A Study on the Improvement of Ship Energy Efficiency through ESS(Energ Storage System)

This paper deals with the ship power management system using energy storage system. Energy storage device is used for the improving energy efficiency and improving power quality and energy shifting etc. Representative examples of the energy storage device is a ultra-capacitors, flywheel battery and secondary battery. In order to select the most appropriate energy storage device to the ship, Comparing the energy storage device and analyzed. Among the comparison results of energy storage system, middle-large secondary battery was deemed most appropriate in conjunction with a ship power management system linked energy storage system is proposed. The Purposed of this paper is the capacity selection of secondary battery and generator suitable ship for energy efficiency improvements of ship with applied the secondary battery. Analyzed the operational data of each ship type in the actual operation date for capacity calculation of the secondary battery and generator suitable for ship. Analysis ship type is car carrier, container ship, LNGC and ship operation data such as a ship power consumption, operation mode time, heavy consumption usage time were analyzed. The simulation was performed using the LabVIEW program based graphic user interface and modeling the ship electric load was modeled through the analysis of ship power load. To improve the reliability of ship load modeling was added 10% of margin power load. Re-selecting the capacity of the generator based on the power date that analysis, it was established the capacity of the secondary required to this. The simulation result shows quantitatively by comparing the ship power management system linked battery and exiting power management system using diesel generator specific fuel oil consumption. As a results, the ship power management system appling secondary battery can improved by 2% of ship electric energy efficiency was confirmed.목 차 List of Tables ·················································································································· iii List of Figures ··················································································································iv Nomenclatures ················································································································· vi Abstract ··························································································································· viii 제 1 장 서 론 ····················································································································1 1.1 연구배경 ···················································································································1 1.2 연구동향 ···················································································································4 1.3 연구내용 및 구성 ···································································································5 제 2 장 에너지 저장장치 ································································································6 2.1 에너지 저장장치 개요 ···························································································6 2.2 울트라 커패시터 ·····································································································8 2.3 플라이휠 배터리 ·····································································································9 2.4 이차전지 ·················································································································10 2.5 에너지 저장장치의 비교 ·····················································································12 제 3 장 선박 전력시스템 ····························································································14 3.1 선박 운항 특성 분석 ···························································································14 3.1.1 운항모드별 운항 비율 ················································································15 3.1.2 선종별 제원 특성 ························································································17 3.1.3 운항모드별 전력소비량 ··············································································19 3.1.4 운항모드별 중부하 사용시간 ····································································23 3.2 전력관리시스템 ·····································································································24 3.2.1 부하분담 시작 및 정지 기능 ····································································25 3.2.2 비 필수부하 제어 ························································································30 3.2.3 중부하 관리 ··································································································30 3.3 이차전지 연동형 전력관리시스템 ·····································································32 제 4 장 시뮬레이션 ········································································································36 4.1 시뮬레이션 개요 ···································································································36 4.2 시뮬레이션 ·············································································································37 4.2.1 선박 전력부하 ······························································································37 4.2.2 발전기 ············································································································42 4.2.3 이차전지 ········································································································44 4.2.4 연료소비율 ····································································································47 4.3 시뮬레이션 프로그램 구성 ·················································································48 제 5 장 시뮬레이션 결과 분석 ····················································································53 5.1 Payback ··················································································································53 5.2 4,600TEU 컨테이너선 ··························································································56 5.2.1 환경조건 ········································································································56 5.2.2 데이터 분석 ··································································································56 5.3 8,600TEU 컨테이너선 ··························································································58 5.3.1 환경조건 ········································································································58 5.3.2 데이터 분석 ··································································································59 5.4 LNGC ······················································································································61 5.4.1 환경조건 ········································································································61 5.4.2 데이터 분석 ··································································································62 제 6 장 결 론 ··················································································································6

Operational Algorithm Design and Energy Efficiency Analysis of Electric Propulsion System

Ships have long been used as a means to transport large quantities of goods. Most modern ships have propulsion systems equipped with low-speed diesel engines, steam turbines, or gas turbines. However, the demand for eco-friendly ships and smart ships is increasing owing to rising fuel oil prices. Furthermore, the regulations on ship emissions such as sulfur oxide and nitrogen oxide have led to the transition from existing mechanical propulsion systems to hybrid and electric propulsion systems. since the early 20th century, countries such as the U.S.A. and Russia have been applying electric propulsion technology to commercial vessels. Since the development of electric power technology, research has been underway to equip ships with equipment such as batteries and shaft generator motors. Various vessel propulsion systems and operation modes have been developed due to the development of such equipment and environmental regulations. In this paper, we compared and analyzed the energy efficiency of hybrid power and propulsion systems in container vessels. Power management systems compatible with existing mechanical propulsion systems are not applicable in the case of hybrid powered propulsion systems. Therefore, this paper proposed a suitable operation algorithm for a hybrid powered propulsion system. For energy comparison and numerical analysis, a ship-power model, main engine fuel characteristic model, generator fuel characteristic model, propulsion motor efficiency model, shaft generator model, and battery efficiency model were developed. The proposed integrated engineering control algorithm was applied to verify the energy efficiency through simulations. The operation data of an actual container ship was used to compare the energy efficiency for different configurations of the ship power and propulsion system. Furthermore, a comparative analysis of the energy efficiencies of the propulsion and power systems was performed via simulation목 차 제 1 장 서 론 1 1.1 연구 배경 1 1.2 연구 동향 3 1.2.1 국외 동향 3 1.2.2 국내 동향 5 1.3 연구 목표 및 내용 6 제 2 장 추진 및 전력 시스템 8 2.1 추진 시스템 8 2.1.1 기계식 추진 시스템 10 2.1.2 전기식 추진 시스템 12 2.2 전력 시스템 16 2.2.1 교류기반 전력 시스템 17 2.2.2 직류기반 전력 시스템 19 제 3 장 통합 기관 제어 시스템 21 3.1 선박 운항 데이터 22 3.2 전력 관리 시스템 25 3.2.1 발전기 부하분담 운전 27 3.2.2 부하 제어 및 관리 28 3.2.3 전력 관리 시스템 알고리즘 29 3.2.4 배터리 연계형 전력 관리 시스템 31 3.2.5 통합 기관 제어 시스템 34 제 4 장 가상선박 설계 및 모델링 41 4.1 가상선박 설계 및 모델링 방향 41 4.2 데이터 보간 및 다항식 회귀 44 4.2.1 데이터 보간 44 4.2.2 다항식 회귀 51 4.3 선박 선속-출력 모델 53 4.4 메인 엔진 연료특성 모델 59 4.5 발전기 연료특성 모델 60 4.6 추진 전동기 효율 모델 64 4.7 배터리 효율 모델 66 4.8 축 발전기 효율 모델 70 제 5 장 시뮬레이션 72 5.1 2,500 TEU 컨테이너선 73 5.2 6,800 TEU 컨테이너선 88 제 6 장 검토 및 고찰 99 제 7 장 결론 103 감사의 글 105 참고문헌 107Docto

사람 정상 코점막 상피세포에서 anion exchangers의 분자적, 기능적 발현에 관한 연구

Dept. of Medicine/석사[한글]본 연구의 목적은 사람 정상 코점막 상피세포의 관내강막과 기저외측막에 있어서 점액섬모 분화에 따른 음이온 교환기의 mRNA 발현 정도의 조절을 연구하는 것이었다. 우리는 먼저 사람 정상 코점막 상피세포의 점액섬모 분화를 유도하고 이를 세포학적 및 분자적 차원에서 확인한 후, 사람 정상 코점막 상피세포에서 발현하는 음이온 교환기의 isoform들을 확인하고 이들이 점액섬모 분화에 의해 영향을 받는지에 대해 알아보았다. 마지막으로, 극성의 단층 사람 정상 코점막 상피세포의 관내강막과 기저외측막에서 이러한 음이온 교환기의 기능적 활성도에 대해서 알아보았다. 이 연구에서 우리는 상피세포가 점액섬모 상피세포로 분화되는 것을 세포학적 및 분자적 차원에서 확인하였고 다양한 음이온 교환기의 isoform들이 발현되는데 이중 일부만이 점액 섬모 분화에 의해 영향을 받는다는 것을 알 수 있었다. 또한 사람 정상 코점막 상피세포의 관내강막과 기저외측막에 있어서 음이온 교환기의 활성도는 세포내 cAMP나 칼슘 신호전달체계 및 DPC와 DIDS에 의해 영향을 받는다는 것을 알 수 있었다. 본 연구에서는 사람 정상 코점막 상피세포를 이용한 분자적 및 기능적 연구를 통해 음이온 교환기가 세포내 pH 및 ASL pH조절에 중요한 역할을 한다는 것을 알 수 있었다. [영문]Anions play an important role in the regulation of airway surface liquid volume, viscosity, and pH. However, functional localization of anion exchanger is poorly understood in human nasal epithelium, and the effect of other anion transporters on anion exchanger activity have not been clearly reported. The aim of this study was to investigate the regulation of mRNA expression level of the anion exchangers in accordance with mucociliary differentiation and the functional expression of the anion exchanger in both luminal and basolateral membranes in normal human nasal epithelial cells. In order to do this, we first induced mucociliary differentiation of the normal human nasal epithelial cells and then confirmed it through histological and molecularcharacterization. Second, we identified the types anion exchanger isoforms present in normal human nasal epithelial cells, and determined if they were affected by mucociliary differentiation. Finally, we examined the functional activity of anion exchanger in the luminal and basolateral membranes of the polarized monolayer normal human nasal epithelial cells. In this study, we showed that epithelial cells differentiated into mucociliary epithelium through histological and molecular characterization and that while various anion exchanger isoforms are expressed, only some of them were affected by mucociliary differentiation. In addition, we found that anion exchange activity was affected by intracellular cyclic adenosine monophosphate(cAMP)-mediated and calcium signaling, and that diphenylamine-2,2’-dicarboxylic acid(DPC) and 4,4’-diisothiocyanato-stilbene-2,2’-disulfonate(DIDS)-sensitive anion exchange activity existed in both the luminal and basolateral membranes of normal human nasal epithelial cells. Our findings through molecular and functional studies using normal human nasal epithelial cells suggest that anion exchanger may play an important role in the regulation of pHi and airway surface liquid pH.ope

Results of salvage therapy after failure of initial treatment for advanced olfactory neuroblastoma

INTRODUCTION: Olfactory neuroblastoma is a very aggressive tumour with high rates of locoregional recurrence and distant metastasis. Therefore, salvage therapy plays an important role in control of these neoplasms. In this study, we present our experience and treatment outcomes for salvage therapy in patients with recurrent olfactory neuroblastoma. MATERIAL AND METHODS: We retrospectively analysed 17 patients treated for advanced olfactory neuroblastoma during the last 15 years. RESULTS: The disease-free 5-year survival rate was 48% in all patients and 42% in the 17 patients with recurrence or distant metastasis. Salvage therapy was performed in 6 of 8 patients with recurrence or metastasis and proved successful in 50% of them. In the patients with locoregional recurrence, the success rate of salvage radiotherapy plus neck dissection was superior to salvage chemotherapy alone. In addition, 17% of the patients with distant metastasis after initial treatment died after salvage therapy. In 15% of patients with a clinical stage N0 at initial diagnosis, nodal recurrence developed and was successfully treated with salvage therapy. CONCLUSION: Complete surgical resection, including craniofacial resection and postoperative radiotherapy without elective neck dissection, is the preferred approach in the treatment of advanced olfactory neuroblastoma. In locoregional recurrence, successful salvage therapy may include selective neck dissection and radiotherapy, but in cases of distant metastasis, the prognosis was poor.ope