirmed that the anti-scattering structure of the grease effectively suppresses the generation of iron oxide, thereby reducing the noise generated from the generator. In this paper, we propose a fundamental solution to the degradation of the starter and the noise generation by preventing the back corrosion caused by the serial hybrid generator installed between the engine and the transmission.

• Environmental and Resource Economics Review
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• v.32 no.4
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• pp.217-238
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• 2023

Currently, automobile tax in Korea is imposed by multiplying the vehicle's engine displacement by a certain tax rate. However, the need for revision is being raised as it is pointed out that the current system does not reflect the immediate task of reducing greenhouse gas emissions. Accordingly, this study focuses on the positive relationship between engine displacement and CO₂ emissions, and seeks to calculate an appropriate automobile tax rate considering average CO₂ emissions. To this end, first, we estimated the average annual CO₂ emissions (kg/vehicle) for each engine displacement using the average CO₂ emissions for each vehicle displacement as of 2020. Next, multiple scenarios were analyzed considering the standard tax rate at $75 per ton of CO₂ emissions proposed by the IMF (2019). In particular, we compared the case of imposing a uniform carbon tax of $75 and the case of imposing a progressive tax based on CO₂ emissions by displacement. According to the results, it was confirmed that the uniform tax rate proposed by the IMF is difficult to apply to Korea as it is due to the impact of a decrease in tax revenue, and a tax scheme needs to be designed appropriately considering maintenance of tax revenue according to the current automobile tax, greenhouse gas reduction effect, and automobile tax reform trends in developed countries. For example, in the case of the K3 (1,598cc) of Kia Motors, a representative compact car sold in Korea, if we compare the tax burdens for each tax scenario, the tax burden will be about 220,000 KRW under the current system, about 79,000 KRW under the uniform tax rate, about 83,000 KRW under the progressive tax rate, and about 240,000 KRW under the progressive tax rate similar to the UK tax system, respectively. In this way, this study identified the current statuses of automobile registration and tax in Korea, and automobile tax reform trends in major developed countries, and analyzed the impact of automobile tax reform considering engine displacement and CO₂ emissions, focusing on the tax burden of the people.