• Korean Journal of Metals and Materials
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• v.48 no.6
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• pp.523-532
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• 2010

Co-application of organic coating and cathodic protection has not provided enough durability to low-alloyed steels inseawater ballast tank (SBT) environments. An attempt has made to study the effect of alloy elements (Al, Cr, Cu, Mo, Ni, Si, W) on general and localized corrosion resistance of steels as basic research to develop new low-allowed steels resistive to corrosion in SBT environments. For this study, we measured the corrosion rate by the weigh loss method after periodic immersion in synthetic seawater at $60^{\circ}C$, evaluated the localized corrosion resistance by an immersion test in concentrated chloride solution with the critical pH depending on the alloy element (Fe, Cr, Al, Ni), determined the permeability of chloride ion across the rust layer by measuring the membrane potential, and finally, we analyzed the rust layer by EPMA mapping and compared the result with the E-pH diagram calculated in the study. The immersion test of up to 55 days in the synthetic seawater showed that chromium, aluminium, and nickel are beneficial but the other elements are detrimental to corrosion resistance. Among the beneficial elements, chromium and aluminium effectively decreased the corrosion rate of the steels during the initial immersion, while nickel effectively decreased the corrosion rate in a longer than 30-day immersion. The low corrosion rate of Cr- or Al-alloyed steel in the initial period was due to the formation of $Cr_2FeO_4$ or $Al_2FeO_4$, respectively -the predicted oxide in the E-pH diagram- which is known as a more protective oxide than $Fe_3O_4$. The increased corrosion rate of Cr-alloyed steels with alonger than 30-day exposure was due to low localized corrosion resistance, which is explained bythe effect of the alloying element on a critical pH. In the meantime, the low corrosion rate of Ni-alloyed steel with a longer than 30-day exposure wasdue to an Ni enriched layer containing $Fe_2NiO_4$, the predicted oxide in the E-pH diagram. Finally, the measurement of the membrane potential depending on the alloying element showed that a lower permeability of chloride ion does not always result in higher corrosion resistance in seawater.

• Proceedings of the Korea Concrete Institute Conference
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• 2008.11a
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• pp.785-788
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• 2008

This study is focused on applying heavyweight concrete to ballast used to have stability of a ship. Generally, heavyweight concrete is made from a high density aggregate like magnetite or limonite. However, these materials are hard to obtain them from relevant companies and so expensive. Therefore, this study plans to product heavyweight ballast concrete which is easy to obtain by recycled iron slag. Heavyweight ballast concrete isn't required to meet some compressive strength in use, but it is required to have high flowable and 2.7t/m3 of bulk density to fill the ballast tank densely. The designed field mix proportion of concrete based on the results of pre-experiment shows it can control the temperature crack and has superior chloride corrosion resistance after conducting chloride corrosion experiment. Also, it is prefer that before airtightness voltile corrosion inhibiter(VCI) is added in airtight space of shipyard.

• The Transactions of the Korean Institute of Power Electronics
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• v.13 no.2
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• pp.103-109
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• 2008

This paper presents a new method for designing a ballast that can provide dimming control of an electrodeless fluorescent lamp. Frequency control of lamp power is inappropriate because the lamp coefficients such as equivalent impedance, coupling coefficient of the transformer, and plasma resistance are a function of lamp power. In this paper, the dimming is achieved by controlling the DC_Link voltage in relation to the lamp power. The DC_Link voltage is controlled by a buck converter. Simulation and experimental results of the proposed design method are presented in order to validate the proposed method.

• Proceedings of the KSR Conference
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• 2003.10b
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• pp.385-390
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• 2003

Recently, use of Continuous Welded rail(CWR) is increased for structural, economical reason but new problem is caused accordingly and phenomenon that give threat in traveling by ship stability of train is led. According as rail is prolonged, excessive relative displacement and longitudinal force can happen to rail by temperature change and external force. Specially, buckling or fracture of rail can happen in railroad bridges because relative displacement by bridge and properties of matter difference between rail grows and additional axial force happens to rail by behavior of bridge. According to several study, longitudinal force of rail in bridge is influenced with ballast resistance, elongation length, boundary condition, stiffness of framework. Non-linear behavior of ballast acts by the most important factor in interaction between rail and bridge. Therefore, must consider stiffness of bridge construction with non-linear characteristic of ballast and stiffness of base for accuracy with longitudinal force calculation and analyze. In this study, perform material non-linear analysis for longitudinal force of CWR and three dimensional buckling analysis to decide buckling force.

• Proceedings of the KSR Conference
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• 2004.10a
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• pp.769-774
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• 2004

In this paper, the main factors affect on the longitudinal rail force are discussed. Considering rail-bridge interaction, analytical and experimental evaluation of track behavior has been achieved. It is concluded that the horizontal ballast strength, the expansion length of the bridge span, and the stiffness of the bridge sub-structure are the significant parameters affecting the stability of the continuous welded rail (CWR) track. And, it is suggested that the ballast resistance forces should be maintained to ensure the track stability during the service.

• Journal of the Korean Society for Railway
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• v.4 no.2
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• pp.39-46
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• 2001

In this paper, train running test and lateral resistant force test are conducted before and after sprinkling the ballast stabilizer in order to investigate the dynamic behaviors and parameters of the railroad track. The measured results are used to confirm the effect of the stabilizer and to validate the numerical results. From this paper, it is known that the stabilizer used in this study has excellent effect on increasing the vertical rigidity and the lateral resistance, and some correction factors should be considered on masses and rigidities of the track components in order to calculate the vibration magnitude reasonably due to running train.

• Proceedings of the KIEE Conference
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• 1995.07a
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• pp.413-415
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• 1995

This paper presents a new approach in the design of multiple power output electronic ballasts for compact fluorescent lamps which power output range of 11W, 15W, 20W by using equivalent resistance and RLC equivalent circuit concept and frequency control. A multiple power output electronic ballast which adopts half-bridge inverter topology is set up to compare the results of PSpice simulation with experimental ones. Starting characteristics of lamp voltage, lamp current and light output are better than the existing electronic ballasts, and therefore is verified the validity of the proposed method.

• Journal of Advanced Navigation Technology
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• v.18 no.5
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• pp.483-489
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• 2014

Proposed electronic ballast circuit for harmonic reduction includes adding lossless snubber circuit to DC-DC converter. To get inverter for changing DC-AC, a lamp has been changed to equivalence resistance in the standard lamp voltage and current data, also inverter circuit has been interpreted by being changed to R, L, C equivalence circuit. Using converted equivalent circuit, the most suitable circuit constant which can satisfy the characteristics of fluorescent lamps has been decided on and finally designed. It could not only eliminate distortion waveform from pulsation frequency in inverter direct side current but also reduce considerably pulsation rate and switching loss by making input current of inverter discontinuous. The validity for the results of this study has been verified through the experiment to measure harmonic occurrence after applying a newly-manufactured product of electronic ballast to 40 W line tube style fluorescent lamps.

• The Proceedings of the Korean Institute of Illuminating and Electrical Installation Engineers
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• v.1 no.2
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• pp.49-56
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• 1987

To save energy consumption, it is proposed to operate a discharge lamp with high frequency power. When designing a high frequency operating circuit containing a discharge lamp, the character of a lamp may be needed. And there are various methods to get and models for this. In this study, to present the volt-ampere character of a fluorescent lamp which gives a good saving effect, the nonlinear resistance model is suggested. And the validity of the model is verified by applying the model for the circuits with inductor ballast and capacifor ballast. This model, in contrast with the others, can be easily obtainable. And for comparison, the model using a modified Francis equation is examined. The method used in this study can be basically applied to the other discharge lamps. As a result, 1) Approximated 3rd order polynomial of nonlinear resistance model gives a good simulation result. 2) When operating in high frequency, the model using a modified Francis equation with constant coefficients can't be applied.

• Journal of Ocean Engineering and Technology
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• v.29 no.3
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• pp.224-230
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• 2015

Vessels are traditionally optimized for a single condition, normally the contract speed at the design draft. The actual operating conditions quite often differ significantly. At other speed and draft combinations, adjusting the trim can often be used to reduce the hull resistance. Changing the trim is easily done by shifting ballast water. There are several ways to assess the effect of the trim on the hull resistance and fuel consumption, including in-service measurements, model tests, and CFD. In this paper, CFD is employed for the assessment of the resistance performance according to the trim conditions. The commercial CFD code of the STAR-CCM+ is utilized to evaluate the ship’s resistance performance on a 6,800 TEU container ship. To validate of the effectiveness of STAR-CCM+, the experimental result of the KCS hull form is compared with the result from STAR-CCM+. It is found that the total resistance of the 6,8000 TEU container ship was reduced by 2.6% in the case of a 1-m trim by head at 18knots.