• Journal of the Korean Society for Railway
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• v.19 no.6
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• pp.833-843
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• 2016

Recently, in the field of rail freight transportation, the number of trains dedicated for shippers has been increasing. These dedicated trains, which run on the basis of a contract with shippers, had been restricted to the transportation of containers, or so called block trains. Nowadays, such commodities have extended to cement, hard coal, etc. Most full freight cars are transported by dedicated trains. But, for empty car distribution, the efficiency still remains questionable because the distribution plan is manually developed by dispatchers. In this study, we investigated distribution models delineated in the KTOCS system which was developed by KORAIL as well as mathematical models considered in the state-of-the-art. The models are based on optimization models, especially the network flow model. Here we suggest a new optimization model with a framework of the column generation approach. The master problem can be formulated into a transportation problem with additional constraints. The master problem is improved by adding a new edge between the supply node and the demand node; this edge can be found using a simple shorted path in the time-space network. Finally, we applied our algorithm to the Korean freight train network and were able to find the total number of empty car kilometers decreased.

• Journal of the Korean Society of Fisheries and Ocean Technology
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• v.23 no.2
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• pp.61-65
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• 1987

In this study, the characteristics of TRC (tensile restraint crack) critical stress in the gravity type underwater wet welding process and in the in-air welding have been investigated for Y, y and 45$^{\circ}$r grooves using the KR Grade A-3 steel plates and the E4303 covered electrodes. The following results were obtained: (1) In the TRC tests, the initial critical stress of Y groove is higher than those of the 45$^{\circ}$r single bebel grooves in both in-air and underwater weldings, and the cold fracture sensitivity is higher in the underwater welding than in the in-air welding. (2) The hardness of underwater weld metal is the highest in heat affected zone is about Hk 365 in the in-air weld but Hk 670 in the underwater weld which is higher for cooling speed is more rapid, resulting in the lower critical stress by increase of fracture sensitivity. (3) The diffusible hydrogen quantity for 48 hours is about 18cc/100g-weld-metal in the in-air welding but 48cc/100g-weld-metal in the underwater welding. So that, in the case of underwater welding the diffusible hydrogen penetrates about 3 times more than that in the in-air welding.

• Journal of the Korean Society of Fisheries and Ocean Technology
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• v.23 no.2
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• pp.15-15
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• 1987

In this study, the characteristics of TRC (tensile restraint crack) critical stress in the gravity type underwater wet welding process and in the in-air welding have been investigated for Y, y and 45°r grooves using the KR Grade A-3 steel plates and the E4303 covered electrodes. The following results were obtained: (1) In the TRC tests, the initial critical stress of Y groove is higher than those of the 45°r single bebel grooves in both in-air and underwater weldings, and the cold fracture sensitivity is higher in the underwater welding than in the in-air welding. (2) The hardness of underwater weld metal is the highest in heat affected zone is about Hk 365 in the in-air weld but Hk 670 in the underwater weld which is higher for cooling speed is more rapid, resulting in the lower critical stress by increase of fracture sensitivity. (3) The diffusible hydrogen quantity for 48 hours is about 18cc/100g-weld-metal in the in-air welding but 48cc/100g-weld-metal in the underwater welding. So that, in the case of underwater welding the diffusible hydrogen penetrates about 3 times more than that in the in-air welding.

• Journal of Ocean Engineering and Technology
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• v.28 no.4
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• pp.356-362
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• 2014

Wear and corrosion of the engine parts surrounded with combustion chamber is more serious compared to the other parts of the engine because temperature of the exhaust gas in a combustion chamber is getting higher and higher with increasing of using the heavy oil of low quality. Therefore, an optimum repair weldment as well as an available choice of the base metal for these parts are very important to prolong their lifetime in a economical point of view. It reported that there was an experimental result for repair weldment on the forged steel which would be generally used with piston crown material, however, it is considered that there is no study for the repair weldment on the cast steel of piston crown material. In this study, four types of electrodes such as 1.25Cr-0.5Mo, 0.5Mo Inconel 625 and 718 were welded with SMAW and GTAW methods on the cast steel which would be generally used with piston crown material. And the corrosion properties of weld metal, heat affected zone and base metal were investigated using electrochemical methods such as measurement of corrosion potential, anodic polarization curves, cyclic voltammogram and impedance etc. in 35% $H_2SO_4$ solution. In the cases of Inconel 625, 718, the weld metals and base metals exhibited the best and worst corrosion resistance respectively, however, 1.25Cr-0.5Mo and 0.5Mo indicated that corrosion resistance of the base metal was better than the weld metal. And the weld metal welded with electrodes of Inconel 625 revealed the best corrosion resistance among the electrodes, and Inconel 718 followed the Inconel 625. Hardness relatively also indicated higher value in the weld metal compared to heat affected zone and base metal. In particular, Inconel 718 indicated the highest value of hardness compared to other electrodes in the heat affected zone.

• Journal of Korean Society of Occupational and Environmental Hygiene
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• v.8 no.2
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• pp.209-223
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• 1998

The aim of this study was to evaluate welders' exposure to hexavalent chromium (Cr(VI)) and nickel (Ni) during welding operations in a Korean shipyard. The airborne Cr(VI) and Ni concentrations were measured during metal inert gas (MIG) welding on mild and stainless steel, and manual metal arc (MMA) welding on mild steel. The geometric mean (GM) of Cr(VI) concentrations inside the welding helmet during MIG welding on mild steel were $0.0018mg/m^3$ inside a ship section, and $0.0015-0.0026mg/m^3$ at the welding shops. All of the personal breathing zone air samples were below the American Conference of Governmental Industrial Hygienists (ACGIH) Threshold Limit Value ($TLV^{(R)}$) of $0.01mg/m^3$. Conversely, eighty-eight percent(21 of 24) of the personal breathing zone air samples exceeded the National Institute for Occupational Safety and Health (NIOSH) recommended exposure limit of $0.001mg/m^3$. Ni was not detected on 20 of 23 air samples collected during MIG welding on mild steel. The three Ni samples above the limit of detection ranged from 0.015 to $0.044mg/m^3$. The GM of Cr(VI) concentrations during MMA welding on mild steel were $0.0013mg/m^3$, but Ni was not detected in the air samples during this operation. It is assumed that the airborne Cr(VI) and Ni during mild steel welding were derived from the base metals which contained about 0.03% Cr and 0.03% Ni. The GM of airborne total Cr, Cr(VI) and Ni concentrations during MIG welding on stainless steel were 4.02, 0.13 and $0.86mg/m^3$, respectively, and the levels of Cr(VI) and Ni were above the ACGIH-$TLV^{(R)}$. Cr(VI) comprised about 35.5% of the total chromium(Cr) from MIG welding on mild steel, and about 8.4% of total Cr from MIG welding on stainless steel. The ratios of Cr(VI) to total Cr were significantly different among welding shops. It was concluded that welders were exposed to high levels of Cr(VI) and Ni during welding on stainless steel, and were exposed to low levels of Cr(VI) even during welding on mild steel.

• Journal of Welding and Joining
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• v.30 no.2
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• pp.59-64
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• 2012

Welding is an essential process in the automotive industry. Most welding processes that are used for auto body are spot welding and $CO_2$ welding are used in a small part. In production field, $CO_2$ welding process is decreased and spot welding process is increased due to welding quality is poor and defects are occurred in $CO_2$ welding process frequently. But $CO_2$ welding process should be used at robot interference parts and closed parts where spot welding couldn't. Because of the 0.65mm ~ 2.0mm thickness steel sheet were used in the automotive industry, poor quality of welding area such as burn through and under fill were happened frequently in $CO_2$ process. In this paper, we will study about the penetration depth which gives a huge impact on burn through changing a degree of base metal, welding position and torch angle. Voltage, current and welding speed were fixed but degree of base metal, welding position and torch angle were changed. And Cold- Rolled(CR) steel sheet was used. Penetration depth was analysed by multiple regression analysis to derive approximate calculations. And reliability of approximate calculations were confirmed through additional experiments. As the results of this research, we confirmed the effect of torch and plate angle to bead shape. And we present a possibility that can simulate more accurate to weld geometry, as deduced the verification equations that has tolerance of less than 21.69%.

• Journal of Advanced Marine Engineering and Technology
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• v.34 no.5
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• pp.670-677
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• 2010

There are many surface protection methods for numerous steel structures being used under severely corrosive environment, one of them, metallizing(thermal spray) is a available protection method which is comparatively and recently developed for surrface protection of various steel structures. However coating film obtained by spraying is to be needed increasingly more good corrosion resistance due to accelerating of environmental contamination. In this study, coating films(DFT:$200{\mu}m$) are performed with arc spray by wire metal and their types of films are pure zinc, pure aluminum, alloy film(Al:Zn=85:15) and alloy film(Al:Zn=95:5). And corrosion resistance of their films was investigated with electrochemical methods in seawater solution. Pure aluminum film showed a relatively somewhat good corrosion resistance compared to among those of other films and alloy films also showed a good corrosion resistance compared to pure zinc film. Especially it was observed that pure aluminum film showed a comparatively good corrosion resistance than that of alloy film named as galvarium spray(Al:Zn=85:15) in seawater solution. Morphology of corroded surface of pure zinc film appeared the pattern like intergranlar corrosion, however films of pure aluminum and alloy metal showed a general corrosion pattern.

• Journal of Conservation Science
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• v.25 no.4
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• pp.373-381
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• 2009

To preserve steel cultural properties on display outdoors, the surface of these relics is processed with a covering treatment, which is a typical anti-corrosion method. Since the registered cultural heritage of Korea No. 78 Locomotive at Jangdan Station of Gyeongui Line will be treated by preservation process and displayed in the open outdoor area, effective surface covering agents were selected through testing to prevent the corrosion of the locomotive. The mixed wax are based on two types of microcrystalline wax which is one of regular surface covering agents for locomotives and bee‘s wax. For the weather resistance test, 3 types of wax were applied to each specimen of the locomotive and the specimens were tested in the Xenon-Arc Accelerated Weathering Tester for 1000 hours in accordance with the ISO 4892-1981 criteria and the test results were compared. As a result, on the surface of the specimen coated with the bee's wax, a whitening event appears after 400 hours which causes aging, and the specimens coated by the microcrystalline wax showed signs of a whitening event after 800 hours. The moisture contact angle with the microcrystalline wax coating was also less than with the bee's wax. Therefore, it was found that the high temperature microcrystalline wax is the most effective coating agent in terms of weather resistance and moisture blocking capability and the high temperature microcrystalline wax was adopted for coating the surface of the locomotive.

• Journal of Korean Society of Environmental Engineers
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• v.28 no.1
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• pp.48-53
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• 2006

The purpose of this paper is to investigate the optimal condition of the SynGas production by reforming of propane using plasmatron. Plasma was generated by air and arc discharge. The effects of applied steam, $CO_2$ or Ni-catalyst on propane conversion, yield of hydrogen and $H_2/CO$ ratio as well as correlation of syngas were studied. When the variations of $O_2/C_3H_8$ flow ratio, $H_2O/C_3H_8$ flow ratio and $CO_2/C_3H_8$ flow ratio were $0.94{\sim}1.48,\;4.3{\sim}10\;and\;0.8{\sim}3.05$ respectively, Under the condition mentioned above, result of $H_2O/C_3H_8$ flow ratio was maximum $H_2$ concentration, or $28.2{\sim}31.6%$, and result of $H_2O/C_3H_8$ flow ratio with catalyst was minimum CO concentration or $6.6{\sim}7.1%$ and the ratio of hydrogen to carbon monoxide($H_2/CO$) were $3.89{\sim}4.86$.

• Journal of the Korea Academia-Industrial cooperation Society
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• v.19 no.7
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• pp.265-274
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• 2018

The increasing use of curved beams in buildings, vehicles, ships, and aircraft has prompted studies directed toward the development of an accurate method for analyzing the dynamic behavior of such structures. The stability behavior of elastic curved beams has been the subject of a large number of investigations. Solutions of the relevant differential equations have been obtained traditionally using standard finite difference or finite element methods. These techniques require a great deal of computer time as the number of discrete nodes becomes relatively large under the conditions of complex geometry and loading. One of the efficient procedures for the solution of partial differential equations is the method of differential quadrature. The differential quadrature method (DQM) has been applied to a large number of cases to overcome the difficulties of the complex algorithms of programming for the computer, as well as the excessive use of storage due to the conditions of complex geometry and loading. The in-plane buckling of curved beams considering the extensibility of the arch axis was analyzed under uniformly distributed radial loads using the DQM. The critical loads were calculated for the member with various parameter ratios, boundary conditions, and opening angles. The results were compared with the precise results by other methods for cases, in which they were available. The DQM, using only a limited number of grid points, provided results that agreed very well (less than 0.3%) with the exact ones. New results according to diverse variations were obtained, showing the important roles in the buckling behavior of curved beams, and can be used in comparisons with other numerical solutions or with experimental test data.