• Journal of the Korean Institute of Gas
• /
• v.26 no.6
• /
• pp.37-44
• /
• 2022

In this study, two low-swirl nozzles with the same SN (Swirl Number) but different mass ratio (m) of the core part and the swirler part were designed to perform an atmospheric pressure combustion test. For each nozzle, a combustion test was conducted according to the adiabatic flame temperature, and the flame structure, emissions, and combustion instability mode were identified. Although the flame structure was significantly different, the CO emission was similar, and the NOx emission was also more related to combustion dynamics than the flame structure. Combustion dynamics and NOx emission were identified while adjusting the convection delay time by changing the position of the fuel injection nozzle. It was confirmed that when the convection delay time is in the region of (3+4n)/4T±1/4T (n=0,1,2,...), the combustion instability is strong, and in the opposite case, the combustion instability is very weak.

• Composites Research
• /
• v.19 no.1
• /
• pp.9-14
• /
• 2006

Experimental investigation on heat transfer ratio was firstly performed with three types of sandwich panels such as the Carbon/Epoxy Skin-Aluminum Honeycomb and Balsa Core Sandwich Panel of 37mm thickness, the Carbon/Epoxy Aluminum Skin-Honeycomb Core Sandwich Panel of 57mm thickness (including insulator) and the Carbon/Epoxy Skin-Aluminum Honeycomb Core Sandwich Panel of 37mm thickness based on the KS F 2278:2003(Insulation test method of windows). In additional to this investigation, experimental tests were also done for evaluation of heat transportation ratio with the Aluminum Skin- Aluminium Honeycomb Sandwich Panels of 27mm and 35mm thickness, and Aluminum Skin-Foaming Aluminum Sandwich Panel of 27mm thickness by the KS F2277:2002 (Insulation measuring method of construction component-Calibration heat box method or protective heat box method). In this study, it was found that the larger net heat transfer cross sectional area between the skin and the sandwich core is given, the higher heat transportation ratio occurs. It was also found that the hybrid type insulation had better insulation characteristics compared to the non-hybrid type insulation.

• International Journal of Highway Engineering
• /
• v.8 no.2 s.28
• /
• pp.55-62
• /
• 2006

Transverse cracks in continuously reinforced concrete pavement (CRCP) occur at early ages due to temperature and moisture variations. The width and spacing of transverse cracks have a significant effect on pavement performance such as load transfer efficiency and punchout development. Also, crack widths in CRCP depend on 'zero-stress temperature,' which is defined as a temperature where initial concrete stresses become zero, as well as drying shrinkage of concrete. For good long-term performance of CRCP, transverse cracks need to be kept tight. To keep the crack widths tight throughout the pavement life, zero-stress temperature must be as low as practically possible. Thus, temperature control at early ages is a key component In ensuring good CRCP performance. In this study, concrete temperatures were predicted using PavePro, a concrete temperature prediction program, for a CRCP construction project, and those values were compared with actual measured temperatures obtained from field testing. The cracks were also surveyed for 12 days after concrete placement. Findings from this study can be summarized as follows. First, the actual maximum temperatures are greater than the predicted maximum temperature in the ranges of 0.2 to 4.5$^{\circ}C$. For accurate temperature predictions, hydration properties of cementitious materials such as activation energy and adiabatic constants, should be evaluated and accurate values be obtained for use as input values. Second, within 24 hours of concrete placement, temperatures of concrete placed in the morning are higher than those placed in the afternoon, and the maximum concrete temperature occurred in the concrete placed at noon. Finally, from the 12 days of condition survey, it was noted that the rate of crack occurrence in the morning placed section was 25 percent greater than that in the afternoon placed section. Based on these findings, it is concluded that maximum concrete temperature has a significant effect on crack development, and boner concrete temperature control is needed to ensure adequate CRCP performance.

• Korean Journal of Optics and Photonics
• /
• v.16 no.3
• /
• pp.182-190
• /
• 2005

The fiber Raman amplifier(FRA) is a distinctly advantageous technology. Due to its wider, flexible gain bandwidth, and intrinsically lower noise characteristics, FRA has become an indispensable technology of today. Various FRA modeling methods, with different levels of convergence speed and accuracy, have been proposed in order to gain valuable insights for the FRA dynamics and optimum design before real implementation. Still, all these approaches share the common platform of coupled ordinary differential equations(ODE) for the Raman equation set that must be solved along the long length of fiber propagation axis. The ODE platform has classically set the bar for achievable convergence speed, resulting exhaustive calculation efforts. In this work, we propose an alternative, highly efficient framework for FRA analysis. In treating the Raman gain as the perturbation factor in an adiabatic process, we achieved implementation of the algorithm by deriving a recursive relation for the integrals of power inside fiber with the effective length and by constructing a matrix formalism for the solution of the given FRA problem. Finally, by adiabatically turning on the Raman process in the fiber as increasing the order of iterations, the FRA solution can be obtained along the iteration axis for the whole length of fiber rather than along the fiber propagation axis, enabling faster convergence speed, at the equivalent accuracy achievable with the methods based on coupled ODEs. Performance comparison in all co-, counter-, bi-directionally pumped multi-channel FRA shows more than 102 times faster with the convergence speed of the Average power method at the same level of accuracy(relative deviation < 0.03dB).

• Proceedings of the Korean Society of Propulsion Engineers Conference
• /
• 2003.05a
• /
• pp.91-93
• /
• 2003

A comprehensive numerical study is carried out to investigate for the understanding of the flow evolution and flame development in a supersonic combustor with normal injection of ncumally injecting hydrogen in airsupersonic flows. The formulation treats the complete conservation equations of mass, momentum, energy, and species concentration for a multi-component chemically reacting system. For the numerical simulation of supersonic combustion, multi-species Navier-Stokes equations and detailed chemistry of H2-Air is considered. It also accommodates a finite-rate chemical kinetics mechanism of hydrogen-air combustion GRI-Mech. 2.11[1], which consists of nine species and twenty-five reaction steps. Turbulence closure is achieved by means of a k-two-equation model (2). The governing equations are spatially discretized using a finite-volume approach, and temporally integrated by means of a second-order accurate implicit scheme (3-5).The supersonic combustor consists of a flat channel of 10 cm height and a fuel-injection slit of 0.1 cm width located at 10 cm downstream of the inlet. A cavity of 5 cm height and 20 cm width is installed at 15 cm downstream of the injection slit. A total of 936160 grids are used for the main-combustor flow passage, and 159161 grids for the cavity. The grids are clustered in the flow direction near the fuel injector and cavity, as well as in the vertical direction near the bottom wall. The no-slip and adiabatic conditions are assumed throughout the entire wall boundary. As a specific example, the inflow Mach number is assumed to be 3, and the temperature and pressure are 600 K and 0.1 MPa, respectively. Gaseous hydrogen at a temperature of 151.5 K is injected normal to the wall from a choked injector.A series of calculations were carried out by varying the fuel injection pressure from 0.5 to 1.5MPa. This amounts to changing the fuel mass flow rate or the overall equivalence ratio for different operating regimes. Figure 1 shows the instantaneous temperature fields in the supersonic combustor at four different conditions. The dark blue region represents the hot burned gases. At the fuel injection pressure of 0.5 MPa, the flame is stably anchored, but the flow field exhibits a high-amplitude oscillation. At the fuel injection pressure of 1.0 MPa, the Mach reflection occurs ahead of the injector. The interaction between the incoming air and the injection flow becomes much more complex, and the fuel/air mixing is strongly enhanced. The Mach reflection oscillates and results in a strong fluctuation in the combustor wall pressure. At the fuel injection pressure of 1.5MPa, the flow inside the combustor becomes nearly choked and the Mach reflection is displaced forward. The leading shock wave moves slowly toward the inlet, and eventually causes the combustor-upstart due to the thermal choking. The cavity appears to play a secondary role in driving the flow unsteadiness, in spite of its influence on the fuel/air mixing and flame evolution. Further investigation is necessary on this issue. The present study features detailed resolution of the flow and flame dynamics in the combustor, which was not typically available in most of the previous works. In particular, the oscillatory flow characteristics are captured at a scale sufficient to identify the underlying physical mechanisms. Much of the flow unsteadiness is not related to the cavity, but rather to the intrinsic unsteadiness in the flowfield, as also shown experimentally by Ben-Yakar et al. [6], The interactions between the unsteady flow and flame evolution may cause a large excursion of flow oscillation. The work appears to be the first of its kind in the numerical study of combustion oscillations in a supersonic combustor, although a similar phenomenon was previously reported experimentally. A more comprehensive discussion will be given in the final paper presented at the colloquium.

• Journal of the Korean earth science society
• /
• v.42 no.5
• /
• pp.479-495
• /
• 2021

This study investigates the synoptic (patterns of southern highs, northern lows, and lows rapidly developed by tropopause folding), thermodynamic, and kinematic characteristics of a strong wind that occurred in the Yeongdong region of South Korea on March 18-20, 2020. To do so, we analyzed data from an automatic weather station (AWS), weather charts, the European Centre for Medium-range Weather Forecasts (ECMWF) reanalysis, rawinsonde, and windprofiler radars. The daily maximum instantaneous wind speed, exceeding 20 m s^-1, was observed at five weather stations during the analysis period. The strongest instantaneous wind speed (27.7 m s^-1) appeared in the Daegwallyeong area. According to the analysis of weather charts, along with the arrangement of the north-south low-pressure line, the isobars were moved to the Yeongdong area. It showed a sine wave shape, and a strong wind developed owing to the strong pressure gradient. On March 19, in the northern part of the Korean Peninsula, with a drop in atmospheric pressure of 19 hPa or more within one day, a continuous strong wind was developed by the synoptic structure of the developing polar low. In the adiabatic chart observed in Bukgangneung, the altitude of the inversion layer was located at an altitude of approximately 1-3 km above the mountaintop, along with the maximum wind speed. We confirmed that this is consistent with the results of the vertical wind field analysis of the rawinsonde and windprofiler data. In particular, based on the thermodynamic and kinematic vertical analyses, we suggest that strong winds due to the vertical gradient of potential temperature in the lower layer and the development of potential vorticity due to tropopause folding play a significant role in the occurrence of strong winds in the Yeongdong region.