• Journal of Welding and Joining
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• 제15권5호
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• pp.134-143
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• 1997

The formation of thick alloyed layer with high Si content have been investigated on the surface of Al alloy (A5083) plate by PTA process with Si powder. Hardening characteristics and wear resistance of alloyed layer was examined in relation to the microstructure of alloyed layer. Thick hardened layer in mm-order thickness on the surface of A5083 plate can be formed by PTA process with wide range of process condition by using Si powder as alloying element because of eutectic reaction of Al-Si binary alloy. High temperature and rapid solidification rate of molten pool, which are features of PTA process, enable the formation of high Si content alloyed layer with uniform distribution of fine primary Si paticle. High plasma arc current was beneficial to make the alloyed layer with smooth surface appearance in wide range of powder feeding rate, because enough volume of molten pool was necessary make alloyed layer. Uniform dispersion of fine primary Si particle with about 30${\mu}{\textrm}{m}$ in particle size can be obtained in layer with Si content ranging from 30 to 50 mass %. Hardness of alloyed layer increased with increasing Si content, but increasing rate of hardness differed with macrostructure of alloyed layer. Wear resistance of alloyed layer depended on $V_{si}$(volume fraction of primary Si) and was remarkably improved to two times of base metal at 20-30% $V_{si}$ without cracking, but no more improvement was obtained at larger $V_{si}$.

• 전기화학회지
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• 제8권4호
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• pp.155-161
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• 2005

상용 CFD 프로그램인 FLUENT v5.3을 이용하여 용융탄산염 연료전지 스택의 수치 모사를 행하였다. FLUENT에 포함되어 있는 보존식들을 이용하면서, 사용자 정의함수를 이용하여 포함시킨 코드를 통해 전기화학적 반응과 부반응인 수성가스전이반응에 의한 질량과 가스 조성 변화 및 열이동을 고려하여 정확한 계산 결과를 얻고자 하였다. 모사에 사용된 스택은 6kW급과 25kW급 스택으로 각각 20개와 40개의 단위전지를 수직으로 적층한 형태이며 스택내로 주입되는 가스는 coflow형태로 각각의 채널을 흘러가게 설계되어 있다. 모사를 통해 알아본 스택 내 압력분포는 가스 흐름방향으로 압력강하가 일어나며 anode 채널보다 cathode 채널에서의 압력차가 더 크게 나타났다. 채널 내 속도분포는 전극 반응에 의한 질량 및 부피변화로 인해 anode 채널에서는 가스흐름 방향으로 속도가 증가하는 반면 cathode 채널에서는 속도가 감소하는 경향을 보였다. 스택 내 온도분포는 가스 흐름방향으로 증가하는 경향을 보였고, 계산결과와 실험결과가 대체로 일치함을 확인할 수 있었다. 수성가스전이반응을 포함한 모델과 그렇지 않은 모델을 비교한 결과 가스의 주입구 부분에서는 수성가스전이반응에 의해 흡열 반응이, 출구 부분에서는 발열반응이 일어나고, 이로 인해 입구와 출구의 온도차가 더 커짐을 확인하였다. 따라서 상용화 스택인 수백 kW급 이상의 대형 스택을 모사하기 위해서는 수성가스전이반응을 고려해야할 것으로 생각된다.

• Nuclear Engineering and Technology
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• 제32권4호
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• pp.395-409
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• 2000

Parametric studies were performed to assess the sensitivity in determining the maximum in-vessel heat removal capability from the core material relocated into the lower plenum of the reactor pressure vessel (RPV）during a core melt accident. A fraction of the sensible heat can be removed during the molten jet delivery from the core to the lower plenum, while the remaining sensible heat and the decay heat can be transported by rather complex mechanisms of the counter-current flow limitation (CCFL) and the critical heat flux (CHF）through the irregular, hemispherical gap that may be formed between the freezing oxidic debris and the overheated metallic RPV wall. It is shown that under the pressurized condition of 10MPa with the sensible heat loss being 50% for the reactors considered in this study, i.e. TMI-2, KORI-2 like, YGN-3&4 like and KNGR like reactors, the heat removal through the gap cooling mechanism was capable of ensuring the RPV integrity as much as 30% to 40% of the total core mass was relocated to the lower plenum. The sensitivity analysis indicated that the cooling rate of debris coupled with the sensible heat loss was a significant factor The newly proposed heat removal capability map (HRCM) clearly displays the critical factors in estimating the maximum heat removal from the debris in the lower plenum. This map can be used as a first-principle engineering tool to assess the RPV thermal integrity during a core melt accident. The predictive model also provided ith a reasonable explanation for the non-failure of the test vessel in the LAVA experiments performed at the Korea Atomic Energy Research Institute (KAERI), which apparently indicated a cooling effect of water ingression through the debris-to-vessel gap and the intra-debris pores and crevices.