• International Journal of Highway Engineering
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• v.12 no.1
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• pp.47-54
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• 2010

This study had a focus on investigating technical validity of Two-Lift Concrete Pavements which had never been constructed in Korea in order to olve the problem of existing concrete pavements. This study found out the application of Steel Fiber Reinforced Concrete (SFRC) which was one of ew techniques. Also, optimal steel fiber contents and pavement thickness were determined. This study also measured compressive strengths, lexural strengths, toughness indexes, tensile strengths and fatigue strengths to estimate the performance of SFRC of according to results of aboratory experiments, slumps and air contents of concrete specimens the standards satisfied and compressive strengths to open traffic. At bending ests, Toughness Index of SFRC increased but flexural strength didn’'t increase as compared with non-steel fiber concretes. And, energy absorption of SFRC was very good and SFRC showed improvement in freezing and thawing resistances. To complete this research, we will evaluate the pplication methods and performance of SFRC at field section.

• Journal of Powder Materials
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• v.22 no.4
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• pp.271-277
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• 2015

As wrought stainless steel, sintered stainless steel (STS) has excellent high-temperature anti-corrosion even at high temperature of $800^{\circ}C$ and exhibit corrosion resistance in air. The oxidation behavior and oxidation mechanism of the sintered 316L stainless was reported at the high temperature in our previous study. In this study, the effects of additives on high-temperature corrosion resistances were investigated above $800^{\circ}C$ at the various oxides ($SiO_2$, $Al_2O_3$, MgO and $Y_2O_3$) added STS respectively as an oxidation inhibitor. The morphology of the oxide layers were observed by SEM and the oxides phase and composition were confirmed by XRD and EDX. As a result, the weight of STS 316L sintered body increased sharply at $1000^{\circ}C$ and the relative density of specimen decreased as metallic oxide addition increased. Compared with STS 316L sintered parts, weight change ratio corresponding to different oxidation time at $900^{\circ}C$ and $1000^{\circ}C$, decreased gradually with the addition of metallic oxide. The best corrosion resistance properties of STS could be improved in case of using $Y_2O_3$. The oxidation rate was diminished dramatically by suppression the peeling on oxide layers at $Y_2O_3$ added sintered stainless steel.

• Journal of Adhesion and Interface
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• v.3 no.3
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• pp.22-29
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• 2002

UV curable coating system described here consists of double layers, namely under layer and top laser coatings. The former consists of organic-inorganic conductive materials and the latter consists of multifunctional acrylates. Transparent double layer coatings were prepared on the transparent substrates i.e. PMMA, PC, PET etc. by the wet and wet coating procedure. Their surface resistances and film properties were measured as a function of the top layer thickness and relative humidity. As the thickness of the top layer was less than $10{\mu}m$, the surface resistance in the range of $10^8{\sim}10^{10}{\Omega}/cm^2$ was obtained. The surface properties of the two-layer coating were remarkably improved compared with the single layer coating. The effects of migration of conducting materials on the film properties of multilayer coating were investigated by using contact angle and Fourier transform infrared/attenuated total reflection(FT-IR/ATR). It was found that the migration of dopant(dodecyl benzenesulfonic acid, DBSA) molecules were occurred from film-substrate interface to film-air interface in the organic conductive coating system but not in the inorganic one.

• Journal of the Korean Society of Marine Environment & Safety
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• v.20 no.4
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• pp.405-411
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• 2014

It needed the calculation of the required tugboat's power to move the damaged vessel to the safe area for reducing the additional damages. In this paper, it was verified the theoretical calculation method on the required power of tugboat through the 93m real ship tests. From the experiments, it was considered that the theoretical calculation method was sufficient to estimate the required power of tugboat. The resistance of the locked propeller was relatively big portions compared with other static resistances such as air resistance, frictional resistance and residual resistance. And dynamic resistance induced by swing movement and yawing was continuously occurred and it also was great effects on the total resistance. In the future, the safety factor will be considered and the exact prediction of ship's resistance will enhance the efficiency of tugboat because of the minimization of safety factor.

• Journal of Ship and Ocean Technology
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• v.12 no.1
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• pp.16-27
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• 2008

The interaction between advancing ships and the waves generated by them plays important roles in wave resistances and ship motions. Wave breaking phenomena near the ship bow at different speeds are investigated both numerically and experimentally. Numerical simulations of free surface profiles near the fore bodies of ships are performed and visualized to grasp the general trend or the mechanism of wave breaking phenomena from moderate waves rather than concentrating on local chaotic irregularities as ship speeds increase. Navier-Stokes equations are differentiated based on the finite difference method. The Marker and Cell (MAC) Method and Marker-Density Method are employed, and they are compared for the description of free surface conditions associated with the governing equations. Extra effort has been directed toward the realization of extremely complex free surface conditions at wave breaking. For this purpose, the air-water interface is treated with marker density, which is used for two layer flows of fluids with different properties. Adaptation schemes and refinement of the numerical grid system are also used at local complex flows to improve the accuracy of the solutions. In addition to numerical simulations, various model tests are performed in a ship model towing tank. The results are compared with numerical calculations for verification and for realizing better, more efficient research performance. It is expected that the present research results regarding wave breaking and the geometry of the fore body of ship will facilitate better hull form design productivity at the preliminary ship design stage, especially in the case of small and fast ship design. Also, the obtained knowledge on the impact due to the interaction of breaking waves and an advancing hull surface is expected to be applicable to investigation of the ship bow slamming problem as a specific application.

• Journal of the Korean Society of Manufacturing Process Engineers
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• v.21 no.2
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• pp.1-10
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• 2022

Exhaust gases emitted from internal combustion engines contain nitrogen oxides (NOx) and sulfur oxides (SOx), which are major air pollutants causing acid rain, respiratory diseases, and photochemical smog. As a countermeasure, scrubber systems are being studied extensively. In this study, the pressure drop characteristics were analyzed by changing the exhaust gas inflow velocity using a scrubber for a 700 kW engine as a model. In addition, the fluid flow inside the scrubber and the behavioral characteristics of the droplets were studied using CFD, and the design compatibility of the cleaning device was verified. Flow analysis was performed using inertial and viscous resistances by applying porous media to the complex shape of the scrubber. The speed of the exhaust passing through the outlet nozzle from the inlet was determined through the droplet behavior analysis by spraying, and the flow characteristics for the pressure drop were studied. In addition, it was confirmed through computational analysis whether there was a stagnation section in the exhaust gas flow in the scrubber or the sprayed droplets were in good contact with the exhaust gas.

• Journal of the Korean Society of Fisheries and Ocean Technology
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• v.25 no.2
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• pp.87-104
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• 1989

Recently, with the tendency of more lightening, high-strength and high-speed in the marine industries such as marine structures, ships and chemical plants, the use of the aluminium Alloy is rapidly enlarge and there occurs much interest in the study of corrosion fatigue crack characteristics. In this paper, the initiation of surface crack and the propagation characteristics on the base metal and weld zone of 5086-H116 Aluminium Alloy Plate which is one of the Al-Mg serious alloy(A5000serious) used most when building the special vessels, were investigated by the plane bending corrosion fatigue under the environments of marine, air and applying cathodic protection. The effects of various specific resistances on the initiation, propagation behavior of corrosion fatigue crack and corrosion fatigue life in the base metal and heat affected zone were examined and its corrosion sensitivity was quantitatively obtained. The effects of corrosion on the crack depth in relation to the uniform surface crack length were also investigated. Also, the structural, mechanical and electro-chemical characteristics of the metal at the weld zone were inspected to verify the reasons of crack propagation behavior in the corrosion fatigue fracture. In addition, the effect of cathodic protection in the fracture surface of weld zone was examined fractographically by Scanning Electron Microscope(S.E.M.). The main results obtained are as follows; (1) The initial corrosion fatigue crack sensitibity under specific resistance of 25Ω.cm% show 2.22 in the base metal and 19.6 in the HEZ, and the sensitivity decreases as specific resistance increases (2) By removing reinforcement of weldment, the initiation and propagation of corrosion crack in the HAZ are delayed, and corrosion fatigue life increases. (3) As specific resistance decreases, the sensitivity difference of corrosion fatigue life in the base metal and HAZ is more susceptible than that of intial corrosion fatigue crack. (4) Experimental constant, m(Paris' rule) in the marine environment is in the range of about 3.69 to 4.26, and as specific resistance increases, thje magnitude of experimental constant, also increases and the effect by corrosion decreases. (5) Comparing surface crack length with crack depth, the crack depth toward the thickness of specimen in air is more deeply propagated than that in corrosion environment. (6) The propagation particulars of corrosion fatigue crack for HAZ under initial stress intensity factor range of $\Delta$k sub(li) =27.2kgf.mm super(-3/2) and stress ratio of R=0 shows the retardative phenomenon of crack propagation by the plastic deformation at crack tip. (7) Number of stress cycles to corrosion fatigue crack initiation of the base metal and the welding heat affected zone are delayed by the cathodic protection under the natural sea water. The cathodic protection effect for corrosion fatigue crack initiation is eminent when the protection potential is -1100 mV(SCE). (8) When the protection potential E=-1100 mV(SCE), the corrosion fatigue crack propagation of welding heat affected zone is more rapid than that of the case without protection, because of the microfissure caused by welding heat cycle.

• Journal of Bio-Environment Control
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• v.10 no.3
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• pp.141-147
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• 2001

To compare to the optical and physical properties of covering materials for plastic greenhouse, EVA(ethylene vinyl acetate, 0.08 mm), polyorefine antifog (0.1 mm), fluoric (0.06 mm), diffused (0.15 mm), polyorefine antidrop (0.15 mm) and PET (polyethylene terephthalate, 0.5 mm) films were used. The small greenhouse (5.4$\times$18.5$\times$2.9 m, W$\times$L$\times$H) investigated during 3 years form 1997 to 1999. After covering materials were used for greenhouse covering during 30 months, UV (300-400 nm) transmittances of diffused film and PET were appeared from 25 to 26%, while those of fluoric film and the other films were 76% and from 63 to 67%. For PAR (photosynthetically active radiation, 400-700 nm), the transmittances of fluoric, antidrop, PET, antifog, EVA, and diffused film were 86.5%, 80.5%, 76.3%, 75.5%, 74.1% and 61.9% respectively. The losses of PAR transmittance of EVA and the antidrop film during period between 7 days and 30 months were higher value 12% and lower value 6% than any other film. Under the canopy of tomato plants, light intensities of the diffused film and the antifog film were 2.5 times and 1.4 times higher than those of PET. Tensile resistances of fluoric film at the break point were the higher than those of antifog film and diffused film. While impact resistance of the antidrop film was the highest value, but the fluoric film was the lowest. Air temperature inside the greenhouse for the day showed to be changed the similar light transmittance of the films. But the increasing order of air temperature for the night was PET, fluoric, antidrop, diffused, antifog and EVA film. Especially, air temperature in the PET was 4$^{\circ}C$ higher than that in the EVA. Solar radiations of the fluoric film, the antidrop film, PET and antifog film in the greenhouse were 32%, 15%, 11% and 4% higher than those of PET. However, those of the diffused film was 7% less than PET.

• Journal of Korean Society of Transportation
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• v.22 no.5
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• pp.75-87
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• 2004

Along the seashore regions in Korea, though strong winds with very large strength are frequently witnessed, no system which can provide appropriate speed information for driving vehicle has been introduced. The driving against strong winds could be very dangerous because of the high possibility of accidents such as rollover and collision. These accidents usually resulted from driver's forced driving try even in difficult situation for steering vehicle, and sometimes overspeed without consideration of wind impact to the vehicles. To reduce accident caused by strong winds, it is important to inform drivers of appropriate driving speeds by perceiving strong winds. By setting up WIS at the main points where strong winds frequently appear and using the variable message sign(VMS) connected to the on-line whether information system, it tis possible to provide desired speed information, which can maintain vehicles' tractive force and maximum running resistance. The case study is conducted on the case of Mokpo-Big-Bridge, which is under construction at Mokpo city. The result show that in case the annual average direction of wind is South and the wind speed is over 8m/hr, the desired speed, which is required in order for vehicles running to South direction to maintain the marginal driving power, is 60km/hr. In addition, for the case of a typhoon such as Memi generated in 2003 year, if wind speed had been 18m/sec in Mokpo city at that time, the running resistance at the speed of 40km/hr is calculated as 1131N. This resistance can not be overcome at the 4th gear(1054N) level, therefore, the gear of vehicles should be reduced down to the 3rd level. In this case, the appropriate speed is 40km/h, and at this point the biggest difference between running resistance and tractive force is generated.

• Korean Journal of Agricultural Science
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• v.38 no.3
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• pp.505-512
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• 2011

Structural characteristics for standard models of single-span plastic greenhouse in Korea and high tunnels in North America were analyzed, and comparative analysis for greenhouse environments measuring in Korean farmhouse and Rutgers high tunnel was carried out to find structural and environmental improvements of single-span plastic greenhouses that occupy most of Korean greenhouse. Widths of high tunnels are similar to single-span plastic greenhouses but their heights are high comparatively and their side heights are fairly higher than single-span plastic greenhouses specially. Rafters, which are main frames, section sizes of high tunnels are bigger and their intervals are wider than single-span plastic greenhouses. Relative bending resistances compared with representative Korean greenhouse were analyzed by 0.92 to 1.42 in single-span plastic greenhouses, and 1.38 to 2.96 in high tunnels. Frame ratios of single-span plastic greenhouses were 6.8 to 8.6%, and those of high tunnels were 5.5 to 8.7%. We analyzed air temperatures and solar radiations measured in single-span plastic greenhouse and high tunnel on clear days in late March. There were outside temperatures in generally similar range, and judging by rise of indoor temperatures, ventilation performance of high tunnel is more excellent than single-span plastic greenhouse. Solar radiations of two areas were no big difference but light transmittance of high tunnel was a little bit higher than single-span plastic greenhouse. Single-span plastic greenhouses are disadvantageous in environmental managements such as ventilation performance and light transmittance because distance between greenhouses is too narrow and length of greenhouse is too long compared to high tunnels. To get the environmental improvement effects as well as to increase the structural resistance of single-span plastic greenhouses are achievable by widening the width of greenhouse in possible range, widening the space between rafters, and enlarging the section size of rafters. Also, we need to secure enough distance between greenhouses and to restrict the length of greenhouse by maximum 50 m in order to improve the ventilation performance and the light transmittance.