• Proceedings of the Korean Society of Precision Engineering Conference
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• 2003.06a
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• pp.215-218
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• 2003

Nano-scale experiments for adhesion force and friction force were performed with AFM/FFM. In macro-scale, the friction coefficient is constant without relating to the change of contact area. However, many papers have indicated that in nano-scale, the friction coefficient is related to the contact area. Contact area would increase with the normal force. Therefore, in this study, we analyzed the trend of the friction coefficient of Si(100) and Mica according to the normal force and then. the contact area was calculated by JKR-theory. Results showed the friction coefficient was constant under 180 nm$^2$ contact area and over 180 nm$^2$ contact area, it was degraded. Moreover. the friction coefficient was constant according to the adhesion force.

• Journal of the Society of Naval Architects of Korea
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• v.56 no.4
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• pp.361-372
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• 2019

The flow pattern of air layers and skin-friction drag reduction by air injection are investigated to find the suitable multiphase flow model using unstructured finite-volume CFD solver for the Reynolds-averaged Navier-Stokes equations. In the present computations, two different multiphase flow modeling approaches, such as the Volume of Fluid (VOF) and the Eulerian Multi-Phase (EMP), are adopted to investigate their performances in resolving the two-phase flow pattern and in estimating the frictional drag reduction. First of all, the formation pattern of air layers generated by air injection through a circular opening on the bottom of a flat plate are investigated. These results are then compared with those of MMkiharju's experimental results. Subsequently, the quantitative ratios of skin-friction drag reduction including the behavior of air layers, within turbulent boundary layers in large scale and at high Reynolds number conditions, are investigated under the same conditions as the model test that has been conducted in the US Navy's William B. Morgan Large Cavitation Channel (LCC). From these results, it is found that both VOF and EMP models have similar capability and accuracy in capturing the topology of ventilated air cavities so called'air pockets and branches'. However, EMP model is more favorable in predicting quantitatively the percentage of frictional drag reduction by air injection.

• Journal of the Society of Naval Architects of Korea
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• v.50 no.6
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• pp.399-406
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• 2013

In the present study, the flat plate model test method is developed to evaluate the skin friction of the marine coating in the cavitation tunnel. Six-component force balance is used to measure the profile drag of the flat plate and strut. LDV(laser Doppler velocimetry) technique is also employed to evaluate the drag and to figure out the reason of the drag reduction. The flow velocities above the surface can be used to assess the skin friction, combined with direct force measurement. Since the vortical structure in the coherent turbulence structure influences on the skin friction in the high Reynolds number regime, the interaction between the turbulence structure and the surface wall is paying more attention. This sort of thing is important in the passive control of the turbulent boundary layer because the skin friction can't be determined only by wall condition. As complicated flow phenomena exist around a paint film, systematic measurement and analysis are necessary to evaluate the skin friction appropriately.

• Journal of the Society of Naval Architects of Korea
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• v.58 no.3
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• pp.144-157
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• 2021

Brake Horse Power (BHP) reduction ratios by air injection to the underside of the hull surface in an actual ship are predicted using an unstructured finite-volume CFD solver and compared with the sea trial results. In addition, air lubrication system installed on the existing vessel is investigated to find a good solution for additional drag reduction. As a results, it is found that the thickness of the air layer should be minimized within a stable range while securing the area covered by the air layer as much as possible. Furthermore, the amount of frictional drag reduced by air injection is found to be independent of surface roughness and still effective on rough surface. Based on the results of this study, it is expected that systematic and reliable air lubrication system can be designed and evaluated using the proposed method.

• Journal of Korean Society of Coastal and Ocean Engineers
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• v.20 no.6
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• pp.532-539
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• 2008

Kwon et al.(2008) carried out a hydraulic experiment in order to evaluate Manning coefficient, which implicates flow resistance due to bottom friction as well as drag caused by the squared piers higher than water depth and arranged with equal intervals, under the flow condition with a constant drag coefficient, $Re>10^4$. And, based on the equation of equilibrium, they proposed a formula for the equivalent resistant coefficient including empirical drag interaction coefficient obtained by using the experimental results. In this study, the hydraulic experiment was simulated using FLOW-3D, a 3-dimensional computational fluid dynamic code. The computations were compared with the experiment results as well as the semi-theoretical formula, and the comparisons show a good agreement. From the agreement, it was confirmed that when flow resistance bodies were higher than water depth, Manning n value increases with 2/3 power of water depth as shown in the theoretical formula and that drag interaction coefficient was dominated by their intervals.

• Journal of the Korea Academia-Industrial cooperation Society
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• v.17 no.5
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• pp.173-178
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• 2016

When a ballast track of a high-speed train is constructed on a bridge, the displacement of the bridge decks can occur because they are not fixed to the rails. Moreover, relative displacements occur between the bridge and rails caused by temperature changes and external loads. The current longitudinal resistance criteria (UIC Code 774-3, KR C-08080) on ballast tracks with continuous welded rails (CWRs) do not take into account the longitudinal movement of the bridge and the frictional force between the ballast and slabs. In addition, the magnitude of the longitudinal resistance, k, is calculated somewhat conservatively and, (therefore?) it acts as an unfavorable element in the design of long span and continuous railway bridges. Thus, in order to replicate the actual behavior more effectively, the longitudinal resistance of CWRs should take into account the additional rigidity between the slab and track. In this study, the longitudinal resistances of the ballasted track on the bridge were analyzed by carrying out an experimental study with a test setup designed to simulate the deck and bed track. In the test results, the maximum longitudinal resistances of the tests were similar to the resistances of the current codes, however, the measured longitudinal stiffness designed to limit the displacement of the tests were much smaller in comparison with the longitudinal stiffness on the codes.

• Journal of the Korean Geotechnical Society
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• v.26 no.8
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• pp.27-37
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• 2010

Downdrag force develops when a pile is driven through a soil layer which will settle more than a pile. There is no obvious criterion for application of the current pile design method considering the negative skin friction. Therefore, in this study, numerical analyses were performed to investigate the behavior of a single pile subjected to negative skin friction and their results were used to determine the applicability of the current design method. Including three different sites in Song-do area and two different cases with friction pile and end bearing pile conditions, total six cases were considered. The load-settlement relationships and the neutral points were estimated for different end bearing conditions and the allowable bearing capacity of piles with negative skin friction was investigated through parametric studies. Based on the results showed that the negative skin friction made a major influence on the settlement of a pile and its stress. However the allowable bearing capacity may not be influenced by the negative skin friction. Compared with the allowable bearing capacity obtained from the ultimate bearing capacity with the safety factor of 3, the current design method with the safety factor of 3 underestimated the allowable bearing capacities regardless of the end bearing conditions. On the other hand, the current design method with the safety factor of 2 yielded reasonable results depending on the end bearing conditions.

• Journal of the Korean Society for Aeronautical & Space Sciences
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• v.45 no.3
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• pp.202-211
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• 2017

In this study, numerical simulations were performed using the ${\gamma}-Re_{\theta}$ transition model of KFLOW for the transitional flow over the KARI-11-180 airfoil. Numerical results of KFLOW were compared with experimental data and two other numerical results of XFoil and MSES. Fully turbulence model was predicted high skin friction drag than transition model because fully turbulence model could not solve the transitional flow. Numerical predictions using the ${\gamma}-Re_{\theta}$ model of KFLOW show a good agreement with experimental data and other numerical results. Present numerical results were confirmed the state of drag bucket due to dramatic changing of the transition location on the airfoil surface.

• Proceedings of the Korea Water Resources Association Conference
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• 2011.05a
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• pp.138-138
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• 2011

식생된 개수로에서 식생의 영향을 파악하기 위해 k-$\in$ 난류 모형을 이용하여 수치모의를 하였다. 식생의 영향을 고려하기 위해 항력항을 추가한 지배방정식을 구성하였으며, 지배방정식을 해석하기 위하여 유한체적법을 사용하였다. 수치모의에서 구한 식생된 개수로의 흐름구조를 기존의 수리실험 결과와 비교하여 비교적 잘 일치함을 확인할 수 있다. 난류의 생성과 소멸을 수치모의한 결과, 부분구간 식생된 경우 식생높이 보다 낮은 구간에서는 후류에 의한 난류 생성이 지배적이며, 식생높이보다 높은 구간에서는 주로 마찰에 의한 난류 생성이 지배적임을 보였다. 기존의 연구들은 식생의 영향을 고려하여 개수로의 흐름을 연구한 예는 드물며, 현재까지 진행되어진 국내의 연구는 난류모형을 이용하여 식생된 개수로에서의 흐름 구조를 모의하였다. 따라서 난류흐름을 모의하는데 가장 보편적인 k-$\in$ 난류모형을 이용하여 식생된 개수로에서 수직방향으로의 흐름구조와 식생의 영향을 해석하는 것은 그 자체로도 의미 있는 연구이며, 앞으로의 환경수리 문제를 해결하기 위해 선행되어야 하는 연구이다. 식생된 개수로에서의 난류구조와 부유사 이동에 대한 식생의 영향을 비정상 1차원 수직모형으로 해석하였으며, 폐합문제를 위해 2-방정식인 k-$\in$ 난류모형을 사용하였다. k-$\in$ 난류모형에 식생에 의한 항력항을 더하여 지배방정식을 구성하였다. 수직방향에 대해 흐름방향 유속 u, 난류에너지 k, 그리고 난류에너지 소산율 $\in$의 분포를 구하고, 부유사에 대한 수송방정식을 풀었다. 식생된 개수로와 식생되지 않은 개수로에서의 유속분포, 난류강도, 레이놀즈 응력 분포와 난류의 생성과 소멸을 구하여 식생이 난류흐름에 미치는 영향을 분석하였다.

• Journal of The Korean Society For Urban Railway
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• v.6 no.4
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• pp.383-392
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• 2018

This study investigated the change of additional axial stress of rail and reaction force at bridge bearings due to the track-bridge interaction when laying CWR on non-ballasted railway bridges including truss bridges with relatively long span. According to the results of the present study, additional axial stresses of rail and reaction forces at bridge bearings showed a large increase when CWR is installed on the non-ballasted railway bridge. The additional axial stress of rail can be acceptable if sufficient lateral resistance can be obtained. However, if the reaction force increases, there is a risk of damage of the bearing or pier, and therefore, it is necessary to take measures to mitigate the reaction force. It is found that additional axial stress of rail decreases when considering the frictional resistance of the bridge movable support, but its effect on the bearing reaction force is very small. On the other hand, when the longitudinal track restraint decreases, both additional axial stress of rail and bearing reaction force are reduced to a large extent. Also, when the ZLR fastening devices are applied to the region where the additional axial stress of rail is highest, bearing reaction force as well as additional axial stress of rail greatly decreased. Therefore, the application of ZLR fastening devices with the reduction of the longitudinal track restraints is very effective for installing CWR on non-ballasted railway bridges.