• Transactions of the Korean Society for Noise and Vibration Engineering
• /
• v.24 no.3
• /
• pp.171-179
• /
• 2014

Sunroof buffeting is one of the most critical issues in the vehicle wind noise phenomena. The experimental approach to solve this issue typically requires a lot of time and resources. To reduce time and cost, the numerical approach could be taken, which can also privide more insights into physical phenomena involved in sunroof buffeting, only if the accuracy in its predictions are guranteed. The benchmark test of various numerical solvers is carried out for the buffeting behavior of a simplified vehicle body, the Hyundai simplified model(HSM). The results of each solver are compared to the experimental measurements in a Hyundai aeroacoustic wind tunnel(HAWT) at various wind speeds. In particular, acoustic response tests were performed and the results were provided prior to all simulations in order to consider the real world effects that could introduce discrepancies between the numerical and experimental approaches. Through this study, most solvers can demonstrate an acceptable accuracy level for actual commercial development and high precision experimental data and computational prediction priories can be shared in order to promote the numerical accuracy level of each numerical solver.

• Journal of the Korea Academia-Industrial cooperation Society
• /
• v.21 no.3
• /
• pp.10-16
• /
• 2020

Computational simulations of adsorption columns were carried out to investigate the removal characteristics of VOCs from a laundry shop. n-Decane was selected as the representative component among the VOCs emitted, and the activity of the adsorbents, such as activated carbon, was evaluated using commercial CFD code. The mathematical framework was composed of continuity and Navier-stokes equations, and the simulation was performed using the Matlab program. The adsorption isotherms of LDF, Freundlich, and Langmuir were evaluated, and the adsorption amount of the adsorption isotherms with the adsorption parameter was compared. The simulation was carried out using a particle porosity, dispersion coefficient, particle density, bed diameter, and bed length of 0.79, 42.4 ㎠/min, 485 g/L, 2.0 cm, and 2.5 cm, respectively. The effect of the gas velocity, dispersion coefficient, and voidage on the adsorption amount was compared in the Langmuir adsorption isotherm. The simulation was carried out in the velocity range of 50 to 200 cm/min, dispersion coefficient range of 100 to 400 ㎠/min, and particle porosity range of 0.66 to 0.79. The simulation results of activated carbon with benzene coincided with the Langmuir isotherm. Three types of adsorption isotherm were compared under similar conditions, and the simulation results showed the efficient adsorption condition for hydrocarbons.

• Proceedings of the Korean Society of Propulsion Engineers Conference
• /
• 2004.03a
• /
• pp.48-54
• /
• 2004

The effects of injector spacing s and injector diameter d on mixing are numerically investigated in supersonic combustor with perpendicular injection behind a backward-facing step. Simulations are reported for airstream Mach number of 2.4. Parameters are changed on following 4 cases to investigate the effects of injector configuration on mixing efficiency $\eta_m$. In the case of varying d or s, dynamic pressure ratio $Rq(=(pu^2)_j/(pu^2)_a)$ is also varied to keep bulk equivalence ratio $\Phi({\oe})Rq.d^2/s)$ constant. (l) Injector spacing s is varied at constant $\Phi$=0.5, 1, 2 for injector diameter d=6mm. In the case of $\Phi$=1, $\eta_m$ has its maximum value at s=24mm. The reason is that increase of $\eta_m$. , by widening spacing at Rq=constant competes with decrease of $\eta_m$ by increasing Rq at s=constant. When spacing is narrow, the flow field of vicinity of injector becomes two-dimensional because adjacent jets interferes each other. By widening spacing, air is easily entrained by three-dimensional effect. This mechanism also appears in the case of $\Phi$=0.5, 2 for d=6mm, and $\eta_m$. reaches its maximum value at s=24mm for $\Phi$=0.5 and at s=42mm for $\Phi$=2. (2) In the case of injector diameter d varied at $\Phi$=1 for s=30mm, $\eta_m$. has its maximum value at d=3mm. The reason is that decrease of $\eta_m$ by increasing injector diameter competes with increase of $\eta_m$ by decreasing Rq at d=constant.(3) In the case of s varied at $\Phi$=0.5, 1,2 for d=3mm, the injector spacing at which mixing efficiency has its maximum value is s= 18mm for $\Phi$=0.5, s=24mm for $\Phi$=1, s=24mm for $\Phi$=2. Therefore it is found that d=3mm and s=24mm can be optimum configuration over a range of $\Phi$=0.5~2.(4) The effect of h on the optimum spacing is investigated. s is varied for d=6mm at step height h=4, 6, 8mm. The simulation results do not show significant change on the step height.

• Journal of Korean Society of Coastal and Ocean Engineers
• /
• v.30 no.3
• /
• pp.134-141
• /
• 2018

Numerical simulations were carried out to investigate the flow velocity changes in the flow field due to the variation in the thickness of the upper part of the shroud tidal power generation system. In this study, it was performed under constant flow velocity condition. In addition, performance analysis of shroud was performed under the same conditions. As the height of the upper part increases, the flow velocity rate gradually increases, and it tends to decrease at a certain height. As a result of analyzing the shape of the blade and the shape of the blade combined with the shroud, the torque of the blade increased due to the increase of the flow rate by the shroud system. It is expected that the shape of the structure obtained by this study and the analysis of the flow velocity distribution in the flow field can provide the data necessary for the development of an efficient shroud tidal power generation system.

• Journal of the Korea Academia-Industrial cooperation Society
• /
• v.17 no.9
• /
• pp.126-132
• /
• 2016

This study numerically investigates the characteristics of chemical reactions and thermal deformation in a steam reformer. These phenomena are significantly affected by the high-temperature burner gas and the process gas conditions. Because the high temperature of the burner gas ranges from 800 to 1000 K, the reformer tubes undergo substantial thermal deformation, eventually resulting in structural failure. Thus, it is necessary to understand the characteristics of the reaction and thermal deformation under the operating conditions to evaluate the reformer tubes for sustainable, stable operation. Extensive numerical simulations were carried out using commercial CFD code (ANSYS FLUENT/MECHANICA Ver. 13.0) while considering three-dimensional turbulent flows and combined heat transfer including conduction, convection, and radiation. Structural analysis considering conjugated heat transfer between solid tubes and fluid flows was conducted using the Fluid-Solid Interaction (FSI) method. The results show that when the injection temperature of the process gas and burner gas decreased, the hydrogen production rate decreased significantly, and thermal deformation decreased by at least 15 to 20%.

• Proceedings of the Korean Society of Propulsion Engineers Conference
• /
• 2008.03a
• /
• pp.671-679
• /
• 2008

The effect of Pre-cooled Turbojet Engine installation and nozzle exhaust jet on Hypersonic Turbojet EXperimental aircraft(HYTEX aircraft) were investigated by three-dimensional numerical analyses to obtain aerodynamic characteristics of the aircraft during its in-flight condition. First, simulations of wind tunnel experiment using small scale model of the aircraft with and without the rectangular duct reproducing engine was performed at M=5.1 condition in order to validate the calculation code. Here, good agreements with experimental data were obtained regarding centerline wall pressures on the aircraft and aerodynamic coefficients of forces and moments acting on the aircraft. Next, full scale integrated analysis of the aircraft and the engine were conducted for flight Mach numbers of M=5.0, 4.0, 3.5, 3.0, and 2.0. Increasing the angle of attack $\alpha$ of the aircraft in M=5.0 flight increased the mass flow rate of the air captured at the intake due to pre-compression effect of the nose shockwave, also increasing the thrust obtained at the engine plug nozzle. Sufficient thrust for acceleration were obtained at $\alpha=3$ and 5 degrees. Increase of flight Mach number at $\alpha=0$ degrees resulted in decrease of mass flow rate captured at the engine intake, and thus decrease in thrust at the nozzle. The thrust was sufficient for acceleration at M=3.5 and lower cases. Lift force on the aircraft was increased by the integration of engine on the aircraft for all varying angles of attack or flight Mach numbers. However, the slope of lift increase when increasing flight Mach number showed decrease as flight Mach number reach to M=5.0, due to the separation shockwave at the upper surface of the aircraft. Pitch moment of the aircraft was not affected by the installation of the engines for all angles of attack at M=5.0 condition. In low Mach number cases at $\alpha=0$ degrees, installation of the engines increased the pitch moment compared to no engine configuration. Installation of the engines increased the frictional drag on the aircraft, and its percentage to the total drag ranged between 30-50% for varying angle of attack in M=5.0 flight.

• Nuclear Engineering and Technology
• /
• v.54 no.3
• /
• pp.842-848
• /
• 2022

Parametric studies of heat transfer and fluid flow are very important research of interest because the design and operation of fluid flow and heat transfer systems are guided by these parametric studies. The safety of the system operation and system optimization can be determined by decreasing or increasing particular fluid flow and heat transfer parameter while keeping other parameters constant. The parameters that can be varied in order to determine safe and optimized system include system pressure, mass flow rate, heat flux and coolant inlet temperature among other parameters. The fluid flow and heat transfer systems can also be enhanced by the presence of or without the presence of particular effects including gravity effect among others. The advanced Generation IV reactors to be deployed for large electricity production, have proven to be more thermally efficient (approximately 45% thermal efficiency) than the current light water reactors with a thermal efficiency of approximately 33 ℃. SCWR is one of the Generation IV reactors intended for electricity generation. High Performance Light Water Reactor (HPLWR) is a SCWR type which is under consideration in this study. One-eighth of a proposed fuel assembly design for HPLWR consisting of 7 fuel/rod bundles with 9 coolant sub-channels was the geometry considered in this study to examine the effects of system pressure and mass flow rate on wall and fluid temperatures. Gravity effect on wall and fluid temperatures were also examined on this one-eighth fuel assembly geometry. Computational Fluid Dynamics (CFD) code, STAR-CCM+, was used to obtain the results of the numerical simulations. Based on the parametric analysis carried out, sub-channel 4 performed better in terms of heat transfer because temperatures predicted in sub-channel 9 (corner subchannel) were higher than the ones obtained in sub-channel 4 (central sub-channel). The influence of system mass flow rate, pressure and gravity seem similar in both sub-channels 4 and 9 with temperature distributions higher in sub-channel 9 than in sub-channel 4. In most of the cases considered, temperature distributions (for both fluid and wall) obtained at 25 MPa are higher than those obtained at 23 MPa, temperature distributions obtained at 601.2 kg/h are higher than those obtained at 561.2 kg/h, and temperature distributions obtained without gravity effect are higher than those obtained with gravity effect. The results show that effects of system pressure, mass flowrate and gravity on fluid flow and heat transfer are significant and therefore parametric studies need to be performed to determine safe and optimum operating conditions of fluid flow and heat transfer systems.

• Advances in aircraft and spacecraft science
• /
• v.9 no.5
• /
• pp.415-431
• /
• 2022

Secondary flows have a huge impact on losses generation in modern low pressure gas turbines (LPTs). At design point, the interaction of the blade profile with the end-wall boundary layer is responsible for up to 40% of total losses. Therefore, predicting accurately the end-wall flow field in a LPT is extremely important in the industrial design phase. Since the inlet boundary layer profile is one of the factors which most affects the evolution of secondary flows, the first main objective of the present work is to investigate the impact of two different inlet conditions on the end-wall flow field of the T106A, a well known LPT cascade. The first condition, labeled in the paper as C1, is represented by uniform conditions at the inlet plane and the second, C2, by a flow characterized by a defined inlet boundary layer profile. The code used for the simulations is based on the Discontinuous Galerkin (DG) formulation and solves the Reynolds-averaged Navier-Stokes (RANS) equations coupled with the Spalart Allmaras turbulence model. Secondly, this work aims at estimating the influence of viscosity and turbulence on the T106A end-wall flow field. In order to do so, RANS results are compared with those obtained from an inviscid simulation with a prescribed inlet total pressure profile, which mimics a boundary layer. A comparison between C1 and C2 results highlights an influence of secondary flows on the flow field up to a significant distance from the end-wall. In particular, the C2 end-wall flow field appears to be characterized by greater over turning and under turning angles and higher total pressure losses. Furthermore, the C2 simulated flow field shows good agreement with experimental and numerical data available in literature. The C2 and inviscid Euler computed flow fields, although globally comparable, present evident differences. The cascade passage simulated with inviscid flow is mainly dominated by a single large and homogeneous vortex structure, less stretched in the spanwise direction and closer to the end-wall than vortical structures computed by compressible flow simulation. It is reasonable, then, asserting that for the chosen test case a great part of the secondary flows details is strongly dependent on viscous phenomena and turbulence.

• KSCE Journal of Civil and Environmental Engineering Research
• /
• v.29 no.3B
• /
• pp.247-257
• /
• 2009

In the present paper, turbulent open-channel flows with alternate vegetated zones are numerically simulated using threedimensional model. The Reynolds-averaged Navier-Stokes Equations are solved with the ${\kappa}-{\varepsilon}$ model. The CFD code developed by Olsen(2004) is used for the present study. For model validation, the partly vegetated channel flows are simulated, and the computed depth-averaged mean velocity and Reynolds stress are compared with measured data in the literature. Comparisons reveal that the present model successfully predicts the mean flow and turbulent structures in vegetated open-channel. However, it is found that the ${\kappa}-{\varepsilon}$ model cannot accurately predict the momentum transfer at the interface between the vegetated zone and the non-vegetated zone. It is because the ${\kappa}-{\varepsilon}$ model is the isotropic turbulence model. Next, the open channel flows with alternate vegetated zones are simulated. The computed mean velocities are compared well with the previously reported measured data. Good agreement between the simulated results and the experimental data was found. Also, the turbulent flows are computed for different densities of vegetation. It is found that the vegetation curves the flow and the meandering flow pattern becomes more obvious with increasing vegetation density. When the vegetation density is 9.97%, the recirculation flows occur at the locations opposite to the vegetation zones. The impacts of vegetation on the flow velocity and the water surface elevation are also investigated.

• Journal of the Microelectronics and Packaging Society
• /
• v.30 no.4
• /
• pp.44-49
• /
• 2023

In the global pursuit of carbon neutrality, the rapid increase in the adoption of electric vehicles (EVs) has led to a corresponding surge in the demand for batteries. To achieve high efficiency in electric vehicles, considerations of weight reduction and battery safety have become crucial factors. Copper and aluminum, both recognized as lightweight materials, can be effectively joined through laser welding. However, due to the distinct physical characteristics of these two materials, the process of joining them poses technical challenges. This study focuses on conducting simulations to identify the optimal laser parameters for welding copper and aluminum, with the aim of streamlining the welding process. Additionally, a Graphic User Interface (GUI) program has been developed using the Python language to visually present the results. Using machine learning image data, this program is anticipated to predict joint success and serve as a guide for safe and efficient laser welding. It is expected to contribute to the safety and efficiency of the electric vehicle battery assembly process.