• Journal of the Society of Naval Architects of Korea
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• v.51 no.2
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• pp.107-113
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• 2014

The icebreaking research vessel, ARAON had her second ice trial in the Arctic Sea from 16th July to 12th August 2010. During the voyage, the local ice loads acting on the bow of port side were measured from 14 strain gauges. The measurements were also carried out in ice waters with various ice concentration ratio as well as the icebreaking performance tests. In this study, the ice loads measured during the 'general' operation in ice waters were analyzed. As a first step, the relationship between the location of strain gauges and the ice loads were investigated, and then the possibility for observation of higher ice loads was estimated based on the probability density function. The relationship between the ship speed and the ice load was also investigated. 718 peak stresses data higher than 20 MPa obtained from strain gauges array attached in longitudinally and vertically was analyzed. In general, the ice load increases as the ship speed increases in the low ship speed range, and ice load decreases as the ship speed is greater than a certain speed.

• International Journal of Naval Architecture and Ocean Engineering
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• v.6 no.4
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• pp.1130-1147
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• 2014

Large size ships have a very flexible construction resulting in low resonance frequencies of the structural eigen-modes. This feature increases the dynamic response of the structure on short period waves (springing) and on impulsive wave loads (whipping). This dynamic response in its turn increases both the fatigue damage and the ultimate load on the structure; these aspects illustrate the importance of including the dynamic response into the design loads for these ship types. Experiments have been carried out using a segmented scaled model of a container ship in a Seakeeping Basin. This paper describes the development of the model for these experiments; the choice was made to divide the hull into six rigid segments connected with a flexible beam. In order to model the typical feature of the open structure of the containership that the shear center is well below the keel line of the vessel, the beam was built into the model as low as possible. The model was instrumented with accelerometers and rotation rate gyroscopes on each segment, relative wave height meters and pressure gauges in the bow area. The beam was instrumented with strain gauges to measure the internal loads at the position of each of the cuts. Experiments have been carried out in regular waves at different amplitudes for the same wave period and in long crested irregular waves for a matrix of wave heights and periods. The results of the experiments are compared to results of calculations with a linear model based on potential flow theory that includes the effects of the flexural modes. Some of the tests were repeated with additional links between the segments to increase the model rigidity by several orders of magnitude, in order to compare the loads between a rigid and a flexible model.

• Proceedings of the Korean Institute of Information and Commucation Sciences Conference
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• 2015.10a
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• pp.1109-1112
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• 2015

A milatary ship without degaussing coil has a vertical magnetization to compensate magnetization induced by the vertical magnetic field component of earth magnetic field during demagnetization process. Flash D is very useful to acquire vertical magnetization. However this is hard to predict vertical magnetization. This experiment was investicated on another method, which used the only vertical bias magentic field. The specimens were prepared by thin Zn coated steel sheet with a thickness of 0.15mm. The shapes of 3 specimes was rectangular, triangular and circular cylinders. These shapes were corresponded to the shapes of bow, mid and stern of a vessel. Through FEM analysis, the difference of magnetic signatures for these specimens was recognized and the residual magnetization curve was measured. magnetic field was generated by a solenoid coil and magnetic signature was measured by a magnetic field sensor. A linearity between a vertical bias magnetic field and a vertical manetzation existed and the vertical magnetization of a miltary vessel was predicted by the linearity.

• Journal of the Korean Institute of Electrical and Electronic Material Engineers
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• v.28 no.12
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• pp.776-780
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• 2015

In this paper, we have studied the effect of mechanical polishing to Ga-polar face for reducing the wafer bowing and strain in free-standing GaN. After the mechanical polishing to Ga-polar face, the bowing of the free-standing GaN substrate significantly decreased with increasing the size of diamond slurry, and eventually changed the bowing direction from concave to convex. Furthermore, the full width at half maximum (FWHM) of high-resolution X-ray diffraction (HR-XRD) were decreased, especially the FWHM of (1 0 2) reflection for $1.0{\mu}m$ size of diamond slurry was significantly decreased from 630 to 203 arcsec. In the case, we confirmed that the compressive strain in Ga-polar face was fully released by Raman measurement.

• KSCE Journal of Civil and Environmental Engineering Research
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• v.31 no.6A
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• pp.425-433
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• 2011

In this study, in order to investigate the wave-induced buoyancy effects, experimental studies were conducted on pontoon-type floating structures. A series of small-scale tests with various wave cases were performed on the pontoon models. A total of four small-scale pontoon models with different lateral shapes and bottom details were fabricated and tested under the five different wave cases. Six hydraulic pressure gauges were attached to the bottom surfaces of the pontoon models and the wave-induced hydraulic pressure was measured during the tests. Finally, hydraulic pressures subjected to the bottoms of the pontoon models were compared with each other. As the results of this study, it was found that whereas the waffled bottom shape hardly influenced the wave-induced hydraulic pressure, the hybrid lateral shape significantly influenced the wave-induced hydraulic pressure subjected on the bottoms of floating structures. The air gap effects of the hybrid shape contribute to decreasing the wave-induced hydraulic pressure due to absorption of wave impact energy. Compared with box type, the hydraulic pressures of the hybrid type were about 83% at the bow, 74% at the middle, and 53% at the stern.

• Maxillofacial Plastic and Reconstructive Surgery
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• v.21 no.4
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• pp.401-406
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• 1999

Secondary deformities of the lip and nose in individuals with repaired unilateral and bilateral clefts may vary in severity, depending on the state of the original defect, the care taken in the initial surgical procedure, the pattern of the patient's facial growth, and the effectiveness of interceptive orthodontic technique. Because each patient has a unique combination of deformities, their surgical reconstruction usually requires the modification and combination of several surgical techniques. Residual lip deformities after primary repair may be esthetic or functional and include scars, skin shortage or excess(vertical and transverse), orbicularis oris muscle malposition or diastasis. The key to accurate repair of secondary cleft lip deformities is a precise diagnosis. This requires observation of the patient in animation and repose. The quality of the scar is not the only factor determining the overall appearance of the lip. Observing the patient in the animated position is critical to assess muscular function. Factors that require precise analysis include lip length, the appearance of the Cupid's bow and philtrum, and nasal symmetry. Only after this detailed analysis can a decision be made as to wether a major or minor deformity exists. We report successful cases using various techniques for the secondary lip deformities.

• Journal of Ocean Engineering and Technology
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• v.29 no.2
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• pp.143-153
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• 2015

This paper presents the results of an experimental study on the motion of an FPSO (Floating production storage and off-loading) and the characteristics of the mooring systejavascript:confirm_mark('abe', '1');m according to the turret position. Model tests of a turret-moored FPSO were carried out in the Ocean Engineering basin of KRISO. The FPSO was moored using an internal turret and catenary mooring. The models (1/60 scale) that were prepared included the FPSO, turret, and mooring lines. The experiments were conducted in irregular waves and combined environments, with waves, currents, and winds. A time-domain simulation was performed using OrcaFlex. The motion response and mooring line tension from the present calculations were compared with the results of experiments, and the agreement was fairly good. In addition, the results showed that the weathervaning stability was improved when the position of the turret was moved in the bow direction.

• Journal of the Society of Naval Architects of Korea
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• v.28 no.2
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• pp.28-39
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• 1991

A study on the optimization problems to find forebode shapes with minimum wavemaking and frictional resistance was performed. The afterbody was fixed as a given hull and only forebode offsets were treated as design variables. Design variables were divided into the offsets of given hull and small variation from them. For the wavemaking resistance calculation, Neumann-Kelvin theory was applied to the given hull and thin ship theory was applied to the small variation. ITTC 1957 model-ship correlation line was used for the calculation of frictional resistance. Hull surface was represented mathmatically using shape function. As object function, such as wavemaking and frictional rersistance, was quadratic form of offsets and constraints linear, quadratic programing problem could be constructed. The complementary pivot method was used to find the soulution of the quadratic programing problem. Calculations were perfomed for the Series 60 $C_{B}$=0.6. at Fn=0.289. A realistic hull form could be obtained by using proper constraints. From the results of calculation for the Series 60 $C_{B}$=0.6, it was concluded that present method gave optimal shape of bulbous bow showing a slight improvement in the wave resistance performance at design speed Fn=0.289 compared with the results from the ship theory only.

• Journal of the Society of Naval Architects of Korea
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• v.44 no.5
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• pp.542-550
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• 2007

A geometry modification is one of main keys in achieving a successful optimization. The optimized hull form generated from the geometry modification should be a realistic, faired form from the ship manufacturing point of view. This paper presents a practical hull optimization procedure using a parametric modification function. In the parametric modification function method, the initial ship geometry was easily deformed according to the variations of design parameters. For example, bulbous bow can be modified with several parameters such as bulb area, bulb length, bulb height etc. Design parameters are considered as design variables to modify hull form, which can reduce the number of design variables in optimization process and hence reduce its time cost. To verify the use of the parametric modification function, optimization for KCS was performed at its design speed (FN=0.26) and the wave making resistance is calculated using a well proven potential code with fully nonlinear free surface conditions. The design variables used are key design parameters such as Cp curve, section shape and bulb shape. This study shows that the hull form optimized by the parametric modification function brings 7.6% reduction in wave making resistance. In addition, for verification and comparison purpose, a direct geometry variation method using a bell-shape modification function is used. It is shown that the optimal hull form generated by the bell-shaped modification function is very similar to that produced by the parametric modification function. However, the total running time of the parametric optimization is six times shorter than that of the bell shape modification method, showing the effectiveness and practicalness from a designer point of view in ship yards.

• The Bulletin of The Korean Astronomical Society
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• v.37 no.2
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• pp.101.2-101.2
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• 2012

Shocks are ubiquitous in astrophysical plasmas: bow shocks are formed by the interaction of solar wind with planetary magnetic fields, and supernova explosions and jets produce shocks in interstellar and intergalactic spaces. The global morphologies of these shocks are usually described by a set of magnetohydrodynamic (MHD) equations which tacitly assumes local thermal equilibrium, and the resulting Rankine-Hugoniot shock jump conditions are applied to obtain the relationship between the upstream and downstream physical quantities. While thermal equilibrium can be achieved easily in collisional fluids, it is generally believed that collisions are infrequent in astrophysical settings. In fact, shock widths are much smaller than collisional mean free paths and a variety of kinetic phenomena are seen at the shock fronts according to in situ observations of planetary shocks. Hence, both the MHD and kinetic equations have been adopted in theoretical and numerical studies to describe different aspects of the physical phenomena associated with astrophysical shocks. In this paper, we present the results of 3D relativistic particle-in-cell (PIC) simulations for ion-electron plasmas, with focus on the shock structures: when a jet propagates into an unmagnetized ambient plasma, a shock forms in the nonlinear stage of the Weibel instability. As the shock shows the structures that resemble those predicted in MHD systems, we compare the results with those predicted in the MHD shocks. We also discuss the thermalization processes of the upstream flows based on the time evolutions of the phase space and the velocity distribution, as well as the wave spectra analyses.