• Journal of the Korean Society of Industry Convergence
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• v.25 no.6_3
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• pp.1275-1284
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• 2022

This study provides an investigating the electrolyte reaction characteristics during thermal runaway of a lithium-ion battery(LIB). Dimethyl carbonate(DMC) is known as the main substance that makes up the electrolyte. The mono-molecular decomposition characteristics of DMC were derived through numerical analysis. Cobalt oxide can release oxygen under high temperature conditions. Also, DMC is converted to CH₄, H₂, CO, and CO₂. Especially, it was found that the decomposition of the DMC begins at a temperature range of 340-350℃, which dramatically increases the internal pressure of the LIB. In the by-products gases, the molar ratio of CO and CO₂ changed according to the molecular structure of DMC and temperature conditions. The correlation of the [CO]/[CO₂] ratio according to the temperature during thermal runaway was derived, and the characteristics of the reaction temperature could be estimated using the molar ratio as an indicator. In addition, the oxidation and decomposition characteristics of DMC according to the residence time for each temperature were estimated. When DMC is exposed to low temperature for a long time, both oxidation and decomposition may occur. There is possibility of not only increasing the internal pressure of the LIB, but also promoting thermal runaway. In this study, internal environment of LIB was identified and the reaction characteristics between the active materials of the cathode and electrolyte were investigated.

• Journal of Navigation and Port Research
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• v.47 no.2
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• pp.75-84
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• 2023

Ships need to ensure safety during their navigation, which makes route determination highly important. It must be accompanied by a route following controller that can accurately follow the route. This study proposes a method for automatically generating the ship route based on deep reinforcement learning algorithm and following it using a route following controller. To generate a ship route, under keel clearance was applied to secure the ship's safety and navigation chart information was used to apply ship navigation related regulations. For the experiment, a target ship with a draft of 8.23 m was designated. The target route in this study was to depart from Busan port and arrive at the pilot boarding place of the Ulsan port. As a route following controller, a velocity type fuzzy P ID controller that could compensate for the limitation of a linear controller was applied. As a result of using the deep Q network, a route with a total distance of 62.22 km and 81 waypoints was generated. To simplify the route, the Douglas-Peucker algorithm was introduced to reduce the total distance to 55.67 m and the number of way points to 3. After that, an experiment was conducted to follow the path generated by the target ship. Experiment results revealed that the velocity type fuzzy P ID controller had less overshoot and fast settling time. In addition, it had the advantage of reducing the energy loss of the ship because the change in rudder angle was smooth. This study can be used as a basic study of route automatic generation. It suggests a method of combining ship route generation with the route following control.

• Clinics in Shoulder and Elbow
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• v.26 no.1
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• pp.93-106
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• 2023

Reverse total shoulder arthroplasty (RTSA) emerged as a new concept of arthroplasty that does not restore normal anatomy but does restore function. It enables the function of the torn rotator cuff to be performed by the deltoid and shows encouraging clinical outcomes. Since its introduction, various modifications have been designed to improve the outcome of the RTSA. From the original cemented baseplate with peg or keel, a cementless baseplate was designed that could be fixed with central and peripheral screws. In addition, a modular-type glenoid component enabled easier revision options. For the humeral component, the initial design was an inlay type of long stem with cemented fixation. However, loss of bone stock from the cemented stem hindered revision surgery. Therefore, a cementless design was introduced with a firm metaphyseal fixation. Furthermore, to prevent complications such as scapular notching, the concept of lateralization emerged. Lateralization helped to maintain normal shoulder contour and better rotator cuff function for improved external/internal rotation power, but excessive lateralization yielded problems such as subacromial notching. Therefore, for patients with pseudoparalysis or with risk of subacromial notching, a medial eccentric tray option can be used for distalization and reduced lateralization of the center of rotation. In summary, it is important that surgeons understand the characteristics of each implant in the various options for RTSA. Furthermore, through preoperative evaluation of patients, surgeons can choose the implant option that will lead to the best outcomes after RTSA.

• Journal of the Korean Society of Marine Environment & Safety
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• v.27 no.6
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• pp.789-797
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• 2021

The worldwide sizes of container ships are rapidly increasing. The container ship size in 2005, which was about 9,200 TEU has increased to 24,000 TEU in recent times. In addition to the increase in the sizes of the container ships, the arrivals/departures of large container vessels to/from Korea have also increased. Hence, the necessity for reviewing safe passage of such vessels is emphasized. In the present study, a 24,000 TEU container vessel was used as a model ship to calculate the under-keel clearance (UKC) at Gadeok Channel through which vessels must pass to arrive at Busan New Port, in accordance with the Korean Port and Fishing Port Design Standards and Commentary. In addition, the maximum allowable speed that meets UKC standards was calculated using various squat formulas, whose results were then compared with the current speed limit standards. The analysis results show that Busan New Port requires 10% marginal water depth, and the squat that meets this requirement is 0.95 m. Gadeok Channel requires 15% marginal water depth, and the squat that meets this requirement is 1.78 m; in this case, the maximum allowable speed is calculated as 15 kts. Busan New Port has set the speed limit as 12 kts, which is higher than the calculated 11 kts. Thus, speed limit reconsideration is required in terms of safety. However, the set speed limit for Gadeok Channel is 12 kts, which is lower than the calculated 15 kts. Thus, additional considerations may be provided to increase the speed limits for smooth navigational passage of vessels. The present study, however, is constrained by the fact that it reflects only a limited number of elements in the UKC and allowable speed calculations; therefore, more accurate UKC and safe speed values can be suggested based on extended studies to this research.

• Transactions of the Korean Society of Mechanical Engineers B
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• v.34 no.2
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• pp.121-127
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• 2010

The in-furnace desulfurization technique is applied to the $O_2/CO_2$ combustion system for the carbon capture and storage (CCS) process because this combustion system does not need an additional chamber for the desulfurization. $CaCO_3$ sorbent particles, which have a wide range in size from a few nanometers to several tens of micrometers, are used for this process. In this study, an experimental system which can simulate the $O_2/CO_2$ combustion system was developed. $CaCO_3$ sorbent particles were exposed to the high temperature reactor at $1200^{\circ}C$ with various residence times (0.33-1.46 s) in air and $CO_2$ atmospheric conditions, respectively. The sorbent particles were then sampled at the inlet and outlet of the reactor and analyzed qualitatively/quantitatively using SMPS, XRD, TGA, and SEM. The results showed that the residence time and atmospheric condition in a high temperature reactor can affect the characteristics of the $CaCO_3$ sorbent particles used in the in-furnace desulfurization technique, such as the calcination rate and reaction mechanism.

• Journal of Korean Society of Environmental Engineers
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• v.33 no.6
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• pp.420-425
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• 2011

In general, the decomposition of $CaSO_4$ formed by sulfation reaction in the in-furnace desulfurization process using limestone has strong effect on the desulfurization reaction under the oxy-fuel combustion condition. In this study, the conversion rates were measured and reaction rates were calculated in order to investigate the effects of the experimental variables such as temperature and the concentrations of $CO_2$, $O_2$, $SO_2$, on the $CaSO_4$ decomposition reaction using DTF (Drop Tube Furnace) in the desulfurization reaction. The conversion rate and the reaction rate of $CaSO_4$ decomposition reaction were increased with reaction temperature. $CO_2$ concentration has little effect on $CaSO_4$ decomposition reaction in the presence of $O_2$. Under the same experimental conditions, the decomposition rate of $CaSO_4$ was enhanced with the decreasing the $O_2$ concentration, but vice versa with the increasing of $SO_2$ concentration.

• Journal of the Korean Society of Marine Environment & Safety
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• v.19 no.2
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• pp.155-163
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• 2013

The ancient sailing routes between Silla Korea and Tang China have been a hot issue among the researchers. Some assert that the Korean seafarers under Chang Po-go sailed the East China Sea directly from China to the Korean Peninsula with the assistance of mariner's compass on boarding V-shaped vessels in the 9th century. As we all know, Chinese used the mariner's compass in the 11th century and Europeans in the 12th century. In this paper, the author analyzed the maritime meteorological condition for sailing ships to navigate in the East China Sea and retraced the rafting route by Yun in 1997. As the results of analysis, the author confirmed that the maritime meteorological condition might be favorable for the seafarers to be capable of navigating in the East China Sea from China to Korea in June and July. But even the sea condition might be favorable, it must be God's will for the ancient seafarers to reach the Korean Peninsula. On Yun's rafting account, the author found out that there is a difference between the sailing route drawn by Yun himself and the actual drifted route and the raft drifted at 1.7~2.0 knots. This was quite an extraordinary speed considering the unfavorable sea condition and raft itself without keel. In conclusion, the author reaffirms that it was after the year 1068 for the seafarers to navigate in the East China Sea directly from China to Korea without any historical proofs or evidences.

• Transactions of the Korean Society of Mechanical Engineers B
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• v.35 no.3
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• pp.321-330
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• 2011

We experimentally investigated the effect of applied DC electric fields on the flame spread over polyethylene-coated electrical wire. The flame-spread rates over electrical wire with negative and positive DC electric fields from 0 to ${\pm}7$ kV were measured and analyzed. We compared the results for DC electric fields with previous results for AC electric fields. We explored whether or not various flame shapes could be obtained with DC electric fields and the main reason for the flame-spread acceleration, particularly at the end of the electrical wire, for AC electric fields. We found that DC electric fields do not significantly affect the flame-spread rates. However, the flame shape is mildly altered by the ionic wind effect even for DC electric fields. The flame-spread rate is relevant to the flame shape and the slanted direction in spite of the mild impact. A possible explanation for the flame spread is given by a thermal-balance mechanism and fuel-vapor jet.

• Transactions of the Korean Society of Mechanical Engineers B
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• v.35 no.3
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• pp.309-319
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• 2011

We experimentally investigated lifted propane jet flames diluted with nitrogen to obtain flame-stability maps based on heat-loss-induced self-excitation. We found that heat-loss-induced self-excitations are caused by conductive heat loss from premixed flame branches to trailing diffusion flames as well as soot radiation. The conductive-heat-loss-induced self-excitation at frequencies less than 0.1 Hz is explained well by a suggested mechanism, whereas the oscillation of the soot region induces a self-excitation of lift-off height of the order of 0.1 Hz. The suggested mechanism is also verified from additive experiments in a room at constant temperature and humidity. The heat-loss-induced self-excitation is explained by the Strouhal numbers as a function of the relevant parameters.

• Restorative Dentistry and Endodontics
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• v.21 no.1
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• pp.187-201
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• 1996

The purpose of this study was to evaluate the sealing ability of a calcium hydroxide plug treated with a bonding agent. Ninety extracted human anterior teeth and premolars with single canal were used in this study. Crowns were removed. the canal's were instrumented. and the roots were randomly divided into three groups of 30 each. In control group. a single apical seat was prepared with #60 K file 1mm short of the apex and the root canal was obturated with Gutta-percha and Sealapex by the lateral condensation method. In experimental group 1 and group 2. to prepare an apical isthmus of 1mm in length. the first apical seat was prepared with a #45 K file 1mm short of the anatomical apex and with a #60 K file 2mm short for the second apical seat. Dry calcium hydroxide powders were packed in the apical isthmus with a hand plugger and #60 K file and then. the root canal was obturated with Gutta-percha and Seal apex by the lateral condensation method. In experimental group 2. following an application of the bonding agent to the plug. the root canal was obturated in the same way. The teeth of each group were immersed in a 2% methylene blue dye solution. for 1, 2, and 4 weeks. The distance from the tip of the cone to the deepest penetration was measured using the Tool maker's microscope. The results were as follows : 1. The teeth having the calcium hydroxide plug treated with the dentin bonding agent (experimental group 2) showed the lowest leakage with 1.4705mm and the control group without apical plug(no apical isthmus) showed the highest leakage with 3.1735mm. 2. The control group without apical plug showed higher leakage than experimental group 1 having the calcium hydroxide plug treated without the dentin bonding agent(p>0.05). 3. The control group without apical plug and experimental group 1, having the calcium hydroxide plug treated without the dentin bonding agent. showed higher leakage than experimental group 2. having the calcium hydroxide plug treated with the dentin bonding agent(p<0.001). 4. The immersion time had no significant effect on the degree of leakage. In conclusion, the results showed that the calcium hydroxide plug treated with the dentin bonding agent could decrease the microleakage from the root apex effectively.