• Transactions of the Korean Society of Mechanical Engineers B
• /
• v.36 no.12
• /
• pp.1161-1169
• /
• 2012

A numerical study has been conducted to investigate the aerodynamic characteristics and behavior of a wing-tip vortex around a three-dimensional symmetric wing (NACA0015) in the vicinity of the ground. The aerodynamic characteristics and the wing-tip vortex change as a wing approaches the ground as a result of two different phenomena: the ground effect and the Venturi effect. The ground effect increases lift and decreases drag whereas the Venturi effect generates negative lift and increases drag suddenly. A symmetric airfoil experiences both phenomena with respect to changes in the angle of attack. In the case of a NACA0015 airfoil, the Venturi effect is dominant at small angles of attack but the ground effect is dominant at large angles of attack. Interestingly, both phenomena can be observed at the 4 degree of angle of attack. The vortex core moves inside a wing when the wing experiences the Venturi effect, whereas the vortex core moves outward when the wing experiences the ground effect.

• Journal of the Korea Academia-Industrial cooperation Society
• /
• v.20 no.2
• /
• pp.655-661
• /
• 2019

This study examined the change in driving performance according to the starting position of the rear diffuser of a vehicle. To accomplish this, the CATIA 3D design program was used to model the vehicle with reference to a commercial SUV vehicle and design the rear diffuser to start from 300, 400, and 500 mm from the rear tire. The flow and drag change were analyzed and the change in air flow was confirmed using Fluent, a flow analysis program at a vehicle traveling speed of 60, 100, and 140 km/h. The rear diffuser reduced the lift and drag forces compared to no diffuser regardless of the starting position. This is because if there is a rear diffuser, it will reduce the vortex phenomenon by suppressing the flow separation that occurs when air is drawn out from the rear portion of the vehicle. In this study, the starting point SP 400 was determined to be the optimal condition because the lift force was the smallest at SP 400 and the lift reduction effect was the best.

• Journal of Industrial Technology
• /
• v.22 no.B
• /
• pp.27-34
• /
• 2002

3-D numerical studies are performed to investigate the effect of the air dam height and approaching air velocities on the pressure distribution of notchback road vehicle. For this purpose, the models of test vehicle with four different air dam heights are introduced and PHOENICS, a commercial CFD code, is used to simulate the flow phenomena and to estimate the values of pressure coefficients along the surface of vehicle. The standard $k-{\varepsilon}$ model is adopted for the simulation of turbulence. The numerical results show that the height variation of air dam makes almost no influence on the distribution of the value of pressure coefficient along upper and rear surface but makes strong effects on the bottom surface. That is, the value of pressure coefficient becomes smaller as the height is increased along the bottom surface. Approaching air velocity makes no differences on pressure coefficients. Through the analysis of pressure coefficient on the vehicle surface, one tries to assess aerodynamic drag and lift of vehicle. The pressure distribution on the bottom surface affects more on lift than the pressure distribution on the upper surface of the vehicle does. The increase of air dam height makes positive effects on the lift decrease but no effects on drag reduction.

• Journal of the Korean Society for Aeronautical & Space Sciences
• /
• v.37 no.3
• /
• pp.248-254
• /
• 2009

The use of evolutionary algorithm is limited in the field of aerodynamics, mainly because the population-based search algorithm requires excessive CPU time. In this paper a coupling method with adaptive range genetic algorithm for floating point and back-propagation neural network is proposed to efficiently obtain a converged solution. As a result, it is shown that a reduction of 14% and 33% respectively in wave drag and its consumed time can be achieved by the new method.

• Aerospace Engineering and Technology
• /
• v.12 no.2
• /
• pp.180-185
• /
• 2013

In this study, preliminary design of human powered aircraft was performed by considering the aerodynamic performance. For this, overall weight including the aircraft and pilot was determined. Then, the main wing and horizontal/vertical tail were designed with appropriate selection of the airfoils and planform shapes. Based on these, three dimensional flow was calculated to obtain lift and drag coefficients and the position of center of gravity (CG). Consequently, it was shown that the lift and power of the aircraft satisfied the constraints of the minimum required lift and the pilot's available power. Also, the CG of the aircraft was located at aerodynamic center (AC) of the main wing, which guaranteed 26% of the static margin.

• Journal of Biosystems Engineering
• /
• v.20 no.2
• /
• pp.141-150
• /
• 1995

땅콩을 대상으로 하는 각종 농산가공기계의 개발 및 최적 작동에 필요한 땅콩 자실의 물리적, 기계적 및 공기 역학적 성질에 대한 연구가 수행되었다. 영호, 올, P.I. 314817의 3 가지 품종에 대해 땅콩 자실의 형상, 각부 칫수, 진밀도, 산물밀도 및 종실율이 측정되었으며, 땅콩자실에 대해 압축실험을 실시함으로써 자실이 파괴될 때의 힘, 변형량, 그리고 단위 체적당 최대 흡수 에너지인 터프니스 계수를 측정하여 기계적 성질로서 제시하였다. 공기 역학적 성질로서는 땅콩 자실과 종실의 종말속도 및 항력계수가 측정되었다. 1. 땅콩 자실의 기하학적 형상은 수원체로 모형화할 수 있었다. 2. 진밀도는 땅콩 자실의 경우는 515-620 $kg/m^3$, 종실의 경우는 960-1,090 $kg/m^3$, 의 값을 보였다. 3. 대합면이 수평인 자세에서의 파괴력은 영호가 61.9 N, P.I. 314817은 71.5 N, 올 땅콩은 84.8 N였으며, 터프니스 계수는 각각 30, 43, 72 kN-$m/m^3$, 의 값을 보였다. 모든 품종과 함수율에서 파괴력과 터프니스 계수는 대합면이 수직인 자세에서보다 수평자세에서 더 큰 값들을 보였다. 4. 땅콩 자실과 종실의 평균 종말속도는 각각 8.7-9.9 m/s, 10.0-11.6 m/s 범위였다. 종말속도는 진밀도와 직선적인 관계가 있었으며 품종과 형상에 따른 뚜렷한 종말속도의 차이는 보이지 않았다.

• Journal of the Korea Organic Resources Recycling Association
• /
• v.18 no.3
• /
• pp.77-86
• /
• 2010

In this study, the model of the indirect wind suction waste sorting machine for characteristics of the screening of waste was studied using computational fluid dynamics and the drag coefficient for the model and the suction wind speed were obtained. The wind separator are developing by installing a cyclone air outlet to the suction blower impeller waste is selective in a way that does not pass the features and characteristics of the inlet pipe of the pressure loss and separation efficiency can have a significant impact on. Using Wind separator for selection of waste in the waste prior research on the aerodynamic properties are essential. For plastic cases, it is reasonable to take the drag coefficient between 0.8 and 1.0, and for cans, compression depending on whether the cans, the drag coefficient is in the range from 0.2 to 0.7. The separation efficiency of waste as change suction speed was the highest efficiency when the suction speed was 25~26 m/s. Shape of the inlet, depending on how the transfer pipe of the duct pressure loss occurs because the inlet velocity changes through the appropriate design standards to allow for continued research is needed.

• Transactions of the Korean Society of Mechanical Engineers B
• /
• v.38 no.3
• /
• pp.219-225
• /
• 2014

In this study, to find the characteristics of the oscillation of a terminating shock wave in a transonic airfoil flow with non-equilibrium condensation, a NACA00-12,14,15 airfoil flow with non-equilibrium condensation is investigated through numerical analysis of TVD scheme. Transonic free stream Mach number of 0.81-0.90 with the variation of stagnation relative humidity and airfoil thickness is tested. For the free stream Mach number 0.87 and attack angle of ${\alpha}=0^{\circ}$, the increase in stagnation relative humidity attenuates the strength of the terminating shock wave and inactivates the oscillation of the terminating shock wave. For the case of $M_{\infty}=0.87$ and ${\phi}_0=60%$, the decreasing rate in the frequency of the shock oscillation caused by non-equilibrium condensation to that of ${\phi}_0=30%$ amounts to 5%. Also, as the stagnation relative humidity gets larger, the maximum coefficient of drag and the difference between the maximum and minimum in $C_D$ become smaller. On the other hand, as the thickness of the airfoil gets larger, the supersonic bubble size becomes bigger and the oscillation of the shock wave becomes higher.

• KSCE Journal of Civil and Environmental Engineering Research
• /
• v.33 no.1
• /
• pp.93-100
• /
• 2013

The objective of present study is to investigate the sensitivity of aerostatic force coefficients of twin box girder of Yi Sun-sin Bridge according to the Reynolds numbers. This paper presents the 1:30 scale sectional model tests conducted at high speed wind tunnel in Korea Air Force Academy. Comparison with results at low Reynolds number obtained in KOCED Wind Tunnel Center in Chonbuk National University is also provide. The Reynolds number dependency of aerodynamic force coefficients were observed at present streamlined twin box girder. The drag coefficient revealed significant decrease of nearby 23% at supercritical region. The boundary layer trip strip was found to reduce the Reynolds number dependency of aerodynamic forces by fixing the location of flow transition.

• Transactions of the Korean Society of Mechanical Engineers B
• /
• v.35 no.12
• /
• pp.1273-1283
• /
• 2011

A 3-dimensional unsteady numerical analysis has been performed to evaluate the aerodynamic characteristics of a Giromill. Generally, the structure of a Giromill is simple and therefore easy to develop. In addition, the high solidity of the Gironmill helps improve the self-starting capacity at a low tip speed ratio (TSR). However, contrary to the Darrieus wind turbine which has a TSR of 4-7, a Giromill has a low TSR of 1-3. In this study, the aerodynamic characteristics of the Giromill are investigated using computational fluid dynamics (CFD). Three straight-bladed wings are used, and the solidity of the Giromill is 0.75. In contrast to a Darrieus wind turbine having low solidity, the Giromill shows a sudden decrease in the aerodynamic performance because of the interference between the wings and an increase in the drag on the wings in the downstream direction where wind flow is significantly reduced. Consequently, the aerodynamic performance decreased at a TSR value lower than 2.4.