• Journal of Advanced Marine Engineering and Technology
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• v.32 no.1
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• pp.42-49
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• 2008

Most of vessels are not evaluated for their vibration and noise effects to human body. The vibration and noise generated by engine and auxiliary machine in vessel is a negative element for seamen. Therefore, in this paper, the diagnosis and evaluation of vibration and noise from vessel is accomplished by a shipbuilding corporation. The vibration and noise transferred from engine room and auxiliary machine was measured during the steady-state operation, and the vibration and noise map of vessel was made. Also, in order to evaluate the ship environment for human, the diagnosis is carried out on the base of measurement results.

• Journal of the Korean Society of Marine Environment & Safety
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• v.29 no.6
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• pp.620-627
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• 2023

Ship noise is one of the important factors for the living and health of seafarers, and ef orts to reduce ship noise are actively underway. There are two methods of noise reduction: passive noise Control (PNC) and active noise control (ANC). Unlike cars and airplanes, ANC is not widely used for noise reduction on ships. This study aimed to reduce the noise generated in the engine room by using soundproof panels and high-frequency vibration generators, as well as active noise control (ANC). For this purpose, an experimental model was made using an acrylic box, and the noise reduction effect was measured under four conditions. The experimental results are as follows: First, the soundproof panel had a noise reduction effect in all ranges from 55 dB to 85 dB. In the case of using a high-frequency vibration generator, there was no ef ect in the low noise range such as 55 dB(A), but there was a noise reduction effect in the high noise range such as 70.8 dB(A) and 85 dB(A).Second, when the soundproof panel and the high-frequency vibration generator were used simultaneously, the noise reduction ef ect was up to -2.2 dB(A). The results of this experiment were obtained from an experimental model made of acrylic, and they may be different from actual ships made of steel plate. In future studies, we plan to experiment using iron plate (considering the material, thickness, and structure) used in actual ships. We hope that this study will help to improve the living environment and health of seafarers on ships.

• Korean Journal of Fisheries and Aquatic Sciences
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• v.9 no.3
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• pp.215-221
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• 1976

In this study, noise arresting effect of the noise control room from the transmission of surrounding noise was tested when the packing noise control rooms were set up in the test room in which the prerecorded noise from an engine room was reradiated at the same level as the original pressure. The inner space of control room A is $3.389m^3(1.19\times1.19\times2.14m)$ having walls furnished with plywood board 9mm in thickness and noise control room door$(60\times45cm) $ and illumination lamp are placed. In case of the control room B, noise absorption board(10mm fiber board which holds the corntype concavity with diameter of 5mm, depth 5mm, space 15mm) is adhered to the internal ceiling and styrol foam boards(20mm) to the walls. The other struction is same as the control room A. Type C is the same as B except wool board(Glass Fiber, 33mm) on the walls. Type D is same as type A except that the thickness of wall is 12mm and wood pyramid type cone$(5\times5\times13cm)$ is adhered to the ceiling ana walls(Fig. 1). When the recorded noise and vibrated noise were controlled in various levels. The noise pressure which passed through the control rooms was measured by sound level meter(Bruel & Kjar 2205, measuring range 37-140dB). In order to calculate the absorption rate in the control rooms the noise pressure was measured at different distances when the recorded noise pressure was radiated. The followings are the results obtained from the experiment. 1. When the noise pressure of the test room was 60dB, transmission rate of type A was $69.7\%$ and increased $3.3\%$ per 10dB. At the same condition, the rate was $53.9\%$ and increased $4.5\%$ per 10dB in type D. Type D was the most effective in noise arresting of the four and the effect was D,C,B and A in order(Fig.2). 2. When the oscillator sound and vessels noise were radiated in 1,000Hz, at one meter distance to the type A and D, the oscillator sound pressure were 77dB and 73dB, while the vessels noise pressure were 73.3dB and 66.2dB respectivley(Fig.3). 3. Refering to the influence of the frequency to the lower oscillator sound(1,000Hz) pressure, both type C and D were almost same at 140cm but type C was 0.3dB lower than type D at 20cm distance(Fig.4).

• Proceedings of the Korean Society of Precision Engineering Conference
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• 2001.10a
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• pp.269-275
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• 2001

정밀가공기계 및 소음발생원의 방진재료로서 사용될 수 있는 재료는 우선 내부 및 외부진동의 흡수성과 감쇠성이 뛰어나야 하고, 시간 및 온도변화에 따라 형상 및 치수 정밀도가 안정되어야 하며, 불규칙한 외력과 운동전달기구의 변동 하중 하에서도 높은 정적, 동적 강성을 유지해야 한다. 본 연구에서 개발한 재료인 Ferrite-Resin 복합재료는 Resin-Concrete에 미세한 산화철을 filler 재료로 사용함으로써 주철 및 강의 구조재료가 갖는 강성과 비중의 값에 접근시킬 수이었다. 일반적으로 불포화 폴리에스테르 수지나 에폭시계 수지는 glass 전위점의 근처에서 진동에너지의 흡수가 큰 영역이 존재하며 이는 10 .mu.m 이내의 미세한 filler재료가 포함되었을 경우에도 그 종류에 관계없이 큰 변화가 없는 성질이다. 시험편을 통한 재료실험을 통하여 개발된 복합재료를 모델 구조물에 적용시킴으로서 그 적용성을 검토하였다. 앞으로의 수지와 Ferrite 함유량 및 제조 공정이 적절히 모색되면, 이 방진재료가 정밀기계의 구조재료로서 뿐만 아니라 냉동기, 소형선박의 기관실, 가전제품 및 기어박스 등의 케이싱 재료로 사용되는 방진재료로서 그 응용이 확대될 수 있을 것으로 본다.

• Journal of the Korean Society of Marine Environment & Safety
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• v.27 no.6
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• pp.875-882
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• 2021

To minimize occupational noise induced hearing loss, it is recommended that workers should not be exposed to noise levels exceeding 85 dBA for over 8 h. In the present study, noise exposure levels were measured for seven workers based on their tasks on a training ship. The A-weighted noise exposure level (L_ex,24h) was measured by taking into account the A-weighted equivalent continuous sound level (L_Aeq,i), duration (h) and noise contribution (L_ex,24h,i) from the workers' locations. Results are thus obtained for different job categories as follows: officer group L_ex,24h=56.1 dB, navigation crew L_ex,24h=58.9 dB, navigation cadet L_ex,24h=62.0 dB, ship's cook L_ex,24h=64.3 dB, engine cadet L_ex,24h=91.1 dB, engineer L_ex,24h=91.1 dB, and engine crew L_ex,24h=95.1 dB. It was determined that the engineers, engine crews, and engine cadets in charge of machinery must wear hearing protection devices. By wearing hearing protection devices when working in highly noisy engine rooms, it is estimated that the noise expose levels could be reduced by the following amounts: engineer L_ex,24h=23.1 dB, engine Crew L_ex,24h=24.4 dB, and engine cadet L_ex,24h=21.5 dB. Moreover, if the no. 2 lecture room and mess room bottom plates in the cadets accommodations were improved to the 64 mm A-60-class floating plates, then further reductions are possible as follows: navigation cadet L_ex,24h=4.3 dB and engine cadet L_ex,24h=1.8 dB.