• Journal of Advanced Marine Engineering and Technology
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• v.39 no.6
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• pp.620-625
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• 2015

In an effort to reduce the onset of global warming, the International Maritime Organization Marine Environment Protection Committee (IMO MEPC) proposed the reduction in ship speeds as a way of lowering the proportion of carbon dioxide ($CO_2$) in the Green House Gas emissions from ships. To minimize fuel costs, shipping companies have already been performing slow steaming for their own fleets. Specifically, the slow steaming approach has been adopted for most ocean-going container lines. In addition, because of the increased marine fuel cost that is required to enable increased capacity, there is an urgent need for more advanced fuel-saving technologies. Therefore, in this present study, we propose a fuel-cost reduction method that can improve the performance of diesel engines. We introduce a predetermined amount (0.025% of the amount of fuel used) of fuel additive (oil-soluble calcium-based organometallic compound). For improved experimental accuracy, as the test subjects, we utilize a large two-stroke diesel engine installed in land plants. The loads of the test engine were classified as low, medium, and high (50, 75, and 100%, respectively). We compare the engine performance parameters (power output, fuel consumption rate, p-max, and exhaust temperature) before and after the addition of fuel additives. Our experimental results, confirmed that we can realize fuel-cost savings of at least 2% by adding the fuel additive in low load conditions (50%). Likewise, the maximum combustion pressure was found to have increased. On the other hand, we observed that there was a reduction in the exhaust temperature.

• Journal of the Society of Naval Architects of Korea
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• v.32 no.1
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• pp.118-131
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• 1995

The shock fracture analysis for the structures of navy vessels subject to underwater explosions or of high speed vessels frequently subject to impact loads has been carried out in two steps such as the global or macro analysis and the fine or micro analysis. In the macro analysis, Doubly Asymptotic Approximation(DAA) has been applied. The three main failure modes of structure members subject to strong shock loading are late time fracture mode such as plastic large deformation mainly due to dynamic plastic buckling, and the early time fracture mode such as tensile tearing failure or transverse shear failure. In this paper, the tensile tearing failure mode is numerically analyzed for the micro analysis by calculating the dynamic stress intensity factor $K_I(t)$, which shows the relation between stress wave and crack propagation on the longitudinal stiffener of the model. Especially, in calculating this factor, the numerical caustic method developed from shadow optical method of caustic well known as experimental method is used. The fully submerged vessel is adopted for the macro analysis at first, of which the longitudinal stiffener, subject to early shock pressure time history calculated in macro analysis, is adopted for the micro analysis.

• The Journal of Korean Academy of Prosthodontics
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• v.17 no.1
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• pp.23-34
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• 1979

In this study, the adhesive strength of three commercial polycarboxylate cements to ten types of dental casting alloys, such as gold, palladium, silver, indium, copper, nickel, chromium, and human enamel and dentine were measured and compared with that of a conventional zinc phosphate cement. The $8.0mm{\times}3.0mm$ cylindrical alloy specimens were made by casting. The enamel specimens were prepared from the labial surface of human upper incisor, and the dentine specimens were prepared from the occulusal surface of the human molar respectively. Sound extracted human teeth, which had been kept in a fresh condition since, extraction, were mounted in a wax box with a cold-curing acrylic resin to expose the flattened area. The mounted teeth were then placed in a Specimen Cutter (Technicut) and were cut down under a water spray, and then the flat area on the all specimens were ground by hand with 400 and 600 grit wet silicone carbide paper. Two such specimens were then cemented together face-to-face with freshly mixed cement, and moderate finger pressure was applied to squeeze the cement to a thin and uniform film. All cemented specimens were then kept in a thermostatic humidor cabinet regulated at $23{\pm}2^{\circ}C.$ and more than 95 per cent relative humidity and tested after 24 hours and 1 week. Link chain was attached to each alloy specimen to reduce the rigidity of the jig assembly, and then all the specimens were mounted in the grips of the Instron Universal Testing Machine, and a tensile load was delivered to the adhering surface at a cross head speed of 0.20 mm/min. The loads to which the specimens were subjected were recorded on a chart moving at 0.50 mm/min. The adhesive strength was determined by measuring the load when the specimen separated from the cement block and by dividing the load by the area. The test was performed in a room at $23{\pm}2^{\circ}C.$ and $50{\pm}10$ per cent relative humidity. A minimum of five specimens were tested each material and those which deviated more than 15 per cent from the mean were discarded and new specimens prepared. From the experiments, the following results were obtained. 1) It was found that the adhesive strength of the polycarboxylate cement to all alloys tested was considerably greater than that of the zinc phosphate cement. 2) The adhesive strength of the polycarboxylate cements was superior to the non precious alloys, such as the copper, indium, nickel and chromium alloys, but it was inferior to the precious gold, silver and palladium alloys. 3) Surface treatment of the alloy was found to be an important factor in achieving adhesion. It appears that a polycarboxylate cement will adhere better to a smooth surface than to a rough one. This contrasts with zinc phosphate cements, where a rough helps mechanical interlocking. 4) The adhesion of the polycarboxylate cement with enamel was found superior to its adhesion with dentine.

• Journal of Korean Tunnelling and Underground Space Association
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• v.20 no.1
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• pp.211-224
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• 2018

It is important to design tunnel support system considering the various loads acting on the tunnel because they have a direct impact on the stability of tunnels. In Korea, standardized support patterns are defined based on the rock mass classification system depending on the project, and it is stated that it should be modified appropriately considering the behavior of tunnel during construction. In this study, the tunnel support pattern optimization method is suggested based on the convergence-confinement method, earth pressure, axial force of rock bolt, and moment acting on the shotcrete. The length and spacing of the rock bolts and the thickness of the shotcrete were optimized by using the differential evolution algorithm (DEA) and the results were compared to the standard support pattern III for railway tunnel. Rock bolt length can be reduced and the installation interval can be widened for shallow tunnel. As the depth of tunnel increases, the thickness of shotcrete increases linearly. Therefore, the thickness of shotcrete should be thicker than the standard support pattern as the depth of tunnel increases to secure the stability of tunnel.

• Journal of Korean Tunnelling and Underground Space Association
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• v.8 no.4
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• pp.365-375
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• 2006

The structural analysis for the secondary lining of tunnels is generally performed by a frame analysis model. This model requires a ground loosening load estimated by some empirical methods, but the load is likely to be subjective and too large. The ground load acting on the secondary lining is due to the loss of the supporting function of the first support members such as shotcrete and rockbolts. Therefore, the equilibrium condition of the ground and the first support members should be considered to estimate the ground load acting on the secondary lining. Ground-lining interaction model, shortly GLI model, is developed on the basis of the concept that the secondary lining supports the ground deformation triggered by the loss of the support capacity of the first support members. Accordingly, the GLI model can take into account the ground load reflecting effectively not only the complex ground conditions but the installed conditions of the first support members. The load acting on the secondary lining besides the ground load includes the groundwater pressure and earthquake load. For the structural reinforcement of the secondary lining based on the ultimate strength design method, the factored load and various load combination should be considered. Since the GLI model has difficulty in dealing with the factored load, introduced in this study is the superposition principle in which the section moment and force of the secondary lining estimated for individual loads are multiplied by the load factors. Finally, the design method of the secondary lining using the GLI model is applied to the case of a shallow subway tunnel.

• Journal of the Korean Geotechnical Society
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• v.33 no.8
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• pp.5-16
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• 2017

When a lateral load is applied to a short pile whose embedded depth is relatively smaller than its diameter, an overturning failure occurs. To investigate the behavior of laterally loaded short piles, several model tests in laboratory scales had been carried out, however the behavior of large moment carrying piles for electric poles, traffic sign and road lamp, etc. have not been revealed yet. This paper deals with the real-scale load tests for 750 mm diameter short piles. To simulate the actual loading condition, very large moment was mobilized by applying lateral loads to the location 8 m away from the pile head. Three load tests changing the pile embedded lengths to 2.0 m, 2.5 m, and 3.0 m were carried out. The test piles overturned abruptly with very small displacement and rotation before the failures. These brittle failures are in contrast with the ductile failures shown in the former model tests with the relatively smaller moment to lateral load ratio. Comparisons of the test results with three existing methods for the estimation of the ultimate lateral capacity show that the method assuming the rotation point at pile tip matches well when the embedded depth is small, however, as the embedded depth increases the other two methods assuming the inversion of soil pressure with respect to rotation points in pile length match better.

• Transactions of the Korean Society of Mechanical Engineers A
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• v.34 no.3
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• pp.307-313
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• 2010

In this study, alternative designs for the bends used in district heating pipes are investigated. The district heating pipes, which are subjected to temperatures of 10 to $120^{\circ}C$ and a water pressure of $16\;kgf/cm^2$, have to withstand thermomechanical cyclic loads when in use. These pipes comprise three concentric tubes: a steel pipe (internal), polyurethane (PUR) insulator (middle), and a high-density polyethylene (HDPE) case (external). In addition, the bends in the district heating pipe system are covered with foam pads that cause aging. In this study, an alternative bend design that does not involve the use of a foam pad is proposed to overcome the aging problem in the bends. In the proposed design, "shear rings" are added to the surface of a bend, and its dimensions are determined by a combination of the statistical (Taguchi) method and FEM. The geometrical parameters such as thickness, height, and number of the rings significantly affect the design optimization, and hence, they affect the results of the FEM.

• Proceedings of the Korean Geotechical Society Conference
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• 2010.09c
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• pp.72-77
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• 2010

The Incheon Bridge, which was opened to the traffic in October 2009, is an 18.4 km long sea-crossing bridge connecting the Incheon International Airport with the expressway networks around the Seoul metropolitan area by way of Songdo District of Incheon City. This bridge is an integration of several special featured bridges and the major part of the bridge consists of cable-stayed spans. This marine cable-stayed bridge has a main span of 800 m wide to cross the vessel navigation channel in and out of the Incheon Port. In waterways where ship collision is anticipated, bridges shall be designed to resist ship impact forces, and/or, adequately protected by ship impact protection (SIP) systems. For the Incheon Bridge, large diameter circular dolphins as SIP were made at 44 locations of the both side of the main span around the piers of the cable-stayed bridge span. This world's largest dolphin-type SIP system protects the bridge against the collision with 100,000 DWT tanker navigating the channel with speed of 10 knots. Diameter of the dolphin is up to 25 m. Vessel collision risk was assessed by probability based analysis with AASHTO Method-II. The annual frequency of bridge collapse through the risk analysis for 71,370 cases of the impact scenario was less than $0.5{\times}10^{-4}$ and satisfies design requirements. The dolphin is the circular sheet pile structure filled with crushed rock and closed at the top with a robust concrete cap. The structural design was performed with numerical analyses of which constitutional model was verified by the physical model experiment using the geo-centrifugal testing equipment. 3D non-linear finite element models were used to analyze the structural response and energy-dissipating capability of dolphins which were deeply embedded in the seabed. The dolphin structure secures external stability and internal stability for ordinary loads such as wave and current pressure. Considering failure mechanism, stability assessment was performed for the strength limit state and service limit state of the dolphins. The friction angle of the crushed stone as a filling material was reduced to $38^{\circ}$ considering the possibility of contracting behavior as the impact.

• Journal of Korean Tunnelling and Underground Space Association
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• v.23 no.2
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• pp.77-92
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• 2021

For the construction of a large underground space with a complex plant installed, it is necessary to analyze the stability considering the ground conditions and various load conditions. In this paper, finite element analysis was performed to analyze the support load that can be used in the design of a large underground space for high-density arrangement of complex plant. An analysis of underground continuous wall (D-wall) was performed considering the load and horizontal earth pressure in the large underground space. In addition, foundation ground analysis was carried out according to the load condition of the complex plant. In order to shorten the construction period, increase the space layout utilization, and secure the stability of the plant structure when installing the complex plant underground, the pipe rack module structure analysis was conducted. This study proposes a design and construction method for the optimal arrangement of underground complex plants using the analysis results.

• Journal of Aerospace System Engineering
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• v.16 no.1
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• pp.97-103
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• 2022

An aircraft component can only be mounted on an aircraft if it has been certified to have a structural robustness under flight load conditions. Among the major components of the aircraft, a pylon is a structure that connects external equipment such as an engine, and external attachments with the main wing of an aircraft and transmits the loads acting on it to the main structure of the aircraft. In civil aircraft, when there is an incident of fire in the engine area, the pylon prevents the fire from spreading to the wings. This study presents the results of structural static tests performed to verify the structural robustness of a fuel pylon used to mount external fuel tank in an aircraft. In the main text, we present the test set-up diagram consisting of test fixture, hydraulic pressure unit, load control system, and data acquisition equipment used in the structure static test of the fuel pylon. In addition, we introduce the software that controls the load actuator, and provide a test profile for each test load condition. As a result of the structural static test, it was found that the load actuator was properly controlled within the allowable error range in each test, and the reliability of the numerical analysis was verified by comparing the numerical analysis results and the strain obtained from the structural test at the main positions of the test specimen. In conclusion, it was proved that the fuel pylon covered in this study has sufficient structural strength for the required load conditions through structural static tests.