• Journal of Ocean Engineering and Technology
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• v.17 no.5 s.54
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• pp.1-10
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• 2003

When a body with slant angle behind its shoulder is moving at a high speed, the turbulent motion around the afterbody is generally associated with the flow separation, and determines the normal component of the drag. By changing the slant angle of the afterbody, the drag coefficients can be changed, drastically. Understanding and controlling the turbulent separated flows has significant importance for the design of optimal configuration of the moving bodies. In this paper, a new Large Eddy Simulation technique has been developed to investigate turbulent vortical motions around the afterbodies, using slant angle. By understanding the structure of the turbulent flow around the body, the new configuration of afterbodies is designed to reduce the drag of body, and the nonlinear effects, due to the interaction between the body configuration and the turbulent separated flows, are investigated by use of the developed LES technique.

• Transactions of the Korean Society of Mechanical Engineers B
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• v.29 no.10 s.241
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• pp.1163-1171
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• 2005

The shape optimization of an airfoil has been performed for an incompressible viscous flow. In this study, Pareto frontier sets, which are global and non-dominated solutions, can be obtained without various weighting factors by using the multi-objective genetic algorithm An NACA0012 airfoil is considered as a baseline model, and the profile of the airfoil is parameterized and rebuilt with four Bezier curves. Two curves, front leading to maximum thickness, are composed of five control points and the rest, from maximum thickness to tailing edge, are composed of four control points. There are eighteen design variables and two objective functions such as the lift and drag coefficients. A generation is made up of forty-five individuals. After fifteenth evolutions, the Pareto individuals of twenty can be achieved. One Pareto, which is the best of the . reduction of the drag furce, improves its drag to $13\%$ and lift-drag ratio to $2\%$. Another Pareto, however, which is focused on increasing the lift force, can improve its lift force to $61\%$, while sustaining its drag force, compared to those of the baseline model.

• Wind and Structures
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• v.11 no.4
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• pp.257-273
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• 2008

A number of passive aerodynamic drag reduction methods were applied separately and then in different combinations on an intercity bus model, through wind tunnel studies on a 1:20 scale model of a Mercedes Benz Tourismo 15 RHD intercity bus. Computational fluid dynamics (CFD) modelling was also conducted in parallel to assist with flow visualisation. The commercial CFD package $CFX^{TM}$ was used. It has been found that dramatic reductions in coefficient of drag ($C_D$) of up to 70% can be achieved on the model using tapered and rounded top and side leading edges, and a truncated rear boat-tail. The curved front section allows the airflow to adhere to the bus surfaces for the full length of the vehicle, while the boat-tails reduce the size of the low pressure region at the base of the bus and more importantly, additional pressure recovery occurs and the base pressures rise, reducing drag. It is found that the CFD results show remarkable agreement with experimental results, both in the magnitude of the force coefficients as well as in their trends. An analysis shows that such a reduction in aerodynamic drag could lead to a significant 28% reduction in fuel consumption for a typical bus on intercity or interstate operation. This could translate to a massive dollar savings as well as significant emissions reductions across a fleet. On road tests are recommended.

• Journal of Korean Tunnelling and Underground Space Association
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• v.7 no.4
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• pp.313-321
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• 2005

Drag coefficient is one of the critical design factors to quantify the piston effect in vehicle tunnels. Several problems are raised on the drag coefficient currently applied for the ventilation system design; unverified adoption of the projected frontal area of the vehicle from the foreign study in the past, and lack of consideration for the slip-streaming effect. This study aims at better estimation of the traffic-induced ventilation force in the local tunnels. Values for the projected frontal area of the vehicles running on the local roads at present are proposed and results of an extensive CFD study are studied on the slip-streaming effects in various traffic conditions to quantify $K_{blockage}$ and the drag coefficient in the domestic tunnels.

• Proceedings of the Korea Committee for Ocean Resources and Engineering Conference
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• 2003.05a
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• pp.49-55
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• 2003

When a body with slant angle after its shoulder is moving at high speed, the turbulent motion around the afterbody is generally associated with the flaw separation and determines the normal component of the drag. By changing the slant angle of afterbody, there exists a critical angle at which the drag coefficients change drastically. Understanding and control of the turbulent separated flows are of significant importance for the design of optimal configuration of the moving bodies. In the present paper, a new Large Eddy Simulation technique has been developed to investigate turbulent vortical motions around the afterbodies with slant angle. By basis of understanding the structure of turbulent flaw around the body, the new configuration of afterbodies are designed to reduce the drag of body and the nonlinear effects due to the interaction between the body configuration and the turbulent separated flows are investigated by use of the developed LES technique.

• Journal of The Korean Society of Agricultural Engineers
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• v.61 no.1
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• pp.75-83
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• 2019

Fruit bagging is a traditional way to produce high-quality fruit and to prevent damage from insects and diseases. Growing pears by non-bagging is concerned about the damage from insect, it can be controlled by installing a insect net facility. Wind load should be considered to design the insect net facility because it has the risk of collapse due to the strong wind. So we carried out wind tunnel test for measurement of drag force, where the insect net with porosity about 65% is selected as an experimental subject. As a result of the test, drag force was measured to be 244.14 N when insect net area and wind speed are $1m^2$ and 22.7 m/s respectively. And, drag coefficients for the insect net were found to be about 0.55~0.57, which may be used as the preliminary data to design the insect net facilities at the orchard.

• New & Renewable Energy
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• v.20 no.2
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• pp.17-25
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• 2024

In this study, the effect of the time step specified in a computational fluid dynamics (CFD) simulation on load response is analyzed and the drag coefficients of the floating body of floating offshore wind turbines (FOWTs) are estimated. By evaluating the error in the FOWT load response and the change in the drag-coefficient values based on the density of the time intervals, this study aims to establish a time-interval setting that minimizes the time and cost of CFD simulations for selecting drag-coefficient values. Practical CFD utilization strategies necessary for the calibration of medium-to high-fidelity analysis tools are presented. Based on a comparative analysis of CFD simulations conducted at various time intervals, the results confirmed that under a certain time interval that sufficiently considers various factors, the accuracy of the FOWT response with respect to density shows minimal differences, thereby providing an efficient utilization method for CFD simulations in FOWT design and analysis.

• Journal of Bio-Environment Control
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• v.1 no.1
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• pp.28-36
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• 1992

The wind pressure distributions were analyzed to provide fundamental criteria for the structural design on e single-span arched house according to the wind directions through the wind tunnel experiment. In order to investigate the wind force distributions, the variation of the wind force coefficients, the mean wind force coefficients, the drag force coefficients and the lift force coefficients were estimated by using the experimental data. The results obtained are as follows: 1. When the wind direction was normal to the wall, the maximum positive wind pressure along the height of the wall occurred approximately at two-thirds of the wall height because of the effects of boundary layer flow. 2. When the wind direction was 30$^{\circ}$ to the wall, the maximum positive wind force occurred at the windward edge of the wall. When the wind direction was parallel to the wall, the maximum negative wind force occurred at the windward edge of the wall. 3. The maximum negative wind force along the width of the roof appeared around the width ratio, 0.4, and that along the length of the roof appeared around the length ratio, 0.5. 4. According to the results of the mean wind force coefficients analysis, the maximum negative wind force occurred on the roof at the wind direction of 30$^{\circ}$. 5. The wind forces at the wind direction of 30$^{\circ}$ instead of 0$^{\circ}$ are recommended in the structural design of supports for a house. 6. To prevent partial damage of a house structure by wind forces, the local wind forces should be considered to the structural design of a house.

• Journal of the Society of Naval Architects of Korea
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• v.57 no.2
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• pp.96-103
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• 2020

The new geometric disturbance is proposed to control the flow around the bluff body. The new geometry is characterized by the variable pitch which is applied on the Helically Elliptic Twisted (HET) cylinder. The performance of the HTE geometry as a biomimetic passive flow control was confirmed by Jung and Yoon (2014). The Large Eddy Simulation (LES) is used for the evaluation of the flow control performance of the Variable Pitch HTE (VPHTE) cylinder at Reynolds number (Re) of 3000 corresponding to the subcritical regime. The circular and HTE cylinders are also considered to compare the performance of the VPHTE cylinder at the same Re. The VPHTE cylinder gives the smallest values of the force coefficients than the circular and HTE cylinders. The drag and lift coefficients of the VPHTE cylinder are about 15.2% and 94.0% lower than those of the circular cylinder, respectively. Especially, the VPHTE cylinder achieves about 2.3% and 30.0% reduction of the drag coefficient and the root mean square of the lift coefficient than the HTE cylinder, respectively. Furthermore, The VPHTE cylinder forms more elongated and stabilized separated shear layer than the circular cylinder, which supports the reduction of the force coefficients.

• Journal of the Korean Solar Energy Society
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• v.33 no.1
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• pp.40-47
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• 2013

An aerodynamic design tool was developed for small wind turbine blades based on the blade element momentum theory. The lift and drag coefficients of blades that are needed for aerodynamic blade design were obtained in real time from the Xfoil program developed at University of Illinois. While running, the developed tool automatically accesses the Xfoil program, runs it with proper aerodynamic and airfoil properties, and finally obtains lift and drag coefficients. The obtained aerodynamic coefficients are then used to find out optimal twist angles and chord lengths of the airfoils. The developed tool was used to design a wind turbine blade using low Reynolds number airfoils, SG6040 and SG6043 to have its maximum power coefficient at a specified tip speed ratio. The performance of the blade was verified by a commercial code well known for its prediction accuracies.