• Proceedings of the Korean Institute of Navigation and Port Research Conference
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• 1997.10a
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• pp.185-202
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• 1997

Hull forms of ancient ships in Korea and China have been changed according to their voyages and routes. Therefore it is necessary for shipbuilding engineers to reestablish the ancient shipbuilding history, and to presume, restore and revive the lost cultural inheritances. We, however, do not have many historical documents or credible materials that can our ancestors' great shipbuilding techniques : at the same time we do not have paid much attention to the research on such documents and materials. This paper aims not only to study and compare shifting process of ancient ship's hull forms in Korea and China by making use of verifiable materials obtained in the process of excavating and restoring Shinan ancient ship. The results of comparing structural characteristics and hull forms of ancient ships in Korea and China and as follwing : (1) Korean ancient ships have transverse beam instead of frame . Judged from the bottomform, Korean ancient ships are grooved clinker type ships of flat bottom type, in which bottom planking is fixed by wooden bar. (2) Chinese ancient ships have transverse bulkhead structure instead of frame, Judged from the bottom form , Chinese ancient ships are rabetted clinker type ships of V-bottom type with a bar keel. The form , the position, and the size of a sail are closely related with the wind force. It is not only quite difficult to presume forms and sizes of ancient ships' sails precisely, but also impossible to come to an accurate conclusion wihtout much experience. Current 10-year-statistics of the wind force are used to obtain presumed routes of ancient ships in Korea and China. Conclusions obtained from the hull form , sail form and size , and mast height of Shinan ancient ship will provide credible data for sea trade routes and transformation capability, and wil be used for effective materials on the study of the shifting process of ancient ships in Korea and China.

• Journal of the Society of Naval Architects of Korea
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• v.47 no.4
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• pp.477-486
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• 2010

During sailing by wind-driven thrust on the sail, a catamaran sailing yacht generates leeway and heeling. For predicting sail force, a model test was carried out according to running attitude. Through the model test, drag and side force of the real ship was predicted. A purpose of this study is to find sail force to C.E from changed attitude during running direction. By balance of hull and sail, a heeling force of designed sail is predicted. Also through heeling force and driving force, total sail force and direction from C.E are considered with changed mast including leeway and heeling.

• The Journal of Korean Institute of Communications and Information Sciences
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• v.39C no.2
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• pp.184-190
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• 2014

Until now ship communication micro serial network communication method is designed for the communication between the controller and the RS-422 communication on the international standard ISO 1993, but gradually progresses NMEA 2000 standardized fast Ethernet-based communications environments expected to be replaced. In addition, the ship's main instrumentation equipment versatility with ease gradually to control devices by monitoring and controlling are. Wind anemometer, ship mast end, where the highest wind farms typically install a separate console boxes, data loggers, indicators was required in order to manage them, to maintain them, to go through the procedures and cumbersome data update firmware were Therefore, in this paper, using the PC network, ultrasonic wind speed data processing system for implementing functional was expressed as a function of the technology elements, NMEA 2000 standard certified in separate operating console without the features of the data loggers, indicators, implementation by ultrasonic wind data processing system was implemented to minimize the maintenance cost of the operating system.

• Journal of the Korea Institute of Military Science and Technology
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• v.12 no.4
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• pp.508-515
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• 2009

In the naval environment, a naval radar has many obstructions of velocity, such as rotation and velocity of ship. In the common situation, the rotations such as roll, pitch and yaw don't influence the velocity of the target. But because the naval radar is located on the top of the mast, there is some influence to the target velocity. When we trace the target, radar controller doesn't use hits whose doppler banks are zero. So, we must compensate the target velocity for the velocity error. This paper suggests a method of velocity compensation of target by the velocity vector and how to apply to the stack beam radar if we don't know the height of the target.

• Journal of Ocean Engineering and Technology
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• v.21 no.6
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• pp.115-119
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• 2007

Inference rules of the knowledge base, generated by experts or optimization, may be often inconsistent and incomplete. This paper suggests a systematic and automatic method which extracts inference rules not from experts' subject but from data. First, input/output linguistic variables are partitioned into several properties by the fuzzy equalization algorithm and each combination of their properties comes to premise of inference rule. Then, the conclusion which is the mast suitable for the premise is selected by evaluating consistent measure. This method, automatically from data, derives inference rules from experience. It is shown through application that extracts new inference rules between hull dimensions and hull performance.

• Journal of the Korean Society of Marine Environment & Safety
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• v.19 no.2
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• pp.225-231
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• 2013

Liquefied gas carriers generally transport cargoes of flammable or toxic nature. Since these cargoes may cause an explosion, fire or human casualty, the accommodation spaces, service spaces and control stations of liquefied gas carriers should be so located as to avoid ingress of gas. For this reason, the paragraph 8.2.9 of IGC Code in IMO requires that the height of vent exits should be not less than B/3 or 6 m whichever is greater, above the weather deck and 6 m above the working area and the fore and aft gangway to prevent any concentration of cargo vapor or gas at such spaces. Besides as known, the LNG market has been growing continually, which has led to LNG carriers becoming larger in size. Under this trend, the height of a vent will have to be raised considerably since the height of a vent pipe is generally decided by a breadth of a corresponding vessel. Accordingly, we have initiated an examination to find an alternative method which can be used to determine the safe height of vent masts, instead of the current rule requirement. This paper describes the dispersion characteristics of boil-off gas spouted from a vent mast under cargo tank cool-down conditions in the membrane type LNG carriers.

• Journal of the Korea Academia-Industrial cooperation Society
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• v.20 no.9
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• pp.465-473
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• 2019

This paper is meaningful as the first case where a 4 - sided hull-fixed phased array radar was installed on a mast separated from Korea and the alignment was verified. The mechanical alignment method was studied for accurately mounting two separate masts for naval ships and the 3D scanner for alignment. Hull-fixed phased array radar uses very high frequency, so the short wavelength can cause a phase difference of the device due to the small positional error. Since the array antenna is fixed with the hull, it has higher accuracy control than the rotary radar for 4 array surfaces. The study describes a method of checking the flatness of two radar masts manufactured at a factory, a method of aligning masts in a shipyard, and a method of aligning four array pad mounting surfaces. As a tool for this, a 3D laser scanner and a software-based method for comparing survey results with 3D CAD are used. This paper is meaningful as the first example of installing a four-sided hull-fixed phased array radar on a separate mast from a Korean naval ship and deriving a mechanical alignment method.

• Special Issue of the Society of Naval Architects of Korea
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• 2017.10a
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• pp.14-18
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• 2017

The Lashing bridge and radar mast of ship are upright structures so they are generally exposed to excessive vibration. Recently, the use of low speed main engines for improving fuel efficiency has been increasing, and the excitation frequencies of the main engine are moving to the low frequency band. If the excitation frequencies are coincident with the natural frequencies of the local structure, excessive vibration occurs during main engine operating condition. The modal test is to experimentally determine resonance frequency, mode shape, and damping, which are vibration characteristics of a mechanical structure under dynamic external force. Through this study, the vibration characteristics of the structure are obtained by modal tests and the low vibration measure is applied to the local structures.

• Korean Journal of Heritage: History & Science
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• v.55 no.4
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• pp.242-275
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• 2022

This study tries to reveal the structure of the "Kisun"(senior envoy ship) taken by senior envoys for the 10^th to 12^th visits to Japan from the perspective of professional shipbuilding engineering focusing on the theory of the ship in the travel logs of royal envoys to Japan (Sahaengrok) written by Joseon Tongsinsa that includes 12 visits to Japan for about 200 years from 1607 to 1811. The results of the study showed that the size of Kisun for the 10^th to 12^th envoy visits was 19 Pa (把) and a half in length and 6 Pa (把) and 2 Cheok (尺) in width. The height of the Sampan was found to be 2 Pa (把) and 1 Cheok (尺) based on records in Gyemisusarok and Jeungjeonggyorinji. The structure of Kisun was different for each visit but, it was found that Kisun was mainly composed of a main deck, bow (bow plate, stem plate), stern (stern plate), Sampan, Meonge (support), Garyong (support), Sinbang, Gungji, deck, two masts and sail, Gurejjak (mast support), Panok, stern Panok, Taru, dodger, anchor reel, stairs, rail, rudder, oar, and anchor. In addition, wood and iron nails were used together for connection. It was also found that the sail was made of herbage and cotton. This study found that Kisun, which was operated for the 10^th and 12^th envoy visits, was big in terms of length and height among the Joseon Tongsinsa fleet to show the authority and dignity of Joseon and that it had passages outside on the sides of the vessel and paddles were located between the sides and Panok structure and rails were installed on four sides on the Panok, improving stability and linear beauty. The walls of Panok were decorated with the royal Dancheong pattern and fancy murals. In addition, it was found that they wished for a safe voyage by drawing a demon face on the bow. Therefore, it was revealed that Kisun, which was taken by envoys as recorded in travel logs, was made by the state and equipped with structures and functions that enabled international voyages.