• Journal of the Korean Society for Aeronautical & Space Sciences
• /
• v.31 no.7
• /
• pp.15-25
• /
• 2003

An experimental. study is carried out to investigate the near-wake characteristics of an airfoil oscillating in pitch. An NACA 4412 airfoil is sinusoidally pitched about the quarter chord point between the angle of attack -6$^{\circ}$ and +6$^{\circ}$. A hot-wire anemometer is used to measure the phase-averaged mean velocities in the near-wake region of an oscillating airfoil. The freestream velocities of present work are 3.4, 12.4, 26.2 m/s, and the corresponding Reynolds numbers are 5.3${\times}10^4$, 1.9${\times}10^5$, 4.l${\times}10^5$, and the reduced frequency is 0.1. Streamwise velocity profiles are presented to show the Reynolds number effects on the near-wake region behind an airfoil oscillating in pitch. All the cases in these measurements show that the velocity defects by the change of the Reynolds number are very large at the lowest Reynolds number $R_N$=5.3${\times}10^4$: and are small at the other Reynolds numbers ($R_N$=1.9${\times}10^5$ and 4.l${\times}10^5$) in the near-wake region. A significant difference of phase-averaged mean velocity between 5.3${\times}10^4$, and 1.9${\times}10^5$ is observed. The present study shows that a critical value of Reynolds number in the near-wake of an oscillating airfoil exists in the range between 5.3${\times}10^4$, and 1.9${\times}10^5$.

• Journal of the Institute of Electronics Engineers of Korea CI
• /
• v.46 no.5
• /
• pp.57-70
• /
• 2009

A CAD design drawing based on vector data that is very important art work in industrial fields has been considered to content that the copyright protection is urgently needed. This paper presents a watermarking scheme based on k-means++ for CAD design drawing. One CAD design drawing consists of several layers and each layer consists of various geometric objects such as LINE, POLYLINE, CIRCLE, ARC, 3DFACE and POLYGON. POLYLINE with LINE, 3DFACE and ARC that are fundamental objects make up the majority in CAD design drawing. Therefore, the proposed scheme selects the target object with high distribution among POLYLINE, 3DFACE and ARC objects in CAD design drawing and then selects layers that include the most target object. Then we cluster the target objects in the selected layers by using k-means++ and embed the watermark into the geometric distribution of each group. The geometric distribution is the normalized length distribution in POLYLINE object, the normalized area distribution in 3DFACE object and the angle distribution in ARC object. Experimental results verified that the proposed scheme has the robustness against file format converting, layer attack as well as various geometric editing provided in CAD editing tools.

• Journal of the Korea Academia-Industrial cooperation Society
• /
• v.21 no.4
• /
• pp.552-557
• /
• 2020

The Radar Cross Section (RCS) is a virtual region indicating the strength of a wavelength at which a radar signal is reflected and received. As the ship's RCS represents its own stealth performance and survivability, efforts have been made in various areas from design to construction to reduce the RCS. The RCS can be predicted using design drawings and CAD models, but it is necessary to measure the RCS at sea since sea clutter and multipath reflections occur in the sea environment. However, such RCS predictions and measured values provide only a simple relative magnitude to the user, and there has not been much research on this topic. In this paper, a missile countermeasure technique was studied using 3D RCS measurement data in an operating environment. The elevation and azimuth angle of the ship viewed from the missile were estimated using the location information of the missile, and the RCS value was inverted by mapping it to previously measured 3D RCS measurement data. In addition, by using the movement information of the missile, the RCS observed by the missile could be predicted in advance, and this method can be used to propose a response plan based on the maneuvering and chaff system.

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

• Korean Journal of Fisheries and Aquatic Sciences
• /
• v.28 no.2
• /
• pp.194-201
• /
• 1995

In order to make clear the resistance of bag nets, the resistance R of bag nets with wall area S designed in pyramid shape was measured in a circulating water tank with control of flow velocity v and the coefficient k in $R=kSv^2$ was investigated. The coefficient k showed no change In the nets designed in regular pyramid shape when their mouths were attached alternately to the circular and square frames, because their shape in water became a circular cone in the circular frame and equal to the cone with the exception of the vicinity of frame in the square one. On the other hand, a net designed in right pyramid shape and then attached to a rectangular frame showed an elliptic cone with the exception of the vicinity of frame in water, but produced no significant difference in value of k in comparison with that making a circular cone in water. In the nets making a circular cone in water, k was higher in nets with larger d/l, ratio of diameter d to length I of bars, and decreased as the ratio S/S_m$ of S to the area $S_m$ of net mouth was increased or as the attack angle 9 of net to the water flow was decreased. But the value of ks15m was almost constant in the region of S/S_m=1-4$ or $\theta=15-90^{\circ}$ and in creased linearly in S/S_m>4 or in $\theta<15^{\circ}$ However, these variation of k could be summarized by the equation obtained in the previous paper. That is, the coefficient $k(kg\;\cdot\;sec^2/m^4)$ of bag nets was expressed as $$k=160R_e\;^{-01}(\frac{S_n}{S_m})^{1.2}\;(\frac{S_m}{S})^{1.6}$$ for the condition of $R_e<100$ and $$k=100(\frac{S_n}{S_m})^{1.2}\;(\frac{S_m}{S})^{1.6}$$ for $R_e\geq100$, where $S_n$ is their total area projected to the plane perpendicular to the water flow and $R_e$ the Reynolds' number on which the representative size was taken by the value of $\lambda$ defined as $$\lambda={\frac{\pi d^2}{21\;sin\;2\varphi}$$ where If is the angle between two adjacent bars, d the diameter of bars, and 21 the mesh size. Conclusively, it is clarified that the coefficient k obtained in the previous paper agrees with the experimental results for bag nets.

• Korean Journal of Fisheries and Aquatic Sciences
• /
• v.28 no.2
• /
• pp.183-193
• /
• 1995

Assuming that fishing nets are porous structures to suck water into their mouth and then filtrate water out of them, the flow resistance N of nets with wall area S under the velicity v was taken by $R=kSv^2$, and the coefficient k was derived as $$k=c\;Re^{-m}(\frac{S_n}{S_m})n(\frac{S_n}{S})$$ where $R_e$ is the Reynolds' number, $S_m$ the area of net mouth, $S_n$ the total area of net projected to the plane perpendicular to the water flow. Then, the propriety of the above equation and the values of c, m and n were investigated by the experimental results on plane nettings carried out hitherto. The value of c and m were fixed respectively by $240(kg\cdot sec^2/m^4)$ and 0.1 when the representative size on $R_e$ was taken by the ratio k of the volume of bars to the area of meshes, i. e., $$\lambda={\frac{\pi\;d^2}{21\;sin\;2\varphi}$$ where d is the diameter of bars, 21 the mesh size, and 2n the angle between two adjacent bars. The value of n was larger than 1.0 as 1.2 because the wakes occurring at the knots and bars increased the resistance by obstructing the filtration of water through the meshes. In case in which the influence of $R_e$ was negligible, the value of $cR_e\;^{-m}$ became a constant distinguished by the regions of the attack angle $ \theta$ of nettings to the water flow, i. e., 100$(kg\cdot sec^2/m^4)\;in\;45^{\circ}<\theta \leq90^{\circ}\;and\;100(S_m/S)^{0.6}\;(kg\cdot sec^2/m^4)\;in\;0^{\circ}<\theta \leq45^{\circ}$. Thus, the coefficient $k(kg\cdot sec^2/m^4)$ of plane nettings could be obtained by utilizing the above values with $S_m\;and\;S_n$ given respectively by $$S_m=S\;sin\theta$$ and $$S_n=\frac{d}{I}\;\cdot\;\frac{\sqrt{1-cos^2\varphi cos^2\theta}} {sin\varphi\;cos\varphi} \cdot S$$ But, on the occasion of $\theta=0^{\circ}$ k was decided by the roughness of netting surface and so expressed as $$k=9(\frac{d}{I\;cos\varphi})^{0.8}$$ In these results, however, the values of c and m were regarded to be not sufficiently exact because they were obtained from insufficient data and the actual nets had no use for k at $\theta=0^{\circ}$. Therefore, the exact expression of $k(kg\cdotsec^2/m^4)$, for actual nets could De made in the case of no influence of $R_e$ as follows; $$k=100(\frac{S_n}{S_m})^{1.2}\;(\frac{S_m}{S})\;.\;for\;45^{\circ}<\theta \leq90^{\circ}$$, $$k=100(\frac{S_n}{S_m})^{1.2}\;(\frac{S_m}{S})^{1.6}\;.\;for\;0^{\circ}<\theta \leq45^{\circ}$$

• Journal of Korean Society of Coastal and Ocean Engineers
• /
• v.31 no.5
• /
• pp.265-277
• /
• 2019

Using the measured data of waves and shore-line, we reviewed the grand circulation process and seasonal variation of beach cusp at the Mang-Bang beach from the perspective of trapped mode Edge waves known as the driving mechanism of beach cusp. In order to track the temporal and spatial variation trends of beach cusp, we quantify the beach cusp in terms of its wave length and amplitude detected by threshold crossing method. In doing so, we also utilize the spectral analysis method and its associated spectral mean sand wave number. From repeated period of convergence and ensuing splitting of sand waves detected from the yearly time series of spectral mean sand wave number of beach cusp, it is shown that the grand circulation process of beach cusp at Mang-Bang beach are occurring twice from 2017. 4. 26 to 2018. 4. 20. For the case of beach area, it increased by $14,142m^2$ during this period, and the shore-line advanced by 18 m at the northen and southern parts of the Mang-Bang beach whereas the shore-line advanced by 2.4 m at the central parts of Mang-Bang beach. It is also worthy of note that the beach area rapidly increased by $30,345m^2$ from 2017.11.26. to 2017.12.22. which can be attributed to the nature of coming waves. During this period, mild swells of long period were prevailing, and their angle of attack were next to zero. These characteristics of waves imply that the main transport mode of sediment would be the cross-shore. Considering the facts that self-healing capacity of natural beaches is realized via the cross-shore sediment once temporarily eroded. it can be easily deduced that the sediment carried by the boundary layer streaming toward the shore under mild swells which normally incident toward the Mang-Bang beach makes the beach area rapidly increase from 2017.11.26. to 2017.12.22.

• Journal of the Society of Naval Architects of Korea
• /
• v.28 no.2
• /
• pp.52-68
• /
• 1991

A new propeller series is developed using the newly developed blade section(KH18 section) which behaves better cavitation characteristics and higher lift-drag ratio at wide range of angle-of-attack. The pitch and camber distributions are disigned in order to have the same radial and chordwise loading distribution with the selected circumferentially averaged wake input. Since the geometries of the series propeller, such as chord length, thickness, skew and rate distribations, are selected by regression of the recent full scale propeller geometric data, the performance prediction of a propeller at preliminary design stage can be mure realistic. Number of blades of the series propellers is 4 and the expanded blade area ratios are 0.3, 0.45, 0.6 and 0.75. Mean pitch ratios are selected as 0.5, 0.65, 0.8, 0.75 and 1.1 for each expanded area ratio. The new propeller series is composed of 20 propellers and is named as KD(KRISO-DAEWOO) propeller series. Propeller open water tests are performed at the experimental towing tank, and the cavitation observation tests and fluctuating pressure measurements are carried out at the cavitation tunnel of KRISO. $B_{P}-\delta$ curves, which can be used to select the optimum propeller diameter at the preliminary design stage, are derived from a regression analysis of the propeller often water test results. The KD-cavitation chart is derived from the cavitation observation test results by choosing the local maximum lift coefficient and the local cavitation number as parameters. The caviy extent of a propeller can be predicted more accurately by using the KD-cavitation chart at a preliminary design stage, since it is derived from the results of the cavitation observation tests in the selected ship's wake, whereas the existing cavitation charts, such as the Burrill's cavitation chart, are derived from the test results in uniform flow.

• Journal of the Korean Society of Fisheries and Ocean Technology
• /
• v.9 no.1
• /
• pp.1-18
• /
• 1973

For regulating the depth of midwater trawl nets towed at the optimum constant speed, the changes in the shape of warps caused by adding a weight on an arbitrary point of the warp of catenary shape is studied. The shape of a warp may be approximated by a catenary. The resultant inferences under this assumption were experimented. Accordingly feasibilities for the application of the result of this study to the midwater trawl nets were also discussed. A series of experiments for basic midwater trawl gear models in water tank and a couple of experiments of a commercial scale gears at sea which involve the properly designed depth control devices having a variable attitude horizontal wing were carried out. The results are summarized as follows: 1. According to the dimension analysis the depth y of a midwater trawl net is introduced by $$y=kLf(\frac{W_r}{R_r},\;\frac{W_o}{R_o},\;\frac{W_n}{R_n})$$) where k is a constant, L the warp length, f the function, and $W_r,\;W_o$ and $W_n$ the apparent weights of warp, otter board and the net, respectively, 2. When a boat is towing a body of apparent weight $W_n$ and its drag $D_n$ by means of a warp whose length L and apparent weight $W_r$ per unit length, the depth y of the body is given by the following equation, provided that the shape of a warp is a catenary and drag of the warp is neglected in comparison with the drag of the body: $$y=\frac{1}{W_r}\{\sqrt{{D_n^2}+{(W_n+W_rL)^2}}-\sqrt{{D_n^2+W_n}^2\}$$ 3. The changes ${\Delta}y$ of the depth of the midwater trawl net caused by changing the warp length or adding a weight ${\Delta}W_n$_n to the net, are given by the following equations: $${\Delta}y{\approx}\frac{W_n+W_{r}L}{\sqrt{D_n^2+(W_n+W_{r}L)^2}}{\Delta}L$$ $${\Delta}y{\approx}\frac{1}{W_r}\{\frac{W_n+W_rL}{\sqrt{D_n^2+(W_n+W_{r}L)^2}}-{\frac{W_n}{\sqrt{D_n^2+W_n^2}}\}{\Delta}W_n$$ 4. A change ${\Delta}y$ of the depth of the midwater trawl net by adding a weight $W_s$ to an arbitrary point of the warp takes an equation of the form $${\Delta}y=\frac{1}{W_r}\{(T_{ur}'-T_{ur})-T_u'-T_u)\}$$ Where $$T_{ur}^l=\sqrt{T_u^2+(W_s+W_{r}L)^2+2T_u(W_s+W_{r}L)sin{\theta}_u$$ $$T_{ur}=\sqrt{T_u^2+(W_{r}L)^2+2T_uW_{r}L\;sin{\theta}_u$$ $$T_{u}^l=\sqrt{T_u^2+W_s^2+2T_uW_{s}\;sin{\theta}_u$$ and $T_u$ represents the tension at the point on the warp, ${\theta}_u$ the angle between the direction of $T_u$ and horizontal axis, $T_u^2$ the tension at that point when a weights $W_s$ adds to the point where $T_u$ is acted on. 5. If otter boards were constructed lighter and adequate weights were added at their bottom to stabilize them, even they were the same shapes as those of bottom trawls, they were definitely applicable to the midwater trawl gears as the result of the experiments. 6. As the results of water tank tests the relationship between net height of H cm velocity of v m/sec, and that between hydrodynamic resistance of R kg and the velocity of a model net as shown in figure 6 are respectively given by $$H=8+\frac{10}{0.4+v}$$ $$R=3+9v^2$$ 7. It was found that the cross-wing type depth control devices were more stable in operation than that of the H-wing type as the results of the experiments at sea. 8. The hydrodynamic resistance of the net gear in midwater trawling is so large, and regarded as nearly the drag, that sweeping depth of the gear was very stable in spite of types of the depth control devices. 9. An area of the horizontal wing of the H-wing type depth control device was $1.2{\times}2.4m^2$. A midwater trawl net of 2 ton hydrodynamic resistance was connected to the devices and towed with the velocity of 2.3 kts. Under these conditions the depth change of about 20m of the trawl net was obtained by controlling an angle or attack of $30^{\circ}$.