In the present work, a new hydrogen added argon heat treatment process that prevents the formation of hydrides and eliminates the dehydrogenation step, is developed. Dissolved hydrogen has a good effect on sintering properties such as oxidation resistance and density of greens. This process can also reduce costs and processing time. In the experiment, commercially available Ti-6Al-4V powders are used. The powders are annealed using tube furnace in an argon atmosphere at 700oC and 900oC for 120 min. Hydrogen was injected temporarily during argon annealing to dissolve hydrogen, and a dehydrogenation process was performed simultaneously under an argon-only atmosphere. Without hydride formation, hydrogen was dissolved in the Ti-6Al-4V powder by X-ray diffraction and gas analysis. Hydrogen is first solubilized on the beta phase and expanded the beta phases’ cell volume. TGA analysis was carried out to evaluate the oxidation resistance, and it is confirmed that hydrogen-dissolved Ti-6Al-4V powders improves oxidation resistance more than raw materials.

본 연구에서는 KVLCC2의 파랑 중 부가저항과 운동을 Unsteady Reynolds-Averaged Navier-Stokes(URANS) 방법과 3차원 포텐셜법을 이용하여 추정하였다. 수치해석은 3가지 선박속도(설계, 운항, 정지 속도)에서 다양한 파랑조건에서의 선박의 부가저항 및 수직운동(상하 및 종 동요 응답)의 추정에 대해 수행되었다. 첫째, CFD와 3차원 포텐셜 방법을 이용하여 규칙파에서의 선박속도와 파랑조건에 따른 선박의 부가저항과 운동을 추정하고 실험값과의 비교를 통해 두 수치 해석법의 특징을 살펴보았다. 둘째, CFD를 이용한 선박의 속도별 비정상 파형 분포와 선박의 부가저항 및 운동의 시간이력에 대해 해석하였다. 수치 격자계에 대한 수렴도를 확인하였고 수치계산과 모형시험 결과를 비교하여 사용한 수치 기법들을 체계적으로 검증 하였다. 이를 통해 본 연구에 적용된 수치해석법들의 신뢰성과 선속변화에 따른 파랑 중 부가저항과 선박의 수직운동에 대한 관계를 확인하였다.

In this study, experiments were performed using a model of a very large crude oil carrier (VLCC), which is a typical blunt ship, in a wave-making towing tank. The aim of the experiments was to determine the effect of added resistance in waves on the various operating conditions of a VLCC. An analysis of the results was conducted to determine the characteristics of resistance performance in waves. In addition, the characteristics of added resistance on a tanker were analyzed under irregular waves based upon the above result. The experimental results showed that added resistance was the highest around λ/L = 1.0, and the added resistance increased with the increase of the ship speed. Furthermore, under even keel conditions, the added resistance was higher than that under the trim changes, and the smallest added resistance was measured at the trim by the stern. Based on the experimental results, this study proposes effective operating conditions by analyzing the characteristics of the mean added resistance and the expected extreme response in irregular waves.

Thermal shock resistance property has recently been considered to be one of the most important basic properties, in the same way that the transverse-rupture property is important for sintered hard materials such as ceramics, cemented carbides, and cermets. Attempts were made to evaluate the thermal shock resistance property of 10 vol% TaC added Ti(C,N)-Ni cermets using the infrared radiation heating method. The method uses a thin circular disk that is heated by infrared rays in the central area with a constant heat flux. The technique makes it possible to evaluate the thermal shock strength (Tss) and thermal shock fracture toughness (Tsf) directly from the electric powder charge and the time of fracture, despite the fact that Tss and Tsf consist of the thermal properties of the material tested. Tsf can be measured for a specimen with an edge notch, while Tss cannot be measured for specimens without such a notch. It was thought, however, that Tsf might depend on the radius of curvature of the edge notch. Using the Tsf data, Tss was calculated using a consideration of the stress concentration. The thermal shock resistance property of 10 vol% TaC added Ti(C,N)-Ni cermet increased with increases in the content of nitrogen and Ni. As a result, it was considered that Tss could be applied to an evaluation of the thermal shock resistance of cermets.

Since most merchant vessels are mainly influenced by the added resistance in an actual sea, they could be navigated more efficiently if this added resistance could be precisely predicted and then effectively reduced. In this paper, we have computed the effective horsepower based on the resistance performance in still water and then calculated the added resistance in regular wave in order to estimate a ship's propulsion performance on a voyage. Firstly, we have performed experiments using a model of KCS in a circulating water channel to estimate the flow characteristics around a container ship and the ship's resistance in still water. Then we have calculated the motion response function in regular wave as well as the values for the increase in resistance, and evaluated the ship's motion performance in waves according to the calculated response function. It was found that the resistance in waves increased because the ship's motion response value became larger as the ship's speed increased in the case of head sea. The effect of the added resistance could be reduced by maneuvering the ship to the encounter angle of 120˚ in areas of long wavelengths and to head sea in areas of short wavelengths.

선박이 파랑중을 항행할 경우에는 정수중에 비하여 저항이 증가하기 때문에 예부선의 안정성 확보를 위해 예선의 예인마력과 예인삭의 절단하중 등을 산정할 때에 부선의 정수중 저항값 및 파랑중 저항값을 정확히 추정해야 안전한 예항업무를 이행할 수 있다. 현재 정부에서 제안하고 있는 방법에 의하면 부선의 전저항 산정시 마찰저항, 조파저항, 공기저항은 선체의 형상 및 예선의 속력 등을 고려하여 산정하지만 부가저항은 유의파고에 따라 일률적으로 적용하고 있다. 본 연구에서는 파랑중 부가저항 추정을 위해 수치계산을 실시하여 wigley 선형에 대한 기존의 실험 데이터와 상호 비교함으로서 본 계산법의 유효성을 검증하고, 검증된 수치계산법을 토대로 실무에서 많이 사용되고 있는 두개의 부선 모델을 대상으로 계산을 실행한 결과 부선의 부가저항은 파도와의 만남각에 따라 약 0.3∼1.1톤, 예인속력에 따라 약 0.4∼1.2톤, 선수형상에 따라 약 0.5∼1.1톤으로 차이가 발생함을 확인하였다.