• Journal of Aerospace System Engineering
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• v.11 no.6
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• pp.10-16
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• 2017

In order to improve the safety of the multi-copter, Korea Aerospace Research Institute (KARI) performed a wind-tunnel test using an octocopter with the maximum takeoff weight (MTOW) of 28 kg. The wind-tunnel test was performed with three different RPM ranges, 3,500, 4,500 and 5,500 rpm, and three different wind speeds, 3.5, 5 and 7 m/sec. The tested range of the angle of attacks was $-40^{\circ}$ to $20^{\circ}degree$ and ${\pm}90^{\circ}degree$. Vortex ring state (VRS) of the tested multi-copter was located around the vertical descending speed of 6 m/sec and the decrement of thrust was about 13 % at the time of testing. Compared with the single propeller wind-tunnel test result, the propeller efficiency of the octocopter dropped to 10 to 15% depending on the propeller RPM. It is hypothesized that the obtained aerodynamic characteristics by the wind-tunnel test will be used to improve the performance and wind resistance of the multi-copter.

• Journal of Environmental Health Sciences
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• v.34 no.4
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• pp.300-310
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• 2008

In order to further determine the mass concentration and ion composition of size-segregated particulate matter (PM) during the non-Asian dust storm of spring, $PM_{2.5}$ (fine particle), $PM_{10-2.5}$ (coarse particle), and $PM_{over-10}$ (PM with an aerodynamic diameter larger than $10{\mu}m$) were collected using a MCI (multi-nozzle cascade impactor) sampler of a three-stage filter pack in the spring season of 2007 in the Iksan area. During the sampling period from 5 April to 21 April, a total of 34 samples for size-segregated PM were collected, and then measured for PM mass concentrations by gravimetric measurements and for water-soluble inorganic ion species by using ion chromatography. Average mass concentrations of $PM_{2.5}$, $PM_{10-2.5}$, $PM_{over-10}$ were $35.4{\pm}11.5{\mu}g/m^3$, $13.3{\pm}5.5{\mu}g/m^3$ and $9.5{\pm}4.7{\mu}g/m^3$, respectively. On average, $PM_{2.5}$ accounted for 74% of $PM_{10}$. Compared with the literature from other areas in Korea, the measured concentration of $PM_{2.5}$ were relatively high. Water-soluble inorganic ion fractions in $PM_{2.5}$, $PM_{10-2.5}$, and $PM_{over-10}$ were found to be 47.8%, 28.5%, and 14.7%, respectively. Among the water-soluble inorganic ion species, $SO_4^{2-}$, $NO_3^-$ and $NH_4^+$ were the main components in $PM_{2.5}$, while $NO_3^-$ dominantly existed in both $PM_{10-2.5}$ and $PM_{over-10}$. Non-seasalt $SO_4^{2-}$ (nss-$SO_4^{2-}$ and $NO_3^-$ were found to mainly exist as the neutralized chemical components of $(NH_4)_2SO_4$ and $NH_4NO_3$ in fine particles.

• Journal of the Korean Society for Aeronautical & Space Sciences
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• v.46 no.9
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• pp.712-722
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• 2018

This paper conducts parametric studies on flapping wing design, one of the most important design parameters of insect-mimicking aerial vehicles. Experimental study on wing shape was done through comparison and analysis of thrust, pitching moment, power consumption, and thrust-to-power ratio. A two-axis balance and hall sensor measure force and moment, and flapping frequency, respectively. Wing configuration is biplane configuration which can develop clap and fling effect. A reference wing shape is a simplified dragonfly's wing and studies on aspect ratio and wing area were implemented. As a result, thrust, pitching moment, and power consumption tend to increase as aspect ratio and area increase. Also, it is found that the flapping mechanism was not normally operated when the main wing has an aspect ratio or area more than each certain value. Finally, the wing shape is determined by comparing thrust-to-power ratio of all wings satisfying the required minimum thrust. However, the stability is not secured due to moment generated by disaccord between thrust line and center of gravity. To cope with this, aerodynamic dampers are used at the top and bottom of the fuselage; then, indoor flight test was attempted for indirect performance verification of the parametric study of the main wing.

• Journal of The Korean Society of Agricultural Engineers
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• v.62 no.6
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• pp.33-42
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• 2020

Emission factors for ammonia and particulate matters (PMs) from livestock buildings are of increasing importance in view of the environmental protection. While the existing emission factors were determined based on the emission inventory of other countries, in situ measurement of emission factors is required to construct an accurate emission inventory for Korea. This study is to report measurements of ammonia and PMs emissions from mechanically-ventilated pig houses, which are common types of pig barns in Korea. Ventilation rates and concentrations of ammonia and PMs were measured at the ventilation outlets of a weaner unit, a growing pig unit and a fattening pig unit to calculated the emission factors. The PMs emission was characterized with different aerodynamic diameters (PM_2.5, PM₁₀, and total suspended particulates (TSP)). The measured ammonia emission factors for weaners, growing pigs and fattening pigs were 0.225, 0.869 and 1.679 kg animal^-1 yr^-1, respectively, showing linear increase with pigs' age. The PMs emission factors for three growing stages were 0.023, 0.237 and 0.241 kg animal^-1 yr^-1, respectively for TSP, 0.017, 0.072 and 0.223 kg animal^-1 yr^-1, respectively for PM₁₀, and 0.011, 0.016 and 0.151 kg animal^-1 yr^-1, respectively for PM_2.5. PMs emissions were increased with pigs' age due to increasing feed supply and animal movement. The measured emission factors were smaller than those of the existing emission inventory indicating that the existing ones overestimate the emissions from pig buildings and also suggesting that long-term in situ monitoring at various livestock buildings is required to construct the accurate emission inventory.

• Proceedings of the Korean Society for Noise and Vibration Engineering Conference
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• 2013.10a
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• pp.686-686
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• 2013

Automotive turbochargers have become common in gasoline engines as well as diesel engines. They are excellent devices to effectively increase fuel efficiency and power of the engines, but they unfortunately cause several noise problems. The noises are classified into mechanical noises induced from movement of a rotating shaft and aerodynamic noises by air flow in turbochargers. In addition to, there is a mechanical noise caused from movement of an actuator, electronically controlling a wastegate valve. It is called as valve rattle noise. The actuator is connected to a valve through a linkage. The noise occurs only if the valve is open, where the linkage is freely contact to neighbor structures without being constrained by any external forces. This condition allows impacts by the pulsation of exhaust gas, and the vibration from the impacts spreads out through turbine housing, causing the rattle noise. The noise is not in mechanical operating wastegate turbochargers because the linkage of an actuator is strongly connected by actuating force. For the electronic wastegate turbocharger, this paper proposed a test device to show the noise generating mechanism with a small vibration motor having an unbalanced shaft. It also shows how to reduce the noise - reduction of linkage clearances, inserting wave washers into a connection, and applying loose fitting in bushing embracing a valve lever to turbine housing.

• Proceedings of the Korean Society for Noise and Vibration Engineering Conference
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• 1996.10a
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• pp.65-70
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• 1996

엔진소음을 소음특성에 따라 분류하면 공력소음(Aerodynamic Noise), 연소소음(Combustion Noise), 기계적인 소음(Mechanical Noise)으로 나눌 수 있으며 소음원의 종류에 따라 분류하면 배기계소음(Exhaust System Noise)으로 나눌 수 있으며 소음원의 종류에 따라 분류하면 배기계소음(Exhaust System Noise), 흡기계소음(Intake System Noise), 냉각계소음(Cooling System Noise), 엔진표면소음(Engine System Noise)등으로 분류할 수 있다. 이러한 여러소음중 엔진 내부의 유동에 의한 흡배기계통으로의 소음방출은 자동차 실 내외 소음의 중요한 문제로 대두되는데, 이를 줄이기 위해 그 동안 소음기 등의 서브시스템의 형태와 그 위치조정에 관한 연구가 수행되어 왔다. 그러나 이것이 비용 또는 성능에 영향을 미치므로 본질적인 소음원을 규명해 내는 것이 필요하게 되었다. 흡배기계의 소음은 엔진의 흡입, 배기행 정시 피스톤의 운동에 의해 팽창 및 압축파 형태의 압력파(pressure wave)로 발생하게 되고, 밸브근방에서는 유동의 박리(separation)에 의해 발생하게 된다. 소음기 등의 서브시스템에서도 유동의 박리에 의해 발생하게 되며 특히 배기행정시 발생하는 압력파는 비선형영역에 있게된다. 흡기소음은 배기에 비해 그 크기가 작아서 그동안 등한시 되어왔으나 이것이 소비자의 불평요인으로 작용하므로써 이에 대한 연구도 활발히 수행되어야 한다. Bender, Bramer[1]는 흡배기계 소음의 외부 방사에 관하여 전반적으로 기술하였고 Sierens등[2]은 흡기계에서 1차원 MOC(Method of Characteristics)방법으로 비정상 유동해석을 하고 실험결과와 비교하였다. J.S.Lamancusa 등[3]은 흡기 소음원을 실험을 통해 예측하였고, 흡기소음도 비선형 거동을 보인다고 밝혔다. Yositaka Nishio 등[4]은 새로운 흡기실험장치를 고안하여 공명기(resonator)의 위치 변화에 의한 저소음 흡기계를 설계 초기단계에서부터 적용하려 하였다. 일반적으로 흡배기계의 복잡한 형상 때문에 대부분 실험을 통해 문제를 해결하려 하였고, 수치해석은 피스톤의 운동을 배제한 단순화한 흡배기계의 정상상태 유동해석이 주를 이루어왔다. Taghaui and Dupont 등[5]은 KIVA코드를 사용하여 흡기포트와 연소실 그리고 밸브의 움직임을 동시에 고려한 수치해석을 도입하였다. 하지만 이들이 밸브의 운동을 고려하기 위해 사용한 이동격자는 격자점은 시간에 따라 변화하지만 그 격자의 수가 일정하게 유지되어 있어서 밸브의 완전개폐를 해석할 수가 없다. 강희정[6]은 단일 실린더와 단일 배기밸브를 갖는 문제로 단순화하여 피스톤과 밸브의 움직임을 고려하므로써 배기행정 후 소음이 어떻게 전파해 나가는가를 연구하였다. 본 연구에서도 최소밸브간격과 최대밸브간격 사이에서만 계산이 가능하나 흡기의 경우는 밸브가 닫힐 때 생기는 압력파가 중요하므로 실린더와 밸브사이에 벽면조건을 주어 밸브의 개폐를 모사하였다.

• Journal of the Korean Society of Laryngology, Phoniatrics and Logopedics
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• v.18 no.1
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• pp.39-43
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• 2007

Background and Objectives: There are few studies reported that specifically examine the phonetic characteristics and voice handicap index (VHI) in patients with Allergic Rhinitis. This study was designed to examine phonetic characteristics and VHI in adult patients with allergic rhinitis. Materials and Methods: Forty-two male patients diagnosed as allergic rhinitis were given skin-prick test and others, aged from 20 to 56 years, and were compared with a 16 male control group with no pathology and in the same age group. The VHI was used to measure the changes of patient's perception. Acoustic and aerodynamic analysis test were done, and a nasalance test performed to measure rabbit, baby, and mother passage. Acoustic rhionometry (AR) was performed to evaluate nasal volume and nasal crosssectional area. Statistical analysis was done using independent sample t-test. Results: VHI showed significantly different score in the studied group, higher than that of control group. AR graph showed that there was no significant differences of nasal volume and nasal cross-sectional area. The Shimmer and SFF value in the group of allergic patients were higher than in the control group. MPT value in the group of allergic patients was lower than in the control group. Nasalance in allergic patients showed hypernasality all passage. Conclusion: We suggest that patients with allergic rhinitis have considerable voice problems. Most of them have hypernasality, which may be a compensatory mechanism by nasal obstruction.

• Journal of the Korean Society of Laryngology, Phoniatrics and Logopedics
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• v.21 no.2
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• pp.121-127
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• 2010

Background and Objectives : Unilateral vocal fold paralysis is generally treated using injection laryngoplasty or voice therapy. However, the decision of treatment method is dependent on clinician's preference and hospital facilities without specific criteria. The purpose of the study was to examine factors predictive of voice therapy outcome in patients with unilateral vocal fold paralysis. Materials and Method : 38 patients diagnosed as unilateral vocal fold paralysis, aged from 24 to 81 years and undergone voice therapy more than 1 month were included. After 3 to 12 (mean 5.1) sessions of voice therapy, subjects had divided into responder group (RG, 28 patients) and non-responder group (NRG, 10 patients) according to G scale change. Paramters of perceptual assessment, acoustic and aerodynamic measure, and videostroboscopy were compared between two groups, and factors predictive of voice therapy result were analyzed. Results : RG patients showed significantly reduced rough, breathy, asthenic voice after voice therapy. Change of MPT and MFR was more substantial in RG than in NRG. By videostroboscopy, RG patients showed significantly more mucosal wave symmetry, glottal closure, reduced glottal gap index during the closed phase of phonation, while NRG patients showed more occurrences of abnomal supraglottic activities during phonation (p < 0.05). Poor outcome of voice therapy significantly associated with increased asthenic scale, short MPT, and less glottal closure (p=0.02). In addition, 90% of patients with MPT more than 5 seconds were in RG, whereas 56% of patients with MPT less than 5 secondes were in RG. Conclusion : Voice therapy is useful for large proportion of patients with unilateral vocal fold paralysis as an initial treatment method. However, patients with large asthenia scale, large glottic gap or MPT less than 5 seconds tend to have poor voice therapy outcome, and early injection laryngoplasty maybe recommended for these patients.

• Journal of Aerospace System Engineering
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• v.15 no.5
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• pp.33-42
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• 2021

Modern aircraft fighters improve the maneuverability and performance with the RSS (Relaxed Static Stability) concept and therefore these aircrafts are susceptible to abrupt pitch-up in the transonic and moderate Angle-of-Attack (AoA) flight region where the shock wave is formed and the mean aerodynamic center is moved forward during deceleration. Also, the modeling of the aircraft flying in this flight region is very difficult due to complex flow filed and unpredictable dynamic characteristics and the model-based control design technique does not fully cover this problem. In this paper, we analyzed the performance of the TPMC (Transonic Pitching Moment Compensation) control based on the model-based IDI (Incremental Dynamic Inversion) and the Hybrid IDI based on the model and sensor based IDI during the SDT (Slow Down Turn) in transonic region. As the result, the Hybrid IDI had quicker response and the same maximum g suppression performance and provided the predictable flying qualities compared to the TPMC control. The Hybrid IDI improved the performance of the Over-G protection controller in the transonic and moderate AoA region

• Journal of the Korean Society for Aeronautical & Space Sciences
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• v.47 no.7
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• pp.489-498
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• 2019

The airloads and structural loads of Light Civil Helicopter (LCH) rotor are investigated using a loose CFD/CSD coupling. The structural dynamics model for LCH 5-bladed rotor cwith elastomeric bearing and inter-bladed damper is constructed using CAMRAD-II. Either isolated rotor or rotor-fuselage model is used to identify the effect of the fuselage on the aeromechanics behavior at a cruise speed of 0.28. The fuselage effect is shown to be marginal on the aeromechanics predictions of LCH rotor, though the effect can be non-negligible for the tail structure due to the prevailing root vortices strengthened by the fuselage upwash. A lifting-line based comprehensive analysis is also conducted to verify the CFD/CSD coupled analysis. The comparison study shows that the comprehensive analysis predictions are generally in good agreements with CFD/CSD coupled results. However, the predicted comprehensive analysis results underestimate peak-to-peak values of blade section airloads and elastic motions due to the limitation of unsteady aerodynamic predictions. Particularly, significant discrepancies appear in the structural loads with apparent phase differences.