• Journal of Advanced Marine Engineering and Technology
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• v.25 no.1
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• pp.95-106
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• 2001

When the crankshaft of diesel engine has more than 3 throws, which are arranged in a different plane, its vibration induces coupled motions, especially the coupled torsional and axial vibration. Nowadays, the torsional vibration which is influenced rather weak than axial one, can be theoretically calculated fairly accurately, but theoretical calculation results of the axial vibration which is influenced strongly from torsional vibration is not so good. To get accurate calculation results of axial vibration, coupled axial-torsional vibration must be treated. In this investigation, coupled effects of vibration of diesel engine propulsion shafting are analyzed theoretically and some simple calculation methods are also studied. On this first report, effects of coupling on natural frequencies and their modes are mainly studied, setting the each mass in 4 degrees of freedom.

• Proceedings of the Korean Society of Marine Engineers Conference
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• 2000.05a
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• pp.60-71
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• 2000

When the crankshaft of Diesel engine has more than 3 throws which are arranged in a different plane its vibration induces coupled motions especially the coupled torsional and axial vibration. Nowadays the torsional vibration which is influenced rather weak than axial one can be theoretically calculated fairly accurately but theoretical calculation results of the axial vibration which is influenced strongly from torsional vibration is not so good. To get accurate calculation results of axial vibration coupled axial-torsional vibration must be treated. in this investigation coupled effects of vibration of Diesel engine propulsion shafting are analyzed theoretically and some more simple calculation methods are also studied. On this first report effects of coupling on natural frequencies and their modes are mainly studied setting the each mass in 4 degrees of freedom. later this problem may be studied again by setting each mass as 6 degrees of freedom.

• Nuclear Engineering and Technology
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• v.55 no.9
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• pp.3213-3228
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• 2023

As an important part of the digital reactor, the pin-by-pin wise fine coupling calculation is a research hotspot in the field of nuclear engineering in recent years. It provides more precise and realistic simulation results for reactor design, operation and safety evaluation. CORCA-K a nodal code is redeveloped as a robust pin-by-pin wise neutronics and thermal-hydraulic coupled calculation code for pressurized water reactor (PWR) core. The nodal green's function method (NGFM) is used to solve the three-dimensional space-time neutron dynamics equation, and the single-phase single channel model and one-dimensional heat conduction model are used to solve the fluid field and fuel temperature field. The mesh scale of reactor core simulation is raised from the nodal-wise to the pin-wise. It is verified by two benchmarks: NEACRP 3D PWR and PWR MOX/UO₂. The results show that: 1) the pin-by-pin wise coupling calculation system has good accuracy and can accurately simulate the key parameters in steady-state and transient coupling conditions, which is in good agreement with the reference results; 2) Compared with the nodal-wise coupling calculation, the pin-by-pin wise coupling calculation improves the fuel peak temperature, the range of power distribution is expanded, and the lower limit is reduced more.

• 유체기계공업학회:학술대회논문집
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• 1998.12a
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• pp.49-54
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• 1998

The flow inside an axial turbomachinery with multi-stage can be characterized as unsteady phenomena. In order to predict accurately these complex unsteady flow patterns including rotor-stator interaction effects, enormous computer resources are required. So it is not compatible in preliminary design process. In this study, steady coupled blade row flow with rotor-stator interaction solver is developed using interrow mixing model and used to predict the performance of the axial fan. To verify the computational method, the calculations are compared with experimental results and show satisfactory agreement with them. The interaction effects on the performance of the axial fan have also been studied by comparing the results of steady coupled blade row and steady single blade row flow calculation.

• Journal of the Korean Society of Manufacturing Process Engineers
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• v.5 no.3
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• pp.43-50
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• 2006

In this successive study, the analytical realization of coupled system was introduced using the times series identification and spectrum analysis, which was compared with conventional FFT spectrum. Also, the numerical responses of second order system, which is coupled, were solved using the numerical calculation of Runge-Kutta Gill method. After numerical analysis, the displacement, velocity and acceleration were acquired. Among them, the response of displacement was used for the analysis of time series spectrum. Among several time series, the ARMAX algorithm was proved to be appropriate for the spectrum analysis of the coupled system. Using the separated response of 1st and 2nd mode, the mode was calculated separately. And the responses of mixed modes were also analyzed for calculation of the mixed modes in the coupled system.

• Nuclear Engineering and Technology
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• v.37 no.5
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• pp.469-478
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• 2005

The subchannel analysis capability of MARS, a multi-dimensional thermal-hydraulic system code, has been enhanced. In particular, the turbulent mixing and void drift models for the flow-mixing phenomena in rod bundles were improved. Then, the subchannel analysis feature was combined with the existing coupled system thermal-hydraulics (T/H) and 3D reactor kinetics calculation capability of MARS. These features allow for more realistic simulations of both the hot channel behavior and the global system T/H behavior. Using the coupled features of MARS, a coupled analysis of a main steam line break (MSLB) is carried out for demonstration purposes. The results of the calculations are very reasonable and promising.

• Nuclear Engineering and Technology
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• v.54 no.11
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• pp.4280-4295
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• 2022

In this paper, a new multi-group neutron-gamma transport calculation code system STRAUM-MATXST for complicated geometrical problems is introduced and its development status including numerical tests is presented. In this code system, the MATXST (MATXS-based Cross Section Processor for S_N Transport) code generates multi-group neutron and gamma cross sections by processing MATXS format libraries generated using NJOY and the STRAUM (S_N Transport for Radiation Analysis with Unstructured Meshes) code performs multi-group neutron-gamma coupled transport calculation using tetrahedral meshes. In particular, this work presents the recent implementation and its test results of the Krylov subspace methods (i.e., Bi-CGSTAB and GMRES(m)) with preconditioners using DSA (Diffusion Synthetic Acceleration) and TSA (Transport Synthetic Acceleration). In addition, the Krylov subspace methods for accelerating the energy-group coupling iteration through thermal up-scatterings are implemented with new multi-group block DSA and TSA preconditioners in STRAUM.

• Journal of electromagnetic engineering and science
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• v.3 no.2
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• pp.126-132
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• 2003

In this paper, a coupled-line type waveguide bandpass filter is newly proposed. The proposed bandpass filter configuration consists of magnetically coupled waveguide cavities. In order to show the background of the proposed waveguide bandpass filter, the general coupled line TEM bandpass filter theory, which means the coupled line filter with arbitrary coupled line length and impedance level, will be briefly introduced. Calculations for the even- and odd-mode wave impedance of a coupled line waveguide structure are achieved based on the normalized impedance concept for a broad-side coupled waveguides by using vector finite element method(VFEM) calculation. Measured result of an implemented coupled-line type waveguide filter is presented.

• Journal of Advanced Marine Engineering and Technology
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• v.25 no.3
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• pp.563-572
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• 2001

With the results of calculation for natural frequencies the reponses of forced coupled vibration of propulsion shafting system were investigated by the modal analysis method. For the forced vibration response analysis, the axial exciting forces, the axial damper/detuner, propeller exciting forces and damping coefficients were extensively considered. As the conclusion of this study, some items are cleared as follows.-The torsional vibration amplitudes are not influenced by the radial excitation forces of the crank shaft. -The axial vibration amplitudes are influenced by the tangential exciting forces as well as the radial exciting forces of the crank shaft. The increase of the amplitudes is observed in the speed range at the neighbourhood of any torsional critical speed. 1The closer the torsional and axial critical speed. the larger coupling effect becomes. -The axial exciting force of propeller is relatively strong comparing with axial exciting forces of cylinder gas pressure and oscillating inertia of reciprocating mechanism. Therefore, the following conclusions are obtained. -Torsional vibration calculation with the classical one dimensional model is still valid. -The influence of torsional excitation at each crank upon the axial vibration is improtant. especially in the neighbourhood of a torsional critical speed. That means that the calculation of axial vibration with the classical one dimensional model is inaccurate in most of cases.

• Proceedings of the Korean Society of Marine Engineers Conference
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• 2000.11a
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• pp.99-107
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• 2000

With the results of calculation for natural frequencies, the forced reponses of coupled vibration of propulsion shafting were analysed by the modal analysis method. For the forced response analysis, axial exciting forces, axial damper/detuner, propeller exciting forces and damping coefficients were extensively investigated. As the conclusion of this study, some items are cleared as next. - The torsional amplitudes are not influenced by the radial excitation forces. - The axial vibrational amplitudes are influenced by the tangential exciting forces. An increase of amplitude is observed for the speed range in the neighbourhood of any torsional critical speed. - The coupling effect becomes larger if torsional and axial critical speed are closer together. - The axial exciting force of propeller is relatively strong, comparing with those of axial forces of cylinder gas pressure and oscillating inertia of reciprocating mechanism. Therefore, as a resume one can say, that- Torsional vibration calculation with the classical one dimension model is still valid. - The influence of torsional excitation at each crank upon the axial vibration is impotent, especially in the neighbourhood of a torsional critical speed. That means that the calculation of axial vibration with the classical one dimension model is insufficient in most of cases. - The torsional exciting torque of propeller can be neglected in most of cases. But, the axial exciting forces of propeller can not be neglected for calculating axial vibration of propulsion shafting.