• Journal of Advanced Marine Engineering and Technology
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• v.39 no.1
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• pp.28-31
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• 2015

Electromotive forces (EMF) are generated by electrical equipment and engine shafting with a number of reasons. The shaft and bearing which is insulated by lubricating oil acts as a condenser, being able to store this EMFs. The electromotive force on the hull and shaft, with very few exceptions, has anode voltage on it. Electrical spark of the anode voltage on the shaft may lead to corrosion. Hence, in order to prevent ship's shaft and propeller corrosion, shaft grounding system are installed and operated. The shaft EMF voltage measurement methods was measured using 24bit 2 channels A/D converter of NI company and Labview software. 1 channel was propeller shaft's voltage and the other was M/E engine rpm gauge. In this paper, the generated electromotive force was analyzed and modeled with result of the analysis. As a result, the main shaft's electromotive force was in direct proportion to the main engine's revolution. However, over the specific R.P.M., it was reduced gradually. In addition, higher electromotive force on the shaft was identified during engine's ahead direction than the astern direction. The generated electromotive force is only minor compared to the shaft grounding system.

• Journal of Korean Society of Steel Construction
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• v.19 no.1
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• pp.117-127
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• 2007

In this study, we evaluate the strength of steel box beam-to-column connections subjected to axial loads in steel frame piers. The T-connection strength was reduced due to the column axial force in the two-story pier structure. To examine this phenomenon, non-linear FEM analysis was carried out and the analytical procedure was verified by comparing it with experimental results. To clarify the effect of the axial force and major design parameters in connection with strength, influence of panel zone width-thickness ratio, sectional area, and axial force was investigated using FEM analysis. Also, the theoretical strength equations were suggested by stress distribution of panel zone. The strength of the T-connection was compared with one of the one-story pier structure connections. As a result, the strength evaluation equations are proposed in consideration of the panel zone width-thickness ratio and sectional area ratio for the T-connections.

• Journal of the Korean Society of Manufacturing Technology Engineers
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• v.19 no.6
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• pp.841-846
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• 2010

The present study examined the mechanical properties of the friction welding with hollow and solid shaft of SM45, of which the diameter is 25.2mm and 33mm. Friction welding was conducted at welding conditions of 2,000rpm, friction pressure of 50MPa, upset pressure of 70MPa, friction time of 0.4sec to 1.4sec by increasing 0.2sec, upset time of 2.0 sec including variable such as friction time are following. Under these conditions, a tensile test, a hardness test and a microstructure of weld interface were studied. The results were as follows : When the friction time was 1.0 seconds under the conditions, the maximum tensile strength of the friction weld happened to be 1,094MPa, which is 120% compared with the tensile strength of SM45C base metal. The upset length linearly increased as friction time increased. According to the hardness test, the hardness distribution of the weld interface was formed from 475Hv to 739Hv. HAZ(Heat Affected Zone) was formed from the weld interface to 2mm of SM45C.

• Transactions of the Korean Society of Mechanical Engineers
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• v.10 no.5
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• pp.645-652
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• 1986

For the analysis of equi-biaxial tension, the Lankford values at the various strain levels were measured experimentally at first. It was clarified that the R values depend on strain to a great extent and based on this result, the analysis of the equi-biaxial tension was carried out. Hill's new yield criterion was used to predict the stress-strain curves theoretically. The value of new parameter, m for the coincidence of the theory with the experiment was 2.1. It is desired that the optimum R-value in the case of m=2.1 is measured at strain, 15% for the reasonable correlation between theory and experiment.

• Journal of the Korean Society for Nondestructive Testing
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• v.22 no.2
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• pp.140-148
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• 2002

Anisotropic elastic constants of Zr-2.5Nb pressure tube materials were determined by a high temperature resonant ultrasound spectroscopy (RUS). The resonant frequencies were measured using alumina wave-guides and wide band ultrasonic transducers in a small furnace. The rectangular parallelepiped specimens were fabricated along with the axial, radial and circumferential direction of the pressure tube. A nine elastic stiffness tensor for orthotropic symmetry was determined in the range of room temperature ${\sim}500^{\circ}C$. As the temperature increases, the elastic constant tensor, cij gradually decreases. Higher elastic constants along the transverse direction compared to those along the axial or radial direction are similar to the case of Young's modulus or shear modulus. A crossing of shear elastic constants along axial direction and radial direction was observed near $150^{\circ}C$. This fact corresponds to the crossing of c44 and c66 of single crystal zirconium.

• Journal of Advanced Marine Engineering and Technology
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• v.37 no.2
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• pp.170-177
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• 2013

This study is focused on the shape design and flow analysis on a 200 W-class Gyromill type vertical axis wind turbine rotor blade. Single tube theory is adopted for the shape design of the turbine blade. 2-dimensional CFD analysis is conducted to examine the turbine performance with basic shape, and then 3-dimensional shape is determined from the examination of the performance. By the CFD analysis on the 3-dimensional shape of the wind turbine, performance of the turbine is examined and also, shape of the wind turbine rotor blade is determined accordingly. From the results of this study, a 200 W-class Gyromill type vertical axis wind turbine rotor blade is designed and the reliability of the design method is confirmed by CFD analysis.

• Proceedings of the Korean Institute of Electrical and Electronic Material Engineers Conference
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• 2007.06a
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• pp.49-49
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• 2007

Glass infiltration 방법을 이용하여 '$A_2O_3$/Glass/$Al_2O_3$' 구조의 무수축 LTCC 기판을 제조하였다. Glass infiltration 법에 의한 무수축 기판 제조에 있어 가장 중요한 요소로는 Glass의 점성은 낮고, alumina에 대한 Glass의 젖음성 (wettability)이 좋으며. 낮은 반응성이 요구되기 때문에 Glass의 조성 선정이 무엇보다 중요하다. 본 연구에서는 Na, Pb, Mg 계열의 각기 다른 glass들의 alumina에 대한 젖음성을 평가하여 젖음성 및 치밀성이 우수한 Pb 계열의 Glass를 이용하여 LTCC 기판으로 적용 가능한 온도인 $700{\sim}900^{\circ}C$에서 '$A_2O_3$/Glass/$Al_2O_3$'구조의 glass infiltration 특성을 고찰하였다. 소성 후 수축율은 x-y축 0.2%, Z축 40%, 밑도 $3.8g/cm^3$, 유전율 6.8, 품질계수 552로 무수축 기판으로서의 적용 가능성을 확인하였다.

• Resources Recycling
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• v.17 no.6
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• pp.34-42
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• 2008

The properties of sodium silicate solution were surveyed by using the yellow silicomolybdic method, and the formation of silica sol from sodium silicate solution and the growth of silica sol were investigated in this study. The $SiO_2$ content of 2 wt% in sodium silicate solution was proper to oxidize sodium silicate with sulfuric acid. After the removal of sodium ions in sodium silicate solution, the pH of silicate solution had to be controlled above 9 for the stabilization of silicate solution. The condensation between silicic acid species and silica nuclei surfaces has been studied at $20{\sim}80^{\circ}C$ and pH 10 in silicate solutions with silica nuclei. The reaction falls into two kinetics regimes, limited at high silicic acid species concentration by polymerization, but at lower concentration by a process whereby deposited silicic acid species condenses further to silica. The overall condensation is first-order in silicic acid species concentration, proceeded toward to pseudo equilibrium concentration, $C_x$, rather than the solubility of amorphous silica. The heat of solution of amorphous silica was 3.34 kcal/mol and exhibits an Arrhenius temperature dependence with an apparent activation energy of 3.16 kcal/mol in the range of $20{\sim}80^{\circ}C$.

• The Journal of The Korea Institute of Intelligent Transport Systems
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• v.15 no.5
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• pp.95-107
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• 2016

The axle weight of a vehicle in motion can be measured with a low-speed or high-speed weigh-in-motion (WIM). However, the axial load dynamically change depending on the vehicle's characteristics-such as the chassis or axle structure-or the characteristics of the driving environment such as road flatness. The changes in dynamic load lead to differences between the vehicle's weight measured at rest and the vehicle's weight measured in motion. For this Study, an experiment was conducted with an instrumented vehicle to analyze the range of errors caused by uncontrollable environmental factors by identifying the characteristics of the dynamic load changes of a vehicle in motion, and determine the appropriate scale for the accuracy evaluation of a high-speed WIM, as a preparatory research for the introduction of unmanned overweight enforcement systems in the future. The key findings from the experiment are summarized as follows. First, The gross weight of the tested vehicle changed by approximately 1% at low velocities and approximately by 4% at high velocities, and the vehicle's axle weight changed by approximately 1-3%, at low velocities and by 2-9% at high velocities. A single axle showed larger weight changes than individual axles in a group. Secondly, The vehicle's gross weight and the axle weight on the impact section were up to eight times and three-to-twelve times higher, respectively, than its gross weight and the axle weight on the flat section. The vibration frequency of the vehicle's dynamic load was measured at between 2.4 and 5.8Hz, and found to return to the normal amplitude after moving approximately 30 meters.

• The Journal of The Korea Institute of Intelligent Transport Systems
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• v.14 no.4
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• pp.40-51
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• 2015

This study analysis traffic phase order alternatives to maximize throughput. According to theoretical analysis alternative2(EW: left turn after through, NS: through after left turn) and alternative5(EW: through after left turn, NS: left turn after through) can minimize the maximum delay. Both alternatives split the phase that have the same destination link under the whole cycle length. This shows that phase order alternative can effect to the fully saturated intersection. In side of simulation analysis by microscopic traffic simulator PTV VISSIM F 7.0, each phase order alternatives can't effect throughput under the non saturated condition. However under the saturated condition, the average controlled delay of the intersection has been changed by phase order alternatives. The simulation analysis shows that alternative2 and alternative5 increase throughput 3.8% to 5.1% under the saturated condition.