• Korean Journal of Air-Conditioning and Refrigeration Engineering
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• v.25 no.7
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• pp.377-385
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• 2013

In this study, the performance of an impeller according to blade length and pitch angle was studied experimentally by building a variable pitch impeller while changing blade length to review the effect of blade length and pitch angle on a fan's performance. The pitch angle was changed in six steps from $20^{\circ}{\sim}45^{\circ}$ at intervals of $5^{\circ}$ while the blade lengths were changed to 90 mm, 100 mm, 110 mm and 120 mm with an identical airfoil shape while carrying out the experiment. The results are summarized as follows : The air flow per static pressure of axial fans increased linearly with increase of pitch angle, but the high static pressure showed a decrease at a pitch angle of $35^{\circ}$. The shaft power increased proportionally to the pitch angle at all blade lengths; the larger the pitch angle, the larger the measured increase of shaft power. This is because the drag at the fan's front increases with the pitch angle. In the axial fans considered in this research, the flow and incre.

• Journal of Korean Society of Coastal and Ocean Engineers
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• v.10 no.2
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• pp.100-108
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• 1998

Morison formula has been used in the determination of wave forces acting on vertical cylindrical piles of ocean structures. The formula, however, can be applied to mildly varying varying incident waves with symmetrical shapes. The breaking waves impinge on structures with very high impact forces, which completely differ from the inertia and drag forces of the Morison formula in both magnitudes and characteristics. In the present study, a boundary element method is applied to determine the water particle velocity and acceleration under the breaking waves. A numerical model is then developed to determine breaking wave forces utilizing those water particle kinematics. The results of the model is then developed to determine breaking wave forces utilizing those water particle kinematics. The results of the model agree well with existing experimental data, giving maximal wave forces 3 times and maximal moments 5 times larger than the Morison formula does.

• Proceedings of the Korean Society of Propulsion Engineers Conference
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• 2017.05a
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• pp.984-990
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• 2017

Mesh screen modeling and liquid propellant discharge simulation of surface tension tank were performed using commercial CFD software Flow-3d. $350{\times}2600$, $400{\times}3000$ and $510{\times}3600$ DTW mesh screen were modeled using macroscopic porous media model. Porosity, capillary pressure, and drag coefficient were assigned for each mesh screen model, and bubble point simulations were performed. The mesh screen model was validated with the experimental data. Based on the screen modeling, liquid propellant discharge simulation from PMD tank was performed. NTO was assigned as the liquid propellant, and void was set to flow into the tank inlet to achieve an initial volume flow rate of liquid propellant in $3{\times}10^{-3}g$ acceleration condition. The intial flow pressure drop through the mesh screen was approximately 270 Pa, and the pressure drop increased with time. Liquid propellant discharge was sustained until the flow pressure drop reached approximately 630 Pa, which was near the estimated bubble point value of the screen model.

• Journal of the Korean Geotechnical Society
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• v.22 no.9
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• pp.15-22
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• 2006

Single segmented mooring lines were tested in a geotechnical centrifuge for the purpose of calibrating the analytical solution developed for the analysis and design of various mooring lines associated with underwater drag/permanent anchors. The model mooring lines included steel ball chains and wire cables placed at various depths within the soft clayey seafloor soil. The mooring lines were loaded to preset tensions at the water surface under an elevated acceleration inside the centrifuge to simulate the field stress conditions experienced by the prototype mooring lines. This paper describes the calibration of two factors that are used as part of the input parameters in the analytical solution of mooring lines and considers the effect of chasing wires that were used in the experiment to determine the locations of the mooring lines.

• Journal of the Korean Applied Science and Technology
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• v.35 no.4
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• pp.1108-1119
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• 2018

As the interest on the air pollution is gradually rising at home and abroad, automotive and fuel researchers have been studied on the exhaust and greenhouse gas emission reduction from vehicles through a lot of approaches, which consist of new engine design, innovative after-treatment systems, using clean (eco-friendly alternative) fuels and fuel quality improvement. This research has brought forward two main issues : exhaust emissions (regulated and non-regulated emissions, PM particle matter) and greenhouse gases of vehicle. Exhaust emissions and greenhouse gases of automotive had many problem such as the cause of ambient pollution, health effects. In order to reduce these emissions, many countries are regulating new exhaust gas test modes. Worldwide harmonized light-duty vehicle test procedure (WLTP) for emission certification has been developed in WP.29 forum in UNECE since 2007. This test procedure was applied to domestic light duty diesel vehicles at the same time as Europe. The air pollutant emissions from light-duty vehicles are regulated by the weight per distance, which the driving cycles can affect the results. Exhaust emissions of vehicle varies substantially based on climate conditions, and driving habits. Extreme outside temperatures tend to increasing the emissions, because more fuel must be used to heat or cool the cabin. Also, high driving speeds increases the emissions because of the energy required to overcome increased drag. Compared with gradual vehicle acceleration, rapid vehicle acceleration increases the emissions. Additional devices (air-conditioner and heater) and road inclines also increases the emissions. In this study, three light-duty vehicles were tested with WLTP, NEDC, and FTP-75, which are used to regulate the emissions of light-duty vehicles, and how much emissions can be affected by different driving cycles. The emissions gas have not shown statistically meaningful difference. The maximum emission gas have been found in low speed phase of WLTP which is mainly caused by cooled engine conditions. The amount of emission gas in cooled engine condition is much different as test vehicles. It means different technical solution requires in this aspect to cope with WLTP driving cycle.