Type Approval Research Articles

Market Acceptance Strategy through Customer Centricity Approach in Electric Truck Product Development with Systematic Method Literature Review

Transportation is one of the contributors to CO2 pollutants that cause Greenhouse Gas (GHG) emissions, ultimately impacting global climate change. The creation of electric vehicles is concerned with clean energy and handling global climate change. This aligns with the 17 global goals of the United Nations, which are the world agenda to protect planet Earth and for everyone to live a decent life by 2030. However, creating innovations in production and transforming consumers to switch from fuel vehicles to electric vehicles, especially electric trucks, is equally difficult. In 2022, based on data from Vehicle Type Approval, electric truck sales in Indonesia have the lowest number compared to other types of electric vehicles. This study aims to discover how innovation should be carried out and how consumer desires can be fulfilled from these innovations so that the market easily accepts electric truck products with the hope that interest and sales can increase. This study uses a literature study method that provides an overview of how the customer-centricity approach is applied to support innovation during production. The results of this study provide suggestions in the development of electric trucks that companies should not only focus on technology but also focus on consumer needs to adopt electric truck technology such as cost and economic benefits, charging infrastructure available in various locations, government support and policies, social influence, economic and social factors, promotion policies and regional support.

A view on distributed sound level sensors from the perspective of legal metrology

Paper-based calibration certificates are gradually being replaced by equivalent digital calibration certificates (DCCs). The DCC is human-readable as well as machine-readable which simplifies the administration process significantly. During calibration procedure a measurement instrument is tested on-site in a testing laboratory. However, nowadays sound level sensors are increasingly deployed as distributed systems, where they transmit measurement data from one location (e.g. a workplace in a factory) to a measurement laboratory over available networks. This data transmission process has until now not been considered during calibration procedure or type approval tests. Therefore, requirements for the data transmission process according to the regulations of the European Cooperation in Legal Metrology (WELMEC Guide) must be considered. In this project two digital sound level sensors were selected and tested when deployed as distributed systems. The data collected were used to compare the two systems in accordance with the regulations of the WELMEC guide. In this work the first example of an acoustical DCC is presented and discussed. Further, a list of requirements is proposed that should be considered in the future when developing sound level sensors intended to be used as distributed systems.

Methodology for determining new CNOSSOS-EU vehicle sound power coefficients using type approval data

CNOSSOS-EU is a standardized framework for strategic noise mapping across the European Union which member states are required to conduct every five years. The framework provides an approach to assess noise from different sources, including road traffic noise. Road traffic noise is primarily caused by vehicles. In CNOSSOS-EU, the vehicle exterior noise is modeled using fixed sound power coefficients. These coefficients were derived from measurements conducted up to 2006. Although significant progress has been made in reducing vehicle exterior noise, the existing model does not account for this technical progress. This paper first reviews the evolution of exterior noise legislation and its impact on vehicle noise levels. It then presents a new procedure for integrating the technical progress into vehicle source modeling in CNOSSOS-EU by incorporating type approval data. For demonstration purposes, this procedure is applied to up-to-date type approval data of M1 vehicles, resulting in a more accurate representation of current noise emissions. This research contributes to the refinement of the CNOSSOS-EU model, aligning it with the current state of technology and providing a more precise basis for environmental noise assessment.

Application of noise remote sensing to conquer loud vehicles in Amsterdam

Techniques for remote sensing of noise are rapidly evolving, allowing for automatic and unsupervised monitoring of individual noise events. In the H2020 project NEMO, noise remote sensing was developed and applied to detect individual loud vehicles in normal road or rail traffic. Potential applications include urban vehicle access restrictions (UVAR) such as in low emission zones, based on real world emissions rather than type approval data. The city of Amsterdam is also experimenting with influencing driving behaviour and raising road user awareness to reduce the number of high noise emitters. Amsterdam uses dynamic roadside signalling for this, which shows a message "too loud" to noise vehicles passing by. New tests are now performed with a more advanced acoustic camera to localize and track the individual vehicle, connected to license plate and speed detectors. This paper describes how NEMO results are used to achieve an actual reduction of high emitters in Amsterdam. First results of experiments are presented along with technical challenges that need to be overcome. These challenges include reduction of measurement uncertainty as well as uncertainty as to what vehicle a high noise event belongs to.

The G Protein-First Mechanism for Activation of the Class B Glucagon-like Peptide 1 Receptor Coupled to N-Terminal Domain-Mediated Conformational Progression.

Recently, there has been a great deal of excitement about new glucagon-like peptide 1 receptor (GLP-1R) agonists (e.g., semaglutide and tirzepatide) that have received FDA approval for type 2 diabetes and obesity. Although effective, these drugs come with side effects that limit their use. While research efforts continue to focus intensively on long-lasting, orally administered GLP-1R medications with fewer side effects, a major impediment to developing improved GLP-1R medications is that the mechanism by which an agonist activates GLP-1R to imitate signaling is not known. Here we present and validate the G protein (GP)-first mechanism for the GLP-1R supported by extensive atomistic simulations. We propose that GLP-1R is preactivated through the formation of a GLP-1R-GP precoupled complex at the cell membrane prior to ligand binding. Despite a transmembrane helix 6 (TM6)-bentout conformation characteristic of activated GLP-1R, this precoupled complex remains unactivated until an agonist binds to elicit signaling. Notably, this new hypothesis offers a unified and predictive model for the activities of a series of full and partial agonists, including the peptides ExP5, GLP-1(7-36), and GLP-1(9-36). Most surprisingly, our simulations reveal an N-terminus domain (NTD)-swing/agonist-insertion mechanism wherein the long extracellular NTD of GLP-1R tightly holds the C-terminal half of the peptide agonist and progressively shifts the N-terminal head of the peptide to facilitate insertion into the orthosteric pocket. Our findings provide novel mechanistic insights into the activation and function of class B GPCRs and should provide a realistic basis for structure-based ligand design.

Development of Driving Robot and Driver Model Applied Regenerative Brake Control of Electrified Vehicles

Real driving emissions (RDE) test procedures for type approval were initiated in Japan in 2022. In Japan, the test vehicle is driven on a test road (test course) by tracing the speed pattern prepared for each RDE test. The vehicle needs to trace the patterns in the same manner as in the conventional chassis dynamometer test. The use of a driving robot is effective for reproducibility in precisely tracing the target vehicle speed during these tests. In this study, we developed a driving robot for electrified vehicles (HEV, plug-in HEV, BEV, and FCV), which have regenerative brake-control systems. We applied a new logic to our robot that was developed in-house for conventional engine vehicles. We focused on braking deceleration of the regenerative brake control to change the operation timing from the accelerator pedal to the brake pedal. We verified the improvement of speed traceability of the driving robot installed with the proposed logic on the chassis dynamometer and test road.

Comprehensive computerized gait analysis: Barriers to access for children and adolescents

BackgroundComprehensive computerized gait analysis (CGA) alters orthopedic surgical plans and improves outcomes. Despite these documented benefits, CGA is not widely available to all patients who could be helped by it.Research Question: Do social determinants of health impact access to CGA? MethodsRetrospective review of patients seen for CGA from 2021 to 2022. Dates of referral, insurance approval and completion of CGA, demographics and insurance type were extracted from patient records. Zip codes were used to determine the neighborhood socioeconomic status (SES). Data were analyzed using non-parametric statistics. ResultsInsurance type affected time to authorization (private insurance/self-pay: median 9 days; HMO insurance: median 51.5 days; public insurance: median 27 days; p=0.0004). Once authorized, insurance type did not affect time to schedule and complete CGA (p=0.76). Lower neighborhood SES was associated with longer time to authorization but shorter time to complete CGA once authorized. Rescheduling was associated with longer time to complete CGA once authorized (median 29.5 vs. 16 days, p<0.0001). White, non-Hispanic families tended to reschedule more often than non-white or Hispanic families (35 % vs. 18 %, p=0.07). SignificanceKnowledge of barriers to CGA is necessary in order to design and implement effective strategies to widen its availability to all whom it could benefit. Social determinants of health and insurance type are associated with delays in authorization for CGA. Families with public insurance and HMO coverage experience delays in obtaining insurance authorization compared to PPO/self-pay patients, whose tests did not require prior authorization. However, there can also be delays in scheduling and completing CGA once authorized. This is a multi-faceted issue that requires further research.

DEVELOPMENT OF MODEL FOR PLANNING WORK ON METROLOGICAL SUPPORT OF AN ENTERPRISE TO DETERMINE THE NUMBER OF NECESSARY OPTICAL-ELECTRONIC MEASURING INSTRUMENTS

The need to maintain the quality of products of the domestic optical-electronic instrument industry by maintaining the quality of metrological support for enterprises producing optical-electronic devices, determining the required number of optical-electronic measuring instruments at the enterprise will allow maintaining high quality of products by preventing shortage of optical-electronic measuring instruments and the occurrence of downtime. The use of foreign analogues of optical-electronic measuring instruments is associated with a long process of testing for type approval and registration in the state register of measuring instruments. The duration of the testing process is associated with testing according to foreign quality standards, which do not always coincide with domestic ones, resulting in long work to harmonize standards. The purpose of the article is to maintain the efficiency of resource planning for the life cycle of optical-electronic measuring instruments by managing the metrological support process based on functional and mathematical modeling of its state, taking into account all stages of the life cycle.

A New CPX Drum Test to Obtain Sound Pressure Levels of Tyre Noise for Type Approval

The primary cause of noise from vehicular traffic while travelling at speeds over 30 km/h is tyre/road interaction. To reduce this noise source, tyre/road sound emissions research has been carried out using different approaches. Most of this research has been centred around track tests, leading to the development of various track and road-based methods for evaluating tyre/road noise emissions. The CPX (Close-Proximity), along with the CPB (Controlled Pass-By), the CB (Coast-By) and the SPB (Statistical Pass-By), methods are the most common ones. Nevertheless, since Reg. (EC) 1222/2009 came into force, only the CB method, defined in Reg. (EC) 117/2007, can be used to obtain tyre/road noise emission type approval values in Europe. However, current track test methods have important limitations, such as the variability of the results depending on the test track or the test vehicle, the repeatability, the influence of environmental variables or, the main aspect, the limitation of the registered magnitude in these tests, which is the sound pressure level. The Alternative Drum test method (A-DR) was developed in 2015 in order to avoid these disadvantages. However, it involves a complex and time-consuming microphone array for each test. With the purpose of improving the A-DR test method, a new methodology based on drum tests, the ISO 11819-2 and the ISO 3744 standards, was developed. This paper describes the new Alternative CPX Drum test method (A-CPX-DR) and validates it by testing several tyres according to the CB, the A-DR and the A-CPX-DR test methods and comparing their results. This research has demonstrated that all three methods have equivalent sound spectra and obtain close equivalent sound pressure levels for type approval of tyres in the EU, while drum tests have shown greater accuracy. For both reasons, the new A-CPX-DR methodology could be used for tyre/road noise emission type approval in a more precise and cheaper way.

Development of sleepiness in professional truck drivers: Real-road testing for driver drowsiness and attention warning (DDAW) system evaluation.

All new vehicle types within the European Union must now be equipped with a driver drowsiness and attention warning system starting from 2022. The specific requirements for the test procedure necessary for type approval are defined in the Annex of EU Regulation C/2021/2639. The objectives of this study were to: (i) investigate how sleepiness develops in professional truck drivers under real-road driving conditions; and (ii) assess the feasibility of a test procedure for validating driver drowsiness and attention warning systems according to the EU regulation. Twenty-four professional truck drivers participated in the test. They drove for 180 km on a dual-lane motorway, first during daytime after a normal night's sleep and then at nighttime after being awake since early morning. The results showed higher sleepiness levels during nighttime driving compared with daytime, with a faster increase in sleepiness with distance driven, especially during the night. Psychomotor vigilance task results corroborated these findings. From a driver drowsiness and attention warning testing perspective, the study design with sleep-deprived drivers at night was successful in inducing the targeted sleepiness level of a Karolinska Sleepiness Scale score of ≥ 8. Many drivers who reported a Karolinska Sleepiness Scale ≥ 8 during the drives also acknowledged feeling sleepy in the post-drive questionnaire. Reaching high levels of sleepiness on real roads during daytime is more problematic, not the least from legal and ethical perspectives as higher traffic densities during the daytime lead to increased risks.

Design, Development and Analysis of an Image Processing Based Advanced System for Testing, Calibration and Type Approval of Blood Pressure Devices

Design, Development and Analysis of an Image Processing Based Advanced System for Testing, Calibration and Type Approval of Blood Pressure Devices

Factors impacting real-world fuel economy of plug-in hybrid electric vehicles in Europe – an empirical analysis

Plug-in hybrid electric vehicles (PHEVs) combine an electric motor with an internal combustion engine and can reduce greenhouse gas emissions from transport if mainly driven on electricity. The environmental benefit of PHEVs strongly depends on its usage and charging behavior. Several studies have demonstrated low electric driving shares (EDS) of many PHEVs. However, there is limited evidence on which vehicle properties affect the EDS of PHEVs to which extent. Here, we provide an empirical and quantitative analysis of real-world EDS and fuel consumption and look at how they are impacted by factors related to vehicle properties such as range, system power and mass. We complement previous studies on real-world EDS and fuel consumption of PHEVs by combining two different data sets, with almost 100,000 vehicles in total, over 150 models in 41 countries, which is combined the largest PHEV sample in Europe to date to be analyzed in the literature. We find that an increase of 10 km of type approval range leads on average to 13%–17% fuel consumption decrease and 1%–4% EDS increase. Furthermore, a 1 kW increase in system power per 100 kg of vehicle mass is associated with an average increase of 7%–9% in fuel consumption and a decrease of up to 2% in EDS. We also find that long-distance driving and charging behavior are the largest non-technical factors for the deviation between type-approval and real-world data. Furthermore, PHEV fuel consumption and related tail-pipe emissions in Europe are on average higher than official EU values.

The commoditization of civil nuclear power.

The commoditization of nuclear power through the factory production of sealed micro-power units within a digitally enabled holistic assurance framework is described. This would revolutionize nuclear power-plant design, construction, operation and decommissioning through a paradigm shift to manufacture-operate-remove-recycle (MORR). The potential impact of recent research on an integrated nuclear digital environment for large bespoke nuclear power plants and the design, build and operation of fusion power plants using such a digital environment is explored. These strands are interwoven to discuss the technical, economic and socio-political implications of MORR in the context of micro-reactors and to consider the potential evolution of safeguarding issues based on a digital assurance framework that leads to type approvals. Commoditization of nuclear power would lower costs in line with offshore wind and the output from a single production line in a factory could replace a third of current fossil fuel-based electricity generation in the UK over a 15-year period, making a significant contribution to achieving zero greenhouse gas emissions. The challenges associated with the changes in culture, both in the nuclear industry and in society, as well as the technology gaps, that need to be addressed in realizing this paradigm shift are identified and discussed.

Upaya Penurunan Produk Cacat Pada Proses Painting Unit CN113R Dengan Metode Failure Mode Effect Analysis (FMEA)

PT.SGMW Motor Indonesia is a company which is engaged in the automotive field, especially in cars assembly with Wuling as its brand in Indonesia and the product called CN113R. In an effort to maintain product quality, PT.SGMW seeks to minimize the number of defects in each inspection unit. In order to attract large Indonesian market, the company needs to improve the quality of the product which are produced. From data collection conducted at PT. SGMW at Type Approval phase (TA) from February to March 2017, it was found that Sanding Mark defect is the biggest defect type that happened in PT.SGMW that is equal to 24% and this happened at painting process. Then in the next stage, after brainstorming process with related parties in the Paintshop Department to find out the main cause of Sanding Mark defect which is then shown through a fishbone diagram. To find out the improvement priority or follow-up to the causes described in fishbone diagram, I use 5W + 2 H method. In the next step, an improvement analysis is done using Failure Mode Effect Analysis (FMEA) method. after that, by the RPN result which is obtained, the most potential failure mode as the cause of the defect that must be handled immediately. From the observation results obtained the highest defect value is sanding mark. One of the causes of the highest Risk Priority Number (RPN) value in the Elpo sand section is because of the used of the orbital sender is tilted and angled. After the improvement, it can decrease the defect from 449 findings down to 297 findings, and lower repair cost from Rp. 142,863,718 to Rp 94,500,054.

Abstract 923: Biomarker use in oncology approvals in the US

Abstract Introduction: Precision medicine through the use of biomarkers has revolutionized the way we understand and combat cancer. We are summarizing the current state and challenges of biomarker use in the context of cancer therapeutic products approved by the United States Food and Drug Administration (FDA). Methods: We curated a dataset of oncology therapeutic products approved by the FDA through the regular and accelerated pathways from 2011 to 2022, based on publicly available FDA database, approval letters and reviews, prescribing information, publications, and clinicaltrial.gov. Results: During the period of 2011 to 2022, the FDA granted 132 accelerated and 331 regular approvals for 80 and 144 oncology therapeutic products with 133 and 340 new indications, respectively. The percentage of approvals for a biomarker-defined population was higher in accelerated approvals in comparison to regular approvals (i.e., 51% vs. 39%). The five disease sites with the highest number of approved indications were leukemia, lung, non-Hodgkin lymphoma, breast, and skin. The vast majority of lung and breast cancer indications were approved in a biomarker-defined population through a range of different biomarkers. Overall, HER2-, EGFR-, BRAF-, HR-, and ALK-defined populations received the highest numbers of approvals. The most common biomarkers linked to the approval of a specific cancer type include Philadelphia chromosome for leukemia, EGFR/ALK for lung cancer, HER2/HR for breast cancer, BRAF for skin cancer, and BRCA for ovarian cancer. Multiple myeloma, kidney cancer, and Hodgkin lymphoma did not have any approval with a biomarker-defined population. Non-Hodgkin lymphoma had a large number of approvals, but the percentage approved for a biomarker-defined population was small. dMMR, MSI-H or dMMR, BRAF mutation, NTRK fusions, TMB H, and RET fusions are biomarkers linked to tissue-agnostic indications approved for solid tumors only through the accelerated pathway. Conclusion: To the best our knowledge, the analysis represents the most comprehensive overview of the current landscape on integration of biomarker in oncology therapeutic products approved by the FDA through both the accelerated and regular pathways. Our analysis shows that the FDA has increasingly approved indications based on biomarkers, particularly through the accelerated approval pathway. Biomarkers are reshaping cancer therapy under an evolving regulatory landscape with a growing emphasis on precision medicine that promises continued progress in personalized cancer care. Citation Format: Yannan Nancy Dou, Christian Grimstein, Jian Wang, Jacques Mascaro. Biomarker use in oncology approvals in the US [abstract]. In: Proceedings of the American Association for Cancer Research Annual Meeting 2024; Part 1 (Regular Abstracts); 2024 Apr 5-10; San Diego, CA. Philadelphia (PA): AACR; Cancer Res 2024;84(6_Suppl):Abstract nr 923.

Complex Use of the Main Marine Diesel Engine High- and Low-Temperature Waste Heat in the Organic Rankine Cycle

The decarbonization problem of maritime transport and new restrictions on CO2 emissions (MARPOL Annex VI Chapter 4, COM (2021)562) have prompted the development and practical implementation of new decarbonization solutions. One of them, along with the use of renewable fuels, is the waste heat recovery of secondary heat sources from a ship’s main engine, whose energy potential reaches 45–55%. The organic Rankine cycle (ORC), which uses low-boiling organic working fluids, is considered one of the most promising and energy-efficient solutions for ship conditions. However, there remains uncertainty when choosing a rational cycle configuration, taking into account the energy consumption efficiency indicators of various low-temperature (cylinder cooling jacket and scavenging air cooling) and high-temperature (exhaust gas) secondary heat source combinations while the engine operates within the operational load range. It is also rational, especially at the initial stage, to evaluate possible constraints of ship technological systems for ORC implementation on the ship. The numerical investigation of these practical aspects of ORC applicability was conducted with widely used marine medium-speed diesel engines, such as the Wartsila 12V46F. Comprehensive waste heat recovery of all secondary heat sources in ORC provides a potential increase in the energy efficiency of the main engine by 13.5% to 21% in the engine load range of 100% to 25% of nominal power, while individual heat sources only achieve 3% to 8%. The average increase in energy efficiency over the operating cycle according to test cycles for the type approval engines ranges from 8% to 15% compared to 3% to 6.5%. From a practical implementation perspective, the most attractive potential for energy recovery is from the scavenging air cooling system, which, both separately (5% compared to 6.5% during the engine’s operating cycle) and in conjunction with other WHR sources, approaches the highest level of exhaust gas potential. The choice of a rational ORC structure for WHR composition allowed for achieving a waste heat recovery system energy efficiency coefficient of 15%. Based on the studied experimental and analytical relationships between the ORC (generated mechanical energy) energy performance (Pturb) and the technological constraints of shipboard systems (Gw), ranges for the use of secondary heat sources in diesel operational characteristic modes have been identified according to technological limits.

Cold-Resistance Characteristics and Adequacy of Low-Temperature Test Standards of Carbon Monoxide Alarms

In this study, we considered domestic and international standards to experimentally evaluate and analyze the cold-resistance characteristics of carbon monoxide alarms and assess the suitability of low-temperature test standards. The analyzed standards include the technical standards for type approval and product inspection of gas leak detectors, specifically KS C 6596, Britain's BS EN 50291-1, and Japan's JIA E 001-07. We found that the technical standards specify a temperature of –20 °C for 1 h; those for KS C 6596 are –10 °C for 2 h; those for Britain’s BS EN 50291-1 are –10 °C for 6 h; and those for Japan’s JIA E 001-07 follow suit. We inferred that the low-temperature test of the technical standards for type approval and product inspection of gas leak detectors required the highest cold resistance. Furthermore, we experimented on samples from two domestic manufacturers, employing the low-temperature test standards deduced from the standard analysis to examine their characteristics. All test samples operated normally when subjected to a temperature of –20 °C for 1 to 4 h, and similarly maintained normal operation at –10 °C for 6 and 24 h. These findings indicate that the carbon monoxide alarms certified in Korea have a high cold resistance. Additionally, this study entailed a review of the low-temperature test standards for carbon monoxide alarms by analyzing the temperature conditions of apartment verandas, where these alarms are predominantly installed. Based on the results, the cold resistance tended to be high using the low-temperature test standards for carbon monoxide alarms. The findings of this research can serve as a valuable reference for future revisions of low-temperature test standards.

Semaglutide (Ozempic) and obesity. A comprehensive guide for aestheticians

Obesity is a complex interplay of biological, genetic, behavioural, and environmental factors. Going beyond the con- ventional Body Mass Index (BMI) evaluation, the complex relationship between obesity and skin diseases unveils the evolving role of aesthetics in health promotion. Adipose tissue, traditionally seen as an energy reservoir, is unveiled as a dynamic endocrine organ, playing a crucial role in the pathophysiological mechanisms of insulin resistance and metabolic syndrome. This article navigates the skin-deep impact of obesity and unravelling its influence on dermato- logical challenges. From disrupted epidermal barriers to diseases such as psoriasis and hidradenitis suppurativa, it further explores how licensed cosmetologists emerge as health advocates. For what is more, semaglutide, a ground- breaking GLP-1 agonist, takes the spotlight, tracing its journey from FDA approval for type 2 diabetes to its recent endorsement for obesity. The article examines its mechanism, efficacy, and unintended consequences of popularity, emphasizing the need for responsible medication use.

Development of a Photoelectric Smoke Detector with a Built-in Function to Prevent False Alarms Owing to Humidity

In this study, a photoelectric smoke detector with a built-in function was developed to prevent false alarms owing to humidity. Smoke-detector sensitivity characteristics were analyzed through room-scale false alarm experiments and by generating humidity conditions measured using a type approval sensitivity tester. The results showed that when humidity was generated, more light scattering occurred as the humidity flowed into the detector chamber along with the smoke, increasing the smoke concentration of the smoke detector. It was found that smoke concentrations increased at a relative humidity of 85 %RH or higher. The findings confirm that false alarms occur owing to high concentrations of humidity in the summer. False alarms that occur owing to high concentrations of water vapor in summer can be prevented by detecting fires using a humidity + smoke concentration fire-detection algorithm that has been quantified through experiments.

Study on the Smoke and CO Alarm Concentrations to Develop a Smoke &amp;amp; CO Combination Detector

In this study, we studied smoke and CO alarm concentrations to develop a combination detector for both smoke and CO. The derivation of smoke and CO alarm concentrations involved examining CO concentrations by smoke concentration using a sensitivity tester, typically employed for the type approval of photoelectric smoke detectors. Fire alarm and false alarm tests were performed to analyze smoke and CO concentrations further. In the fire alarm test conducted with polyurethane foam, generating black smoke with a reduced light scattering effect in the smoke chamber, no fire alarm was triggered, although the fire alarm concentration of the existing photoelectric smoke detector of sensitivity type 2 was set at 15 %/m. The measured smoke concentration reached only up to 10.2 %/m. Conversely, in the false alarm test with sliced pork belly and mackerel, false alarms occurred as the smoke concentration exceeded 15 %/m. The determined smoke and CO alarm concentrations for the combination detectors were established at 7.5 %/m for smoke (continuously for 10 s) and 15 ppm for CO (continuously for 10 s). Applying these concentrations in subsequent tests revealed an improved performance. In the polyurethane foam fire, where the existing smoke detector failed to operate, a fire alarm was issued at 328 s with the newly derived concentrations. For smoldering wood, the combination detector issued a fire alarm 305 s faster than the existing smoke detector. Furthermore, in the false alarm test with hamburger patty, sliced pork belly, and mackerel, the adaptability of false alarms was enhanced.