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(The) Influence on Corrosion Resistance of 34L Stainless Steel in Chemical Decontamination Processes
Full text linkAs an RCP(Reactor Coolant Pump) run in the nuclear power system for a long time, it's surface is continuously contaminated by radioactive scales. In order to perform regular or emergency repair about RCP internals, a special decontamination process should be used to reduce the radiation from the RCP surface by means of chemical cleaning.
From commercialization of nuclear power, most countries have taken interest in decontamination process of nuclear power plant and tried to develop a proper process. As result of that, nowdays, some countries have their own decontamination process and don't want open their technology to the pubic. Because that, it is impossible to obtain skills about decontamination of foreign country and it is necessarily to develop proper decontamination process system in korea. So, on the base of skills about decontamination of foreign country which was already opened in pubic KPS and our institute has developed two kinds of decontamination process itself. One is KK(KEPCO ＆ KPS) process which is a kind of concentrated chemical decontamination process, the other is KKD(KEPCO ＆ KPS Dilute) process which is a kind of dilute chemical decontamination process.
In general, the RCP internals are made of 304 stainless steel which can cause a corrosion damage, such as intergranular corrosion or pitting corrosion, during decontamination process. Because of that, we carried out various experiments about corrosion damage on 304 stainless steel. In order to conform the proposed process(KK and KKD process), corrosion characteristics of stainless steel(RCP matrial) have been studied by means of polarization test, weight loss measurements, scanning electron microscope(SEM) investigation and pH and potencial(mV) investigation in KK and KKD process.Abstract
1장 서론 = 1
1.1 연구배경 = 1
1.2 연구목적 = 2
1.3 연구범위 = 2
2장 기본이론 = 3
2.1 화학제염의 개요 = 3
2.2 화학제염의 분류 = 3
2.3 스테인레스강의 개요 = 6
2.4 부식의 개요 = 7
2.4.1 공식(Pitting Corrosion) = 9
2.4.2 입계부식(Intergranular Corrosion) = 9
3장 화학제염공정에 따른 실험방법 = 13
3.1 RCP화학제염공정 모델 = 13
3.1.1 농축제염공법(KK) = 13
3.1.2 희석제염공법(KKD) = 16
3.2 시험편 제작 = 19
3.2.1 분극시험용 시험편 = 19
3.2.2 무게감량 측정용 시험편 = 22
3.2.3 전자현미경 조사용 시험편 = 24
3.3 ？피窩梁？ 및 방법 = 27
3.3.1 화학제염공정 장치 = 27
3.3.2 분극시험 = 27
3.3.3 무게감량 시험 = 28
3.3.4 재료표면 분석 = 28
3.3.5 각 공정별 pH 및 전위(mV) 측정 = 29
4장 농축제염공법(KK) 실험 결과 및 고찰 = 30
4.1 농축제염공법 반응 메카니즘 = 30
4.2 공정별 분극시험 결과 = 31
4.2.1 전처리공정시 분극곡선 비교 = 31
4.2.2 산화공정시 질산농도에 따른 분극곡선 비교 = 31
4.2.3 산화공정시 과망간산칼륨농도에 따른 분극곡선 비교 = 32
4.2.4 분리공정시 2가지 용액조건의 비교 = 32
4.2.5 산화공정 용액에서의 사이클릭 분극실험 비교 = 33
4.3 재료표면 분석 결과 = 33
4.3.1 조건 1. 산화공정시 질산의 농도변화 비교 = 33
4.3.2 조건 2. 산화공정시 공정용액의 변화 비교 = 37
4.3.3 조건 3. 각 공정단계에 따른 시편표면 비교 = 40
4.3.4 조건 4(Ⅰ, Ⅱ). 산화공정 시간변화에 의한 비교 = 40
4.3.5 조건 5(Ⅰ, Ⅱ). 산화공정시 과망간산칼륨의 농도변화 비교 = 40
4.3.6 조건 6(Ⅰ, Ⅱ, Ⅲ). 산화공정시 공정횟수(3, 5사이클) 변화 비교 = 46
4.3.7 조건 7. 수정된 질산농도에서 과망간산칼륨농도 변화 비교 = 52
4.3.8 조건 8(Ⅰ, Ⅱ). 수정된 조건에서의 공정횟수 변화 비교 = 52
4.4 무게감량 시험결과 = 54
4.4.1 산화공정시 질산의 농도변화에 따른 무게감량 비교 = 54
4.4.2 산화공정시 과망간산칼륨의 농도변화에 따른 무게감량 비교 = 54
4.4.3 공정횟수 조건별 무게감량 비교 = 57
4.4.4 공정시간 조건별 무게감량 비교 = 57
4.4.5 추가적인 무게감량 비교 = 60
4.5 각 공정별 pH측정 결과 = 63
4.6 농축제염공법의 최적시험 조건 = 64
4.6.1 최적화된 공정모델 이론 = 64
4.6.2 최적화된 공정모델의 재료표면 분석 = 68
4.6.3 최적화된 공정모델의 무게감량 및 pH(전위)측정 결과 = 74
5장 희석제염공법(KKD) 실험 결과 및 고찰 = 77
5.1 희석제염공법의 반응 메카니즘 = 77
5.2 공정별 분극시험 결과 = 80
5.2.1 산화공정시 온도(65℃, 75℃, 85℃)에 따른 결과 = 80
5.2.2 환원공정시 온도(65℃, 75℃, 85℃)에 따른 결과 = 81
5.3 재료표면 분석 결과 = 81
5.3.1 온도차에 의한 비교 = 81
5.3.2 공정？수에 의한 비교 = 81
5.4 무게감량시험 결과 = 85
5.4.1 무게감량 산출 결과 = 85
5.4.2 각 조건별 무게감량 비교 = 85
5.4.3 무게감량 산출 결과 = 85
5.4.4 온도별 무게감량 비교 = 86
5.4.5 공정횟수별 무게감량 비교 = 87
5.5 각 공정별 pH 및 전위(mV)측정 결과 = 87
5.5.1 산화, 분해, 환원공정시 온도에 따른 pH 및 전위 측정 결과 = 87
5.6 희석제염공법의 추가시험 조건 = 89
5.6.1 환원공정시 Oxalic Acid와 Citric Acid의 농도변화에 따른 공정 모델 = 89
5.6.2 환원공정시 농도변화에 따른 재료표면 분석 = 91
5.6.3 환원공정시 농도변화에 따른 무게감량 분석 = 91
5.6.4 환원공정시 농도변화에 따른 pH측정 결과 = 94
5.7 희석제염공법의 환원공정의 최적시험 조건 = 94
5.7.1 환원공정시 최적조건의 모델링 = 94
5.7.2 환원공정시 최적조건의 분극곡선 비교 = 94
5.7.3 환원공정시 최적조건의 표면부식상태 비교 = 95
5.7.4 환원공정시 최적조건의 무게감량 비교 = 95
5.7.5 환원공정시 최적조건의 pH 및 전위(mV) 측정 결과 = 99
6장 결론 = 103
6.1 농축제염공법(KK) = 103
6.2 희석제염공법(KKD) = 104
참고문
Reduction of Harbor Oscillations with the Resonant Breakwaters
Full text linkMost of regular shaped harbors are confronted with harbor oscillation problem more or less. We often try to design the costal harbor such that whatever waves are unavoidable do not amplify. However, it is difficult to prevent the arrival of long waves causing oscillation with a harbor. This study deals with the reduction of harbor oscillation adopting the resonant breakwater outside the harbor entrance. Prior to the numerical model investigation on wave agitation in a harbor, the records of long wave are analyzed and theoretical and physical model approaches to the reduction of oscillations in a harbor are also introduced.
Numerical method used here are fairly standard form from the extended mild slope equation. Hybrid element model is based on a variational formulation of the boundary value problem. In this formulation an analytical solution is coupled with the finite element solution at the open boundary.
Formed numerical model is then applied to both Busan Coastal Area and Gamcheon Harbor design plan. The numerical results are obtained in terms of wave periods and directions. General discussions and comparisons are made between the measurements and the calculations. The adopted reduction scheme is found to be reliable and excellent in reduction of amplification in the harbor.목차
ABSTRACT = i
LIST OF TABLES = v
LIST OF FIGURES = vi
NOMENCLATURE = xii
제1장 서론 = 1
1.1 연구배경 = 1
1.2 연구 목적 = 3
1.3 연구의 내용 및 방법 = 4
제2장 부진동의 현장관측과 저감방안 = 6
2.1 부진동의 발생원인과 국내기록현황 = 6
2.1.1 발생원인 = 6
2.1.2 국내기록현황 = 7
2.2 현장관측자료 분석 = 8
2.2.1 평상시 관측 = 10
2.2.2 폭풍시 관측 = 13
2.2.3 광역관측 = 18
2.3 부진동의 저감방안 = 20
2.3.1 이론적 배경 분석 = 20
2.3.2 부진동의 저감방안 = 22
2.4 부진동의 저감사례 = 28
제3장 부진동의 수치모델구성 = 34
3.1 수치모델의 이론적배경 = 34
3.1.1 지배방정식 = 35
3.1.2 수치 해석 방법 = 40
3.2 수치모델의 구성 = 42
3.2.1 광역모델의 구성 = 43
3.2.2 협역모델의 구성 = 46
제4장 수치실험 및 분석 = 51
4.1 현재상태의 실험 분석 = 51
4.1.1 광역모델 실험 = 51
4.1.2 협역모델 실험 = 64
4.2 부진동 저감방안 적용시의 실험 분석 = 86
4.2.1 수치모델의 구성 = 86
4.2.2 수치실험 및 분석 = 88
？？5장 결론 = 124
5.1 현재의 항만조건 = 124
5.2 부진동 저감방안 도입 후 = 125
참고문헌 = 12
An Empirical Study on the Structure of Domestic LNG Transportation Cost Focused on Ship Finance and Cost Analysis Method in Korea
No full textKorea Gas Corporation(KOGAS) was established by the Korean Government in 1983. It has been the nation's only importer of liquefied natural gas(LNG) since then. Import volumes have been increasing steadily to make KOGAS the largest LNG importer in the world. Until now, most areas of the Korean peninsula have enjoyed the benefits of natural gas supply with KOGAS' efforts to provide convenient and clean energy to the nation.
The Korean Government, however, has been initiating reforms aimed at breaking down the monopolistic structure of the energy industries and making them more competitive. In doing so, the government hopes to enhance the efficiency of the industries and strengthen their market functions. The mainstays of these reforms are the privatization of public corporations and deregulation.
In coping with the challenges KOGAS does not seem to view them as obstacles to be overcome, but as business opportunities. The Corporation wants to take a continuous leading role in improving the competitiveness of the domestic gas industry, while securing the strongest position in the gas market. A broad overview of LNG transportation accounting for a large proportion of the end-user price in Korea is significant in relating to this movement.
Integrated researches in domestic LNG transportation require an understanding of the nature of LNG, KOGAS' history and a sophisticated scheme of ship finance. It is also necessary to understand a variety of methods of analyzing costs, which to a large extent, help to comprehend the market characteristics. In terms of cost as a key element in development of transportation infrastructure featured by high investment costs, high degree of inflexibility and significant economies of scaleY_j = -0.409 + 7.218×X_1j - 6.622×X_2j + 24.999×X_3j+ 134.949×X_4j + 2.241×X_5j + 0.22×X_6j + 0.02219×X-7j - 0.00219×X_8j
* Y_j means transportation cost.
**X_aj mean the above mentioned variables separatedly.
In relation with the Equation the standardized regression coefficients (beta coefficients), which assess the relative importance of individual variables and in which all variables are expressed on the same scale so that their direct comparison may be made, are 0.723 to the variable X_1j, -0.054, 0.118, 0.566, 0.018, 0.002, 0.199, -0.192 to each variables in sequence.
Consequently the results of the study suggest that the domestic LNG transportation cost be estimated in relation to the Equation, and that in connection with standardized regression coefficients LNG ship's contract price(variable X_1j, 0.723) be the most important factor which can play an important role in determining the level of the transportation cost. LIBOR for a repayment period(variable X_4j, 0.566) is the next to it and the others, in consecutive order, can be estimated for their separate influencing power over the cost determination according to the constants in the Equation.
The results also suggest that KOGAS and the party concerned who are interested in their LNG transportation cost, go deep into the study of the use of cost management tools and hedges against ship finance cycle moving in favor of the lenders though whether this, along with attempts to tighten up covenants, will make a significant cost impact is a matter for debate. The suitable time for this may be when cost management of operating sector, voyage and overhead sector will have reached its goal successfully, although in many respects, capital cost management tends to be all the parties' primary area of concern. Reality is that most of the parties concerned scarcely can put it out in a variety of ways for a long period due to no precedent to cover it rather than inexperience.both anchoring a low cost business environment to KOGAS as a shipper and improving profitability for operators who are practically potential owners of LNG ships in LNG transportation here appear to be a primary goal of the parties concerned.
As for LNG, natural gas is cooled and liquefied into LNG at the temperature of approximately -162℃ at atmospheric pressure. Natural gas is condensed into about 1/600th of its volume when liquefied. LNG weighs less than one-half that of water, actually about 45% as much. LNG is odorless, colorless, non-corrosive, and non-toxic. Natural gas is composed primarily of methane (typically, at least 90%), but may also contain ethane, propane and heavier hydrocarbons. Small quantities of nitrogen, oxygen, carbon dioxide, sulfur compounds, and water may also be found in pipeline natural gas. The liquefaction process removes the oxygen, carbon dioxide, sulfur compounds, and water. The process can also be designed to purify the LNG to almost 100% methane.
In the late 1950's liquefaction of natural gas and water transport was a viable option with technology already developed at that time. Preliminary economic projections demonstrated LNG would make cheap gas available to the industrial markets.
Ever since 1986, when LNG was first introduced to Korea, the LNG imports have continued to increase to reach 14.6 million tons in 2000 - a 12.4% increase from the previous year. As stable supply of natural gas is one of the priorities of KOGAS, the corporation seeks to stabilize LNG supplies through import source diversification. Major import sources include Indonesia, Malaysia, Brunei, Qatar and Oman. Omani LNG was included for the first time in 2000 and will continue to be transported for the next 25 years. KOGAS has two LNG terminals (Pyongtaek and lnchon terminal) in operation, which transfer LNG from vessels into storage tanks and manufacture natural gas. The third LNG terminal at Tongyong, a city in the southern peninsula, is planned to be completed by the second half of 2002. Natural gas vaporized from LNG is transmitted to KOGAS customers such as city gas companies and power plants through an extensive pipeline network at high and medium pressures. As of the end of 2000, a total of 2,066 kilometers of pipelines and 122 valve stations were in operation to supply natural gas to 63 provinces and cities throughout Korea.
As of November 2001, 17 national flag LNG vessels operated by 4 domestic shipping companies are dedicated to the LNG transportation based on FOB terms for over 20 years to secure a steady and stable supply. About 600,000~1,000,000 tons of LNG are transported each year per vessel with a capacity of 135,000㎥ built by domestic shipyard.
Referring to ship financing and transportation cost, KOGAS wants ship-owners to be keen on improving competitiveness over cost factors such as, but not limited to, capital cost, voyage cost, operating cost, general overhead cost. The purpose would be for mutual prosperity and survival because the world shipping market environment becomes more unfavourable to Korean enterprises due to repeal of domestic protective measures and policies such as cargo preference and waiver system since Korea joined in WTO and OECD. Furthermore, the international rules and regulations will be strengthened and severer than before, and any breach of them will be followed with retaliation and conflicts.
Under such international and domestic circumstances, some investigation into finding out suitable ways related to ship financing arrangement with better and more favourable terms and conditions for competitive services has been fulfilled, previous to transportation cost analysis - bank loans, lease financing, equity financing and special type of ship financing scheme like K/S ship financing, Shikumisen and Mezzanine financing. Additionally other reviews were executed in significant sectors including the history of domestic shipping financing system, international and national rules and regulations, and shipping financing contract content in detail. Having investigated into and reviewed them, the key principles of shipping business and transportation cost determination were researched. Cost-plus principles can be found as the most suitable ones in accordance with these researches.
① Contract price of LNG ship between 175 and 250 million dollar,
② Proportion of equity capital between null and 10 percent,
③ LIBOR(6 month) for a construction period between 5 and 10 percent,
④ LIBOR(6 month) for a repayment period between 5 and 10 percent,
⑤ Rate of crew expense increase between 1 and 7 percent,
⑥ Rate of ship's stores and supplies increase between 2 and 8 percent,
⑦ Fuel oil(bunker) price between 120 and 180 dollar per a ton, and
⑧ Foreign exchange rate of Korea Won to US Dollar between 800 and 1,400 \/U$.
After building eight variables of the model for a laboratory analysis an originative simulator for a standard transportation cost calculating for the domestic LNG ship was initially invented to create raw data for multivariate regression analysis. With the help of the Simulator 1,100 data could be prepared and used for multivariate regression analysis for the relation between one dependent variable (transportation cost) and eight independent variables (see the above mentioned).
The results of multivariate regression analysis show that transportation cost is dependent on a specific regression equation as follows목차
第1章 序論 = 1
第1節 硏究의 背景과 目的 = 1
第2節 硏究의 方法과 範圍 = 3
第3節 硏究의 內容과 構成 = 3
第2章 天然가스와 LNG船에 대한 考察 = 5
第1節 天然가스 歷史 = 5
1. 世界의 天然가스 歷史 = 5
2. 우리 나라의 天然가스 歷史 = 7
第2節 天然가스 現況 = 11
1. 天然가스 資源現況 = 11
2. 天然가스 生産 및 處理過程 = 12
第3節 LNG船 現況 = 17
1. 世界 LNG船 建造 및 船隊 現況 = 17
2. LNG船 國家別 建造 現況 = 18
第3章 韓國가스公社와 海運 및 造船産業과의 關係 = 21
第1節 韓國가스公社 設立 = 21
1. 天然가스의 導入決定 = 21
2. 韓國가스公社의 設立 = 22
3. 韓國가스公社 現況 및 主要 事業內容 = 22
第2節 韓國가스公社의 海運 및 造船 聯關 業務 = 29
1. LNG船 輸送事業의 特性 = 29
2. 國籍 LNG船 輸送事業 遂行 = 30
3. 國籍 LNG船 海運運賃 및 船舶 技術仕樣 管理 = 33
第4章 船舶確保와 船舶金融 = 38
第1節 船舶確保와 船舶金融과의 關契 = 38
第2節 船舶金融의 資金源泉 = 40
1. 銀行으로부터의 借入金融 = 40
2. 리스金融 = 46
3. 株式市場을 통한 金融調達 = 48
4. 稅制惠澤과 長期 貨物運送契約을 利用한 船舶金融 = 49
第3節 韓國 船舶金融의 時代的 考察 = 51
1. 船舶金融 時代 區分 = 51
2. 外換危機 發生 直前까지의 船舶金融 = 53
3. 外換危機 發生 以後의 船舶金融 = 56
第4節 船舶金融과 關聯된 國際協定 및 制度 考察 = 58
1. WTO 政府調達協定 및 海運協定 = 58
2. OECD 海運協定 및 造船協定 = 60
3. 韓·EU 基本協力協定 및 造船 通商問題 = 62
第5節 船舶金融과 關聯된 國內制度 考察 = 63
1. 外換管理 制度 = 63
2. 船舶確保 制度 = 64
3. 會計制度 = 64
4. 入札制度 = 70
第6節 船舶金融 契約 考察 = 71
1. 總船價 = 71
2. 船舶金融 契約時 考慮할 事項 = 79
3. 船舶金融 契約書의 構成 = 85
第7節 向後 硏究課題 = 90
1. 合作會社 設立 = 91
2. 委託運航 및 共同運航 = 92
3. 金融機關 또는 大型荷主의 保證 提供 = 92
第5章 海運서비스 原價와 海運運賃 = 94
第1節 海運船社의 國際競爭力과 海運서비스 原價 = 94
1. 海運船社의 國際競爭力 = 94
2. 海運運賃 原價 決定 = 95
3. 海運運賃市場과 運賃決定 = 97
第2節 國內 海運運賃 構成 = 99
1. 海運運賃 區分 = 99
2. 海運運賃 構成要素 및 內容 = 99
第6章 國籍 LNG船 輸送運賃 分析 = 105
第1節 國籍 LNG船 運賃政策과 運賃決定 = 105
第2節 國籍 LNG船의 輸送運賃 硏究모델 設定 = 107
1. 輸送事業 環境 分析 = 108
2. 國籍 LNG船 類型分析과 硏究模型 設計 = 114
第3節 國籍 LNG船 運賃決定에 影響을 미치는 要因에 관한 實證硏究 = 116
1. 硏究模型과 硏究假說 = 116
2. 變數選定과 分析模型 = 118
3. 分析結果와 假說檢證 = 120
4. 國籍 LNG船의 適正 運賃決定을 위한 標準原價模型 構築 = 125
第7章 結論 = 127
第1節 要約 및 結論 = 127
第2節 硏究의 限界 및 向後 硏究課題 = 128
[參考文獻] = 12
Development of a New Rapid Compression-Expansion Machine for Combustion Test of Internal Combustion Engines
Full text linkInvestigators who study about combustion in the cylinders of reciprocating piston type internal combustion engines have been encountered embarrassments due to the difficulties of adjusting specific parameter without interfacing other parameters such as cylinder wall temperature, gas composition in the cylinder, existence of cylinder lubricant etc. A Rapid compression-expansion machine, the piston position and speed of which are able to be controlled by means of a system controlled electrically and actuated hydraulically, could be utilized as one of the most preferable countermeasures against those difficulties. Several units of the Rapid compression-expansion machines were developed but the speed-up of frequency of piston movement is still the problem to be improved to cope with actual speed of internal combustion engines.
The author designed and manufactured a new rapid compression- expansion machine electrically controlled and hydraulically actuated and then examined the performance. The results of experiments revealed acquirements of certain improvement on piston speed preserving the stability of frequency response and reproducing accurate compression ratio of cylinder, those are the key function for the in-cylinder combustion experiments on internal combustion engines.Abstract = ⅲ
제 1 장 서론 = 1
1.1 지금까지의 연구 = 3
1.2 목적 = 3
제 2 장 시뮬레이션을 통한 성능예측 = 5
2.1 시뮬레이션을 위한 모델링 = 5
2.2 시뮬레이션 결과 = 12
제 3 장 실험장치 및 방법 = 13
3.1 구동부 = 15
3.2 제어부 = 20
3.3 실험방법 = 25
제 4 장 결과 및 고찰 = 26
4.1 시뮬레이션과의 비교 = 26
4.2 압축비의 재현성 = 32
4.2.1 상사점의 위치제어를 통한 압축비의 재현 = 32
4.2.2 하사점의 위치제어를 통한 압축비의 재현 = 35
4.3 최적 오일 쿠션 = 37
4.3.1 니들밸브의 열림량에 따른 영향 = 39
4.2.2 입력 신호의 주파수에 따른 영향 = 40
4.2.3 최적 스로틀 개도 면적 = 41
4.4 주파수 응답특성 = 42
4.5 압축속도 = 46
제 5 장 결론 = 48
참고문헌 = 4
A Study on the Internet Control and Monitoring System Using a Microprocessor Embedded Controller
Full text linkThe remote control system using the Internet is very useful for the area where it is difficult to approach due to the limitation of time, space and location. The previous conventional remote control equipments have a difficulty in applying to the LAN environment, especially Ethernet environment transmission scheme. because they use asynchronous communication like RS232/422A/485. Therefore such equipments need interconnecting device between the asynchronous method and CSMA/CD.
In this paper, a remote monitoring and controlling system accessible in the Internet is designed and implemented.
The developed system consists of monitoring system that operates under the Windows operating system and microprocessor system(80C196KC) mounting Ethernet NIC compatible with NE2000. The protocol used in this system is UDP/IP. A set of experiments is carried out to verify the effectiveness of the developed system.Abstract
제 1 장 서론 = 1
1.1 연구 배경 = 1
1.2 선행 연구 = 3
1.3 연구 내용 = 4
제 2 장 UDP/IP 프로토콜 = 6
2.1 프로토콜의 구조 = 6
2.2 Ethernet = 6
2.2.1 Ethernet과 IEEE 802.3 = 6
2.2.2 Ethernet 패킷의 구조 = 8
2.2.3 Ethernet 수신 처리 = 9
2.2.4 Ethernet 송신 처리 = 9
2.3 ARP(Address Resolution Protocol) = 10
2.3.1 MAC 어드레스와 IP 어드레스 = 10
2.3.2 ARP의 역할 = 11
2.3.3 ARP 패킷의 구조 = 11
2.4 IP(Internet Protocol) = 14
2.4.1 IP의 역할 = 14
2.4.2 IP 패킷의 구조 = 14
2.4.3 IP 수신 처리 = 16
2.4.4 IP 송신 처리 = 16
2.5 UDP(User Datagram Protocol) = 17
2.5.1 스트림 통신과 데이터그램 통신 = 17
2.5.2 UDP의 역할 = 18
2.5.3 UDP 패킷의 구조 = 18
2.5.4 UDP 수신 처리 = 20
2.5.5 UDP 송신 처리 = 20
2.6 UDP/IP 프로토콜에 의한 패킷 송신 = 20
제 3 장 NIC(Network Interface Controller) = 23
3.1 NIC의 구조 = 23
3.2 시리얼 EEPROM = 23
3.3 버퍼 RAM = 23
3.4 I/O 포트와 인터럽트 = 26
3.5 RTL8019AS = 28
3.5.1 레지스터 = 28
3.5.2 링 버퍼 = 28
제 4 장 시스템 설계 및 구현 = 30
4.1 전체 시스템의 구성 = 30
4.2 마이크로프로세서 시스템 = 30
4.2.1 하드웨어의 설계 = 30
4.2.2 소프트웨어의 설계 = 34
4.3 모니터링 시스템 = 39
제 5 장 실험 및 고찰 = 42
5.1 실험 장치의 구성 = 42
5.2 동작 실험 = 42
제 6 장 결론 = 51
참고 문헌 = 5
(A) Study on the Simulation of the Fuel Injection System in a Large Low-speed Marine Diesel Engine
Full text linkIt has been a major research to improve the performance and reliability of diesel engine, since internal combustion engine has been invented originally.
However, recently much of these researches are focused on the reduction of exhaust emission for environmental pollution protection with the concerns of the low fuel consumption rate.
The charactristics of fuel injection system have a strong influence on the air-fuel mixing process and engine output, thermal efficiency, durability, noise, and exhaust emissions. The performance and exhaust emission of diesel engine is related to the fuel injection rate and injection pressure, injection duration. Combustion in diesel engine is mainly governed by characteristics of fuel injection.
In this study, a simulation program was developed, which could simulate a fuel injection system for low-speed marine diesel engine. The fuel injection system was composed of fuel injection pump, high pressure pipe and fuel injection valve. The unsteady flow in the high pressure injection pipe was analyzed by the method of characteristics, considering cavitation and variation of fuel density and bulk modulus.
It was assured that the simulation results agree well with experimental results of injection pressure and quantity at the high pressure distributor in fuel injection system for the training ship "M/V Hannara". And the effects of the high pressure pipe length and diameter, plunger diameter, nozzle opening pressure, nozzle hole diameter and maximum needle lift were also investigated utilizing the simulation program developed in this study.Abstract = 4
기호설명 = 6
제 1 장 서론 = 9
제 2 장 연료분사계통의 모델 = 11
2-1 연료분사계통의 작동원리 = 13
2-2 연료순환계통의 구조 = 14
2-2-1 연료펌프 = 14
2-2-2 연료노즐 = 21
2-3 쇽업소버(Shock absorber) = 22
2-4 연료캠 Control 선도 = 24
2-5 주기관 연료 순환 및 공급 선도 = 26
2-6 가변 분사시기 장치(VIT) = 28
2-7 플런저 유효행정 = 32
2-8 펌프 배럴의 연료차단구멍의 유로 단면적 = 34
2-8-1 엔진부하 중지점 이하에서의 유로 단면적 = 34
2-8-2 엔진부하 중지점 이상에서의 유로 단면적 = 37
2-9 연료노즐의 유로 단면적 = 38
제 3 장 연료분사계통의 이론 해석 = 40
3-1 연료분사계통의 기본 가정 = 40
3-2 연료분사계통의 지배 방정식 = 41
3-2-1 연료펌프 = 41
3-2-2 연료노즐 = 42
3-2-3 고압분사파이프 = 44
3-3 각 단에서의 경계조건= 49
3-4 물성치와 계수 = 52
3-5 계산 알고리즘 = 55
제 4 장 실험장치 및 실험방법 = 57
4-1 실험장치 = 57
4-2 실험방법 = 57
제 5 장 결과 및 고찰 = 60
5-1 실험결과와 계산결과의 비교 = 60
5-1-1 연료펌프의 속도변화에 의한 영향 = 60
5-2 분사계의 파라메터에 따른 시뮬레이션과 분석 = 64
5-2-1 분사파이프의 길이 및 직경 변화에 의한 영향 = 64
5-2-2 플런저 직경 변화에 의한 영향 = 67
5-2-3 연료노즐 개방압력 변화에 의한 영향 = 71
5-2-4 노즐 홀 직경 변화에 의한 영향 = 73
5-2-5 노즐 니들밸브 리프트 변화에 의한 영향 = 76
제 6 장 결론 = 78
참고문헌 = 8
Transient Impedance Characteristics of Grounding Rods
Full text linkThis thesis deals with the correlation of the transient impedance and its parameters with the stationary resistance of grounding systems to a square pulse current and a lightning impulse current.
In experiment, the grounding system consists of a single grounding rod(φ10[mm], 1[m]) and/or a triple-grounding rods of equilateral triangles with 5[m] spacing for operation.
To analyze the transient impedance characteristics of the grounding system, a pulse generator which can produce square wave of a 30[ns] rise-time and a 20[㎲] pulse duration is designed and fabricated.
Also, impulse current tests using the standard 8/20[㎲] wave specified in IEC 61000-4-5 were carried out on the grounding system to simulate the transient characteristics in an actual field condition such as a grounding system for power distribution lines.
The injected current in the grounding system and the developed potential were recorded, and the time variation of the transient impedance were calculated as the ratio of the potential rising to the injected current at each time.
The experimental results showed that the transient impedance reaches its maximum value very fast (around 250[ns]) and consecutively is returned to the value of the stationary impedance.
The transient impedance and the effective surge impedance Z3 which defines economic protection level were quite higher than the stationary resistance. The grounding impedance is decreased by the application of the triple-rods grounding system, and its effect is decreased as the frequency of the current is increased due to the inductance of the grounding leads.
It is therefore important to minimize the inductance of the grounding rods and leads to obtain the lowest grounding impedance and the lowest potential rising in a grounding system.그림 및 표 목차 = ⅲ
Abstract = Ⅴ
제 1 장 서론 = 1
1.1 연구 배경 및 필요성 = 1
1.2 연구 목적 및 내용 = 2
제 2 장 이론 = 4
2.1 접지저항 = 4
2.1.1 대지저항률 = 6
2.1.2 접지저항 측정 = 10
2.2 접지임피던스 = 12
2.2.1 봉상접지극 = 13
2.2.2 임피던스 파라미터 = 20
제 3 장 실험장치 및 방법 = 22
3.1 실험장치 = 22
3.1.1 직각파 전류 발생장치 = 22
3.1.2 뇌충격 전류 발생장치 = 28
3.2 측정계의 구성 및 실험방법 = 30
제 4 장 실험결과 및 고찰 = 35
4.1 직각파 전류에 대한 과도접지임피던스 = 36
4.2 뇌충격 전류에 대한 과도접지임피던스 = 41
제 5 장 결론 = 47
참고문헌 = 4
A Study of the Introduction of the Ship Investment Corporations System for Ship Financing
Full text linkThe Korean marine transportation industry accounts for 5% of the world's total transportation of goods (5.3billion tons) and it transported 99.7% of Korea's entire export and import with earning 11.3 billion dollars in 2000.
The securing of new and old ships which are an important basis of marine transportation industry has not been implemented since the foreign exchange crisis in 1997. The advanced countries are achieving competitiveness by securing stabilized shipping craft. The foreign exchange crisis triggered our country to consider to the introduction of the ship investment corporation system.
This study is to discuss the major benefits of the introduction of the ship investment corporation. Before discussing the introduction of the ship investment corporation, we will review our ship finance systems. And then we will examine systems the systems and operation results of Germany's K/G Fund and Norway's K/S Fund.
We have many kinds of ship finance, which are the planned shipbuilding system, BBCHP fund for introducing used shipping craft, and export fund. The planned shipbuilding, which has been developed as a policy of reinforcing shipping craft upon the basis of the five-year economic plan for connecting shipbuilding and marine transportation industry, has been given 80% of the fund for shipbuilding, based on the bringing up of marine transportation industry since 1976. This fund made a great contribution to the augmentation of shipping craft at the beginning of the domestic marine transportation industry. Shipping companies, however, avoided the use of the planned shipbuilding system because of the securing of the additional fund and high interest rate. As our country joined the OECD in 1996, this system has been abolished in the sector of the ocean-going ships, and 80% of total fund for the shipbuilding of home-waters liners has been provided.
As for the BBCHP, 100% loan for the cost of shipbuilding and various financial expenses can be borrowed from foreign financial institutions. The borrowers can pay back on equal installment basis over the period of 10~20 years and the ships transporting cargos for long-term contract basis have an advantage of securing ships without the investment of capital. Since the second half of 1980, about one billion dollars have been assigned for the ceiling of domestic shipbuilding responsibility and for the ceiling of the borrowing of fund from abroad. However, at the time of the foreign exchange crisis, the ceiling of the fund from abroad was abolished and the system has been changed so that a shipping company could borrow money on credit. It became possible for a shipping company having a lot of debts either to be unable to borrow money or to borrow money with high rate of interest. BBCHP fund for introducing used shipping craft has an advantage of securing ships within the short period of time.
There are various kinds of sources borrowing including loans, lease financing, the fund of the Bank of Korea. However, in most cases the foreign exchange of the Bank of Korea was utilized. Nevertheless, the lending of the foreign exchange of the Bank of Korea was suspended because of the foreign exchange crisis. The export fund of the Export and Import Bank is a system which foreign ships cannot be supported with this fund and foreign shipping companies utilizing the domestic shipbuilding yards can get this fund. Thus, Korean financial system of securing ships has a problem of flimsiness.
The American system of the financing for ships is to provide long-term financing on a low interest rate in order to expedite the growth and modernization of a body of merchant vessels and shipbuilding yards. The Japanese system of financing for ships is a Japan's planned shipbuilding system for reviving the body of the Japanese merchant vessels. This system has been introduced in order to reconstruct the body of merchant vessels by the government. Because of the government policy, Japan has become an advanced country in marine transportation and grown as a great country of shipbuilding.
Germany's K/G(Kommandit Gessellschaft) is a fund which operates not only ships, but also real estate. Recently, real estate tends to be on the decline and ships tends to be gradually active. According to K/G Fund, the company investing in ships borrows fund from general public investors and financial institutions and invest them in ships. The companies operating ships cannot offer their profits as mortgage nor can they rent, nor can they transfer them. In case the company investing in ships or stockholders come to suffer damage, they should be jointly and severally responsible for the directors and auditors of the company operating ships and the related company operating ships. The company investing in ships should consign the task as keeping its assets to the company keeping assets, and the procedure and criteria keeping or taking out asset are to be decided by presidents's order.
The assets of the company investing in ships, the proper assets of the company keeping them, and the assets consigned by the third party should be managed separately. In case damage occurs to the company investing in ships and to stock holders, the company keeping assets is to be responsible for the damages. In order to secure the transparency in operation, the company investing in ships limits the number of ships to one ship to one company(single purpose company). K/G Fund is being operating on a long-term and stable basis in which the tax benefit is gradually bing swindled. It should be decided within 10 years after the delivery of a ship whether it is to be applied to tonnage tax, the ship should maintain German nationality for a decade.
Norway's K/S(Kommandit Selskap) fund has been utilized in the field of marine transportation industry since 1920, and recently it has been made use of a lot in the field of real estate. K/S fund, a joint-venture company like K/G, applies 17% of high speed refunding. The period of continued existence of the Fund is two years for short term, so that it has a venture style management. Norway doesn't connect Tonnage Tax with K/S, but applies it to registered ships.
As we reviewed K/G and K/S funds, the introduction of the ship investment corporation system could contribute to promotion of the ship finance in Korea. We suggest some ideas to utilize the ship investment corporation in Korea. Firstly, it is necessary to introduce tonnage tax system for the successful introduction of the ship investment corporation. Secondly, the ship investment corporations provide the higher rate of return compared to others. Finally, the investment on ship should be recognized by investors as a safe investment instrument.목차
[ABSTRACT] = v
제1장 서론 = 1
제1절 연구 목적 = 1
제2절 연구방법 및 범위 = 2
제2장 우리나라의 선박확보제도의 변천과정에 대한 개관 = 3
제1절 선박금융의 의의와 변천 = 3
1. 선박금융의 의의 = 3
2. 선박금융의 변천 = 8
제2절 우리나라의 선박확보제도의 현황과 문제점 = 12
1. 우리나라의 선박확보제도의 현황 = 12
2. 우리나라의 선박확보의 문제점 = 25
제3장 주요국의 선박금융제도의 현황 및 비교분석 = 31
제1절 미국의 선박금융제도 = 31
1. 연방선박금융프로그램 = 31
2. 프로그램의 적용대상가 조건 = 33
제2절 일본의 선박금융제도 = 35
1. 계획조선제도 = 35
2. 시쿠미센과 일본상사금융 = 39
제3절 독일의 K/G Fund = 40
1. 개괄 = 40
2. K/G 운영현황 = 41
3. K/G의 Fund 관련 세제의 변화 = 42
4. 기타특성 = 44
제4절 노르웨이의 K/S Fund = 44
1. K/S(Kommandit Selskap Fund)의 특성 = 44
2. K/G와 K/S Fund의 유사점 = 46
3. K/G와 K/S Fund의 장·단점과 최근추세 = 46
제5절 선박투자회사법과 K/G, K/S와의 차이점 = 47
1. Fund의 형태 = 47
2. 양제도의 비교 = 47
3. 차이점 = 48
제4장 우리나라 선박투자회사제도의 성공적 도입방안 = 49
제1절 우리나라 선박투자회사제도 도입배경 = 49
1. 제정배경 = 49
2. 법제정의 기대효과 = 50
제2절 선박투자회사제도의 구조 및 운영 = 51
1. 기본구조 = 51
2. 선박투자회사의 운영 = 52
3. 선박투자회사의 설립절차 = 52
4. 투자자의 보호장치 = 53
제3절 선박투자회사제도의 성공적도입을 위한 세제지원방안 = 54
1. 서구 전통해운국의 기존 해운세제 = 54
2. 우리나라 해운조세의 내용 = 59
3. 조세지원 필요성 = 61
4. 선박투자회사의 세제지원에 따른 조세부담비교 = 62
5. 안정적인 자금조달방안 = 65
제4절 선박투자회사의 수익성분석 전망 = 65
1. 우리나라 선박량 수요전망 = 65
2. 선박확보 소요자금 전？？ = 66
3. 선박투자회사의 수익성 분석 = 67
4. 경제성 비교추정 = 70
제5장 결론 = 75
제1절 요약 및 결론 = 75
제2절 연구의 한계 및 향후의 연구과제 = 76
참고문헌 = 7
(A) Study on the Liability for the Damages Arising from Collisions at Sea and the Cover of the Insurance
Full text linkThe risk of collision is reduced by virtue of the continuing developments in navigational technique and instruments, but are increased by growth in the quantity of marine transportation.
Once a collision between vessels take place, there can be substantial damages resulting from life and property claims and many parties such as shipowners, property owners and third parties can be involved, which gives rise to complicated legal relationship between them. Although the legal nature of collision is a case of torts in civil law, the Korean Commercial Code provides collision provisions because the collision is regarded as a special act in Maritime law and it is difficult to assess properly collision damages by the civil law only.
The collision provisions in the Korean Commercial Code was enacted in succession to the Collision Convention. The law on compensation for collision damages, which in the Korean corpus juris is set forth in Articles 843 through 848 of the Commercial Code.
It is discussed the general principle of the liability of compensation for collision damages according to the Collision Convention and the Korean Commercial Code. The provisions of collsion in this Convention and Code is largely concerned with damage to vessels, cargo and passenger.
Collisions may be classified as follows : (1) Where neither vessel can be said to be at fault(termed "inevitable accident") or where it is impossible to accord the fault to either vessel (termed "inscrutable fault") (2) Where one vessel is solely to blame and (3) Where both vessels are to blame. Where only one of the ships is to blame, there is not question as to which vessel incurs the legal liability. But where two or more ships are to blame the degree of fault must be assessed in order to establish the proportion of liability which attaches to each defaulting vessel.
The liability imposed by this principle attaches in cases where the collision is caused by the fault of a pilot even when the pilot is carried by compulsion of law. All legal presumptions of fault in regard to liability for collision are not admitted in the Collsion Convention and the Korean Commercial Code.
It is discussed also the liability of other persons such as tug owner, harbour master, and controller of the vessel traffic service including time charterer.
It is discussed about the scopes and kinds of collision damages which are recoverable. The general principle for the assessment of damages is restitutio in integrum.
The damages which are recoverable are all damages arising from direct and immediate consequence of the collision, and must be a link or a chain between the collision and the damage. There are collision damages to the vessel including repair cost, their cargoes, to the effects or other property of the crews, passengers, or other persons on board and death or personal injuries, interest, etc.
The 3/4ths Collision Liability Clause forms a supplementary contract additional to the basic cover for loss of or damage to the insured vessel. And the wording "pays or becomes liable to pay by way of damages" indicates that the clause relates only to damage in tort and not those applying as a result of a contractual agreement. Furthermore, this clause limits the amount recoverable under the clause to three-fourths of the insured value and amount which the assured "becomes liable to pay and shall pay".
The clause deals with the subject of cross liabilities. A settlement under the policy on this basis depends on two factors. In the first place it can only arise when both vessels are to blamesecondly, neither vessels must have limited liability. The effect of the cross liabilities settlement is to prevent the assured items of loss of earning from extinguishing or diminishing a claim which would otherwise fall on the insurers as a claim for damage done.
The certain liabilities resulting from collisions which are excluded from the scope of the collision clause are known as 'protection and indemnity' risks and they are usually covered by the P&I Club.ABSTRACT = 1
第1章 머리말 = 4
第1節 硏究의 目的 = 4
第2節 硏究의 範圍와 方法 = 6
第2章 船舶衝突의 法的 意義 = 7
第1節 意義 = 7
第2節 船舶衝突의 成立要件 = 7
Ⅰ. 船舶 = 8
Ⅱ. 船舶間의 接觸 = 11
Ⅲ. 損害發生 = 12
第3節 船舶衝突의 法的 性質 = 12
第4節 船舶衝突의 種類 = 13
Ⅰ. 接觸狀態에 따른 種類 = 13
Ⅱ. 發生原因에 따른 種類 = 14
第5節 船舶衝突의 管轄과 準據法 = 20
Ⅰ. 裁判管轄과 準據法 = 20
Ⅱ. 船舶衝突에 관한 國際協約의 裁判管轄 = 21
Ⅲ. 涉外私法의 管轄 = 22
Ⅳ. 船舶衝突의 準據法 = 22
第3章 船舶衝突로 인한 損害賠償責任 = 24
第1節 船舶衝突의 損害賠償責任의 主體 = 24
Ⅰ. 船舶所有者 등 = 24
Ⅱ. 衝突原因의 提供者 = 29
第2節 船舶衝突의 原因과 損害賠償責任 = 31
Ⅰ. 不可抗力 및 原因不明에 의한 衝突 = 31
Ⅱ. 一方過失로 인한 衝突 = 32
Ⅲ. 雙方過失로 인한 衝突 = 34
Ⅳ. 曳船列의 衝突과 導船士의 過失에 의한 衝突責任 = 40
Ⅴ. 船舶衝突의 過失判定 = 44
第3節 船舶衝突 損害賠償責任의 範圍 = 47
Ⅰ. 船舶의 全損 = 48
Ⅱ. 船舶의 分損 = 49
Ⅲ. 積荷의 損害 = 52
Ⅳ. 費 用 = 52
Ⅴ. 리스본規則 = 54
第4章 船舶衝突에 대한 保險補償問題 = 55
第1節 船舶保險의 補償 = 55
Ⅰ.船舶衝突約款의 槪念 = 55
Ⅱ. 衝突約款의 適用問題 = 60
Ⅲ. 衝突約款의 適用要件 = 63
Ⅳ. 船舶衝突의 損害補償 = 67
第2節 船主相互保險의 補償 = 74
Ⅰ. 船主相互保險組合의 槪觀 = 74
Ⅱ. 船主相互保險의 補償範圍 = 76
Ⅲ. 船主相互保險補償을 위한 船舶保險의 要件 = 81
第5章 맺음말 = 83
參考文獻 = 85
리스본 規則 (附錄) = 9
The Legal Liability and P & I Cover on the Personal Injuries on Aboard
Full text linkBy the middle of the 19th century, shipowners found themselves faced with the threat of increasing liabilities. In the year 1836 it was decided by the courts that a shipowner could not recover from his hull underwriter for damage done in a collision. This was a result of decision in the case of De Vaux v. Salvador. P & I had been origined from this case and developed.
And this paper deals with Korea P & I Rules and Korean Law as to this subject. In the conclusion, I suppose revision of Article 20 and 21 of Korea P & I Rule. I think this revision will protect shipowner.목차
Abstract
第1章 머리말 = 4
第1節 硏究의 目的 = 4
第2節 硏究의 範圍와 方法 = 5
第2章 船主相互保險의 意義와 擔保의 一般原則 = 7
第1節 船主相互保險의 意義 = 7
I. 船主相互保險의 槪念 = 7
II. 船？ミ挑쁠질舅？ 機能 = 8
第2節 船主相互保險의 擔保의 一般原則 = 9
I. 擔保의 一般原則 = 10
II. 擔保危險의 種類 = 13
第3章 船上의 人命損害에 대한 責任制度와 船主相互保險 補償規定의 沿革 = 15
第1節 序說 = 15
第2節 船主責任制度의 發達 = 17
I. 旅客의 損害에 대한 船主賠償責任制度 = 17
II. 船員 災害補償責任法制 = 23
第3節 船主相互保險 補償規定의 發達 = 35
I. 意義 = 35
II. 協會船舶保險衝突約款과 Protection Club의 設立 = 36
III. 19세기의 船主相互保險의 設立과 擔保 = 42
III. 19세기 전반의 船主相互保險의 擔保 = 49
第4節 小結 = 59
第4章 現行法上 船上의 人命 損害에 대한 責任制度와 船主相互保險의 補償 = 61
第1節 序說 = 61
第2節 船舶所有者의 民事責任 = 62
I. 海上旅客運送人의 責任 = 62
II. 船主責任制限制度 = 64
第3節 船員 災害補償責任 = 66
I. 意義 = 66
II. 療養補償 = 66
III. 傷病補償 = 67
IV. 障害補償 = 68
V. 一時補償 = 68
VI. 行方不明補償 = 68
VII. 遺族補償 = 69
VIII. 葬祭費 = 71
IX. 所持品流失補償 = 71
第4節 船主相互保險？？ 補償 = 71
I. 補償의 原則 = 71
II. 旅客의 損害에 대한 補償責任 = 71
III. 船員 및 旅客 이외의 사람에 대한 補償責任 = 77
IV. 船主相互保險의 補償 = 80
第5節 小結 = 92
第5章 맺음말 = 95
參考文獻 = 9