• 한국해양공학회지
• /
• 제2권2호
• /
• pp.87-95
• /
• 1988

This paper is studied to know corrowive wear characteristics of austempered ductile cast ironin corrosive environments against mating SM45C hardened two test pieces in distilled water and NaCl aqueous solution. The corrosive wear mechanism was investigated by scanning electron microscopy and retained austenite volume fraction was investigated by X-ray diffractometer. The experimental result show that the corrosive wear characteristics depend largely on the $\textrm{Fe(OH)}_{3}$which is influenced by the critical sliding distance $L_{cr}$ and $L_{cr}$ shorted with increasing NaCl concentration. It was found that the carbides in matrix have a significant effect on their corrosive wear resisance and the fine acicular bainite showed corrosive wear resistance stronger than that of the coarse acicular and platelet bainite. From above results the model of corrosive wear mechanism in corrosive environments is proposed.

• Corrosion Science and Technology
• /
• 제22권3호
• /
• pp.175-186
• /
• 2023

Effects of high-temperature environment and low-temperature environment on corrosion behaviours of 18Cr stainless steels (type 304L, type 441) in simulated selective catalytic reduction (SCR) environments were studied using weight loss test in each environment and rust analysis. With time to exposure to the high-temperature environment, type 441 was more resistant to corrosion than type 304L due to both higher diffusivity of Cr and lower thermal expansion coefficient in α-iron. The former provides a stable protective Cr₂O₃ layer. The latter leaded to low residual stress between scale and steel, reducing the spallation of the scale. With time to exposure to the low-temperature environment, on the other hand, type 304L was more resistant to corrosion than type 441. The lower resistance of type 441 was caused by Cr-depleted zone with less than 11% formed during the pre-exposure to a high-temperature environment, unlike type 304L. It was confirmed by results from the crevice corrosion test of sensitised 11Cr steel. Hence, to achieve higher corrosion resistance in simulated SCR environments, ferritic stainless steels having lower thermal expansion coefficient and higher diffusivity of Cr but containing more than 18% Cr are recommended.

• 조명전기설비학회논문지
• /
• 제20권4호
• /
• pp.117-122
• /
• 2006

입력이 최소가 되는 자속의 값을 찾는 유도전동기 고정자자속기준제어의 최대효율제어방법을 제안한다. 제안한 방법에서, 정해진 자속의 값만큼씩 기준자속의 값을 변화시키면서 직류링크에서 측정된 입력의 값이 최소가 되는 기준자속의 값을 찾는다. 또한 철손저항을 고려한 유도전동기의 모델을 이용하여 철손저항을 고려한 토크, 슬립각 속도, 비간섭 보상전류식을 사용한다. 시뮬레이션 및 실험결과를 통해서 제안한 방법의 효과를 입증한다.

• Nuclear Engineering and Technology
• /
• 제48권1호
• /
• pp.16-25
• /
• 2016

In severe loss of coolant accidents (LOCA), similar to those experienced at Fukushima Daiichi and Three Mile Island Unit 1, the zirconiumalloy fuel claddingmaterials are rapidlyheateddue to nuclear decay heating and rapid exothermic oxidation of zirconium with steam. This heating causes the cladding to rapidly react with steam, lose strength, burst or collapse, and generate large quantities of hydrogen gas. Although maintaining core cooling remains the highest priority in accident management, an accident tolerant fuel (ATF) design may extend coping and recovery time for operators to restore emergency power, and cooling, and achieve safe shutdown. An ATF is required to possess high resistance to steam oxidation to reduce hydrogen generation and sufficient mechanical strength to maintain fuel rod integrity and core coolability. The initiative undertaken by Electric Power Research Institute (EPRI) is to demonstrate the feasibility of developing an ATF cladding with capability to maintain its integrity in $1,200-1,500^{\circ}C$ steam for at least 24 hours. This ATF cladding utilizes thin-walled Mo-alloys coated with oxidation-resistant surface layers. The basic design consists of a thin-walled Mo alloy structural tube with a metallurgically bonded, oxidation-resistant outer layer. Two options are being investigated: a commercially available iron, chromium, and aluminum alloy with excellent high temperature oxidation resistance, and a Zr alloy with demonstratedcorrosionresistance.Asthese composite claddings will incorporate either no Zr, or thin Zr outer layers, hydrogen generation under severe LOCA conditions will be greatly reduced. Key technical challenges and uncertainties specific to Moalloy fuel cladding include: economic core design, industrial scale fabricability, radiation embrittlement, and corrosion and oxidation resistance during normal operation, transients, and severe accidents. Progress in each aspect has been made and key results are discussed in this document. In addition to assisting plants in meeting Light Water Reactor (LWR) challenges, accident-tolerant Mo-based cladding technologies are expected to be applicable for use in high-temperature helium and molten salt reactor designs, as well as nonnuclear high temperature applications.

• 한국주조공학회지
• /
• 제20권2호
• /
• pp.104-109
• /
• 2000

Three different white cast irons alloyed with Cr, V, Mo and W were prepared in order to study their abrasion wear behavior in as-cast and heat-treated conditions. The specimens were produced using a 15㎏-capacity high frequency induction furnace. Melts were super-heated to $1600^{\circ}C$, and poured at $1550^{\circ}C$ into Y-block pepset molds. Three combinations of the alloying elements were selected so as to obtain the different types of carbides : 3%C-10%Cr-5%Mo-5%W(alloy No. 1: $M_7C_3$ and $M_6C$), 3%C -10%V-5%Mo-5%W(alloy No. 2: MC and $M_2C$) and 3%C-17%Cr-3%V(alloy No. 3: $M_7C_3$ only). A scratching type abrasion test was carried out in the states of as-cast(AS), homogenizing(AH), air-hardening(AHF) and tempering(AHFT). First of all, the as-cast specimens were homogenized at $950^{\circ}C$ for 5h under the vacuum atmosphere. Then, they were austenitized at $1050^{\circ}C$ for 2h and followed by air-hardening in air. The air-hardened specimens were tempered at $300^{\circ}C$ for 3h. 1 ㎏ load was applied in order to contact the specimen with abrading wheel which was wound by 120 mesh SiC paper. The wear loss of the test piece(dimension: $50{\times}50{\times}5$ mm) was measured after one cycle of wear test and this procedure was repeated up to 8 cycles. In all the specimens, the abrasion wear loss was found to decrease in the order of AH, AS, AHFT and AHF states. Abrasion wear loss was lowest in the alloy No.2 and highest in the alloy No.1 except for the as-cast and homogenized condition in which the alloy No.3 showed the highest abrasion wear loss. The lowest abrasion wear loss of the alloy No.2 could be attributed to the fact that it contained primary and eutectic MC carbides, and eutectic $M_2C$ carbide with extremely high hardness. The matrix of each specimen was fully pearlitic in the as-cast state but it was transformed to martensite, tempered martensite and austenite depending upon the type of heat-treatment. From these results, it becomes clear that MC carbide is a significant phase to improve the abrasion wear resistance.

• 한국표면공학회지
• /
• 제51권4호
• /
• pp.249-255
• /
• 2018

High temperature and low temperature gaseous nitriding was performed in order to study of the surface hardening and wear properties of the nitrided AISI 410 Martensitic stainless steels. High temperature gaseous nitiridng (HTGN) was carried out using partial pressure $N_2$ gas at $1,100^{\circ}C$ for 10 hour, and Low temperature gaseous nitiridng (LTGN) was conducted in a gas mixture of NH3 and N2 at $470^{\circ}C$ for 10 hour. The nitrided samples were characterized by microhardness measurements, optical microscopy and scanning electron microscopy. The phases were identified by X-ray diffraction and nitrogen concentration was analyzed by GD-OES. The HTGN specimen had a surface hardness of about $700HV_{0.1}$, $350{\mu}m$ of case depth. A ${\sim}50{\mu}m$ thick, $1,250HV_{0.1}$ hard nitrided case formed at the surface of the AISI 410 steel by LTGN, composed nitrogen supersaturated expanded martensite and ${\varepsilon}-Fe_{24}N_{10}$ iron nitrides. Additionally, the results of the wear tests, carried out LTGN specimen was low friction coefficient and high worn mass loss of ball. The increase in wear resistance can be mainly attributed to the increase in hardness and to the lattice distortion caused by higher nitrogen concentration.

• Journal of Advanced Marine Engineering and Technology
• /
• 제40권7호
• /
• pp.635-641
• /
• 2016

엔진과 전기추진장치를 혼합한 하이브리드 추진 장치를 구동하기 위해서는 셀 단위로 이루어진 수십 개의 리튬계열의 배터리가 들어 있는 팩들로 접속이 된 전원을 사용한다. 따라서 많은 량의 배터리 셀의 상태를 언제든지, 엄격하게 관리할 필요가 있다. 일반적으로 배터리 관리(Battery management system, BMS)는 셀 전압, 전류 및 온도 등의 데이터를 운전 중에 받아서 상태를 컴퓨터로 모니터링 한다. 배터리의 상태를 확인하기 위한 또 다른 중요한 데이터는 배터리의 잔존수명(State of charge, SOH)을 알 수 있는 내부저항과 충전상태(State of charge, SOC)를 알 수 있는 무 부하 단자전압(Open circuit voltage, OCV)이 있다. 그러나 연속운전 중에는 내부 손실저항과 캐패시턴스의 병렬 등가회로로 인하여 내부저항의 측정이 어렵다. 또한 대부분의 에너지저장시스템에는 전압, 전류, 온도 등의 데이터를 이용하여 BMS가 수행되고 있지만, 운전 중에 예기치 않게 배터리 셀의 고장이 발생하는 경우에는 구동 전원장치의 출력전압이 변동하고, 하이브리드 자동차 또는 선박의 추진이 어려울 수가 있다. 본 논문에서는 리튬인산철 배터리 팩을 이용한 하이브리드 선박용 직류전원장치를 대상으로 배터리 셀의 돌발고장 순간에도 직류전원장치의 일정전압을 유지하면서 내부저항의 추정이 가능하고, 정상운전 중에는 OCV의 추정이 가능한 고 안전 BMS를 구현하고자 한다.