• Journal of the Society of Naval Architects of Korea
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• v.44 no.4
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• pp.370-378
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• 2007

In this study. a numerical analysis has been performed for the turbulent flow around a 15,000TEU twin-skeg container ship using a commercial CFD code. FLUENT. The computed results have been compared with the model test data from MOERI. We investigated viscous resistance coefficient. wake distribution and characteristics of the shear flow according to the grid numbers. Although the free surface is approximated by the plane of symmetry in this work. the calculated axial velocity and transverse vector show a good agreement with the MOERI experimental data except for the region of 0.9 level of axial velocity at the propeller plane. The numerical analysis show that commercial CFD code is useful tool for the evaluation of complex hull form with twin-skegs.

• Proceedings of the Korean Magnestics Society Conference
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• 2011.06a
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• pp.25-26
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• 2011

• Journal of the Korean Magnetics Society
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• v.21 no.1
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• pp.10-14
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• 2011

We have measured the ferromagnetic resonance (FMR) signal in as deposited and $400^{\circ}C$ annealed CoFeB/MgO thin film to investigate the annealing effect on magnetic anisotropies and FMR linewidth (${\Delta}H_{PP}$). The uniaxial anisotropy field ($H_{K1}$) was only observed in the as deposited sample. Whereas, in the $400^{\circ}C$ annealed sample, the biaxial anisotropy field ($H_{K2}$) was additionally observed in accompany with uniaxial anisotropy field ($H_{K1}$). The appearance of biaxial anisotropy fields was originated from the crystalline growth of bcc CoFeB(001) from the MgO(001) interface and by the B diffusion during thermal annealing. Also, the ${\Delta}H_{PP}$ of $400^{\circ}C$ annealed sample was increased compared with that of as deposited sample, which was due to the broad distribution of the magnetization axis by the biaxial anisotropy.

• Journal of the Society of Naval Architects of Korea
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• v.54 no.3
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• pp.204-214
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• 2017

Recently, ship owners have been requiring the assessment of the maneuverability of a twin-screw ship under machinery failures. In this paper, we are only focused on the propulsion failure among propulsion failure, power supply failure, steering system failure etc. First of all, the mathematical model for the twin-screw 174K LNGC is verified by comparing the simulated results for $35^{\circ}$ turning test, $10^{\circ}/10^{\circ}$ zigzag test and $20^{\circ}/20^{\circ}$ zigzag test under normal operating condition and those obtained from free running model tests. And, sea trial results of 216K LNGC under single propeller failure are compared with those of 174K LNGC under identical condition to verify the proposed method to predict maneuverability under single propeller failure. After the straight line maneuver is simulated under the single propeller failure, the speed and equilibrated heading and rudder deflection angles at steady state are predicted. After the IMO maneuvering tests are simulated under the single propeller failure, the results are reviewed to investigate the maneuvering characteristics due to the failure.

• Journal of the Society of Naval Architects of Korea
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• v.53 no.4
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• pp.282-289
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• 2016

Traditional construction method of the stern tube is difficult to control the process and needs excessive working hours. Recently in order to resolve these issues, stern tube unit has been installed for some commercial vessels. The stern tube unit is a monolithic structure of bush and related components. The purpose of this study is to carry out a feasibility study for application of the stern tube unit for a 174K twin skeg LNG carrier. In this study, a 19,000 TEU container carrier installing the stern tube unit has been selected to compare with the deformations of stern for a 174K twin skeg LNG carrier.

• Journal of the Society of Naval Architects of Korea
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• v.58 no.6
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• pp.407-414
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• 2021

The manoeuvrability of a ship with an unwanted heel angle due to a maritime accident is changed from the original characteristics. The purpose of this study is to quantitatively investigate the change in the manoeuvring performance of a twin-screw ship under various hee angles and speed conditions. A series of free running model test campaigns were performed in the Ocean Engineering Basin of Korea Research Institute of Ships & Ocean Engineering (KRISO) for a twin-screw car ferry vessel. Turning circle test and zig-zag 10/10 and 20/20 tests were carried out on the heel angles of 0, -10, and -19.5 degrees. In addition, two-speed conditions were considered to understand the effect of ship speed. In order to examine the effect of the bilge keel, a heel angle of -22 degree where the bilge keel is exposed outside the water surface, was considered. Finally, the change of manoeuvring characteristics according to the heel angle for a twin-screw and a single-screw vessel is discussed.

• Journal of the Korean Magnetics Society
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• v.21 no.3
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• pp.83-87
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• 2011

We have analyzed the torque signals measured in synthetic antiferromagnetic (SAF) coupled CoFeB/Ru/CoFeB thin film, which signals were drastically changed at flopping field ($H_F$) and saturation field ($H_s$). The minimum value of negative uniaxial anisotropy constant ($-\;K_1$) was appeared at HF. The $-\;K_1$ was due to the zero net magnetization by the antiferromagnetic coupling between two ferromagnetic layers. Whereas, the biaxial anisotropy constant (K2) was induced in the field range of $H_F$ < H < $H_s$. The induced $K_2$ was originated from deviation angles between magnetization directions of two ferromagnetic layers. And at H > $H_s$, intrinsic uniaxial anisotropy constant of CoFeB layer was observed. These change of the anisotropy constant with magnetic field was explained by the magnetization process of two ferromagnetic layers based on Stoner-Wohlfarth model calculation for SAF thin film.

• Journal of the Korean Society of Marine Environment & Safety
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• v.21 no.5
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• pp.558-570
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• 2015

A study on the green ship design for Ultra Large Container Ship (ULCS, 18,000 TEU Class Container Ship) was performed based on the four step procedures of the initial design and hull form optimization to maximize economic and propulsive performance. The first, the design procedure for ULCS was surveyed with economic evaluation considering environmental rules and regulations. The second, the characteristics of single and twin skeg container ships were investigated in view of initial design and performances. The third, the hull form optimization for single and twin skeg ships with the same dimensions was conducted to improve the resistance and propulsive performances at design draught and speed by several variations and the results of the optimization were verified by numerical calculations of CFD and model test. The last, for the estimated operating profile of draught and speed, the hull forms of single and twin sked ships were optimized by CFD. From this study, the methodologies to optimize the hull form of ULCS were proposed with considerations during the green ship design and the improvement of the energy efficiency for the optimized hull forms was confirmed by the proposed formula of the total energy considering design conditions, operating profile and fuel oil consumption.

• Special Issue of the Society of Naval Architects of Korea
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• 2008.09a
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• pp.84-89
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• 2008

Twin screw mode LNG Carrier is appeared. Because LNG CARRIER is larger recently. In this paper introduces maneuvering characteristics of Twin screw LNG CARRIER on single screw mode, which are found when the non-using screw mode is fixed or not(wind mill).

• Journal of the Society of Naval Architects of Korea
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• v.55 no.1
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• pp.28-36
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• 2018

The experimental results of the model tests for the twin propeller cavitation noise are presented. The model test was carried out by means of procedure of noise measurement followed by the signal processing and full-scale extrapolation. In order to convert the measured sound pressure level into the sound source level, transfer function measurements for three conditions were performed according to the combination of locations and number of virtual sources. White noise and LFM signal were used as a source signals to examine the influence of the input signal. For the twin propellers, 5 transfer functions were defined and the results were discussed. Cavitation noise measurement tests were performed similarly to the transfer function measurement test. Noise source localization analysis was performed to confirm the test effectiveness. It was confirmed that the source level of the twin propeller can be estimated reliably by using transfer function corrections. Finally, the model test results were converted into full-scale by applying the ITTC '87 model-ship scaling raw, and the validity of the model test was confirmed by comparison with the full-scale measurement result.