• Publications of The Korean Astronomical Society
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• v.17 no.1
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• pp.11-14
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• 2002

Our examination of the relations of spherically symmetric accretion on a massive point object to viscous drag, neglecting gas pressure and using self-similar transformation, shows the behaviors of the asymptotic solutions? in the regions near to and far from the center. The viscosity reduces the free-fall velocity by the factor $(1\;+\;\zeta) ^{-1}$, and causes flattening in the density distribution. Therefore, the viscosity leads to the reduction of the mass accretion rate.

• Journal of Energy Engineering
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• v.7 no.2
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• pp.163-171
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• 1998

Degradation of polymer additives is enhanced at higher temperature of the test solutions. The degradation of Co-polymer solution was investigated experimentally in a closed loop at the temperature of 6$0^{\circ}C$ and 8$0^{\circ}C$ with various polymer concentrations of 100, 200, 400, 600 ppm in order to see the effect of temperature and polymer concentration with time. The degradation effect were found to be more dependent on temperature than mechanical shear. The friction factor versus Reynolds number curves show that in the range of Reynolds number number 50,000~150,000 the friction was decreased as Reynolds number increased and the friction of solution at low temperature approached to Virk's maximum drag reduction asymptote. For constant flowrates and temperatures the degradation effect was found to be less likely in higher polymer concentration. For constant flowrates and polymer concentrations the degradation rates are affected mainly by temperature. At the temperature of 8$0^{\circ}C$ and polymer concentration of 100 ppm, drag reduction effect was disappeared after 4 hours. However, this thermal degradation could be avoided with additional materials such as surfactants which are supposed to enhance the bonding forces between polymer molecules.

• Journal of the Korea Academia-Industrial cooperation Society
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• v.19 no.2
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• pp.689-694
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• 2018

Recently, fuel consumption efficiency has become the most important issue in the vehicle development process due to the problem of environmental pollution. The air flow patterns of the vehicle body line and rear part are the most important elements affecting the fuel consumption efficiency. Especially, the airflow pattern of the vehicle rear part is the most important design factor to be considered in rear spoiler design. In this paper, the control factors affecting the airflow of the rear spoiler are determined, the airflow sensitivity of these control factors are tested and, then, the optimized control factors to reduce the airflow drag force are proposed. The model of optimized control factors is tested and the values of the optimized control factors are changed by analyzing the S/N ratio and mean value. Finally, the new modified model incorporating the optimized control factors is tested in an air flow tunnel and its ability to decrease the air drag and reduce the cost is verified.

• Wind and Structures
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• v.20 no.3
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• pp.449-468
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• 2015

Current wind-resistance designs of large-scale indirect dry cooling towers (IDCTs) exclude an important factor: the influence of the ventilation rate for radiator shutter on wind loads on the outer surfaces of the tower shell. More seemingly overlooked aspects are the effects of various ventilation rates on the wind pressure distribution on the tower surfaces of two IDCTs, and the feature of the flow field around them. In order to investigate the effects of the radiator shutter ventilation rates on the aerodynamic interference between IDCTs, this paper established the numerical wind tunnel model based on the Computational Fluid Dynamic (CFD) technology, and analyzed the influences of various radiator shutter ventilation rates on the aerodynamic loads acting upon a single and two extra-large IDCTs during building, installation, and operation stages. Through the comparison with the results of physical wind tunnel test and different design codes, the results indicated that: the influence of the ventilation rate on the flow field and shape coefficients on the outer surface of a single IDCT is weak, and the curve of mean shape coefficients is close to the reference curve provided by the current design code. In a two-tower combination, the ventilation rate significantly affects the downwind surface of the front tower and the upwind surface of the back tower, and the larger positive pressure shifts down along the upwind surface of the back tower as the ventilation rate increases. The ventilation rate significantly influences the drag force coefficient of the back tower in a two-tower combination, the drag force coefficient increases with the ventilation rate and reaches the maximum in a building status of full ventilation, and the maximum drag coefficient is 11% greater than that with complete closure.

• Journal of Power System Engineering
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• v.10 no.2
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• pp.22-28
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• 2006

Computer simulation of the air flow over an automotive vehicle is now becoming a routine process in automotive industry to assess the aerodynamic characteristics of a medium-size vehicle such as $C_d\;and\;C_1$ and aslo to investigate the possibility of improving aerodynamic performance of the vehicle as a preliminary design for the production line. Mainly due to its contribution in saving time and cost in the development of new cars, computer simulation of the air flow over a vehicle is usually done well before a production car is introduced to the market and in gaining more and more attention as powerful computer resources are getting readily available nowadays. To aerodynamically design a car is mainly related with reducing a drag coefficient of car. A well designed car usually has a $C_d$ value in the range of $0.3{\sim}0.4$. It is understandable that automotive industry is rushing to reduce a drag coefficient as reducing even a small fraction of the $C_d$ value can have an enormous overall impact on many areas. Actually, the present research model was able to achieve a $C_d$ value in the range of $0.3{\sim}0.36$ for flow velocities of $60km/h{\sim}100km/h$ by strategically removing the possible factor hazardous to lower $C_d$ value. Prediction of the medium-size vehicle aerodynamics using CFD was performed when an actual car model was in the development stage and three-dimensional modeling was also performed to optimize it as the best model in terms of the best aerodynamic performance.

• Transactions of the Korean Society of Mechanical Engineers A
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• v.33 no.1
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• pp.49-55
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• 2009

This paper presents the optimal shape of microelectrode that generates dielectrophoretic(DEP) force to separate particles in homogeneous medium. The principle of the particles sorting is based on the use of the relative strengths of negative DEP (nDEP) and drag forces, as in a general DEP-activated cell sorter (DACS). To numerically calculate the DEP force and drag force, the simulation is implemented in MATLAB 7.0. The properties of particles, which are used in simulation, are similarly selected as those of cells to apply cell separation. The most optimized shape of electrode is selected by numerical simulation according to a variety of electrode shape such as rectangle, trapezoidal, and right-triangle. Through, in addition, parameter study, we found that applied frequency is more significant factor on the separation than various parameters, such as applied voltage and permittivity of medium, that decide on the strength of DEP force.

• Fibers and Polymers
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• v.5 no.4
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• pp.275-279
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• 2004

Yarn tension is a key factor that affects the efficiency of a ring spinning system. In this paper, a specially constructed rig, which can rotate a yam at a high speed without inserting any real twist into the yarn, was used to simulate a ring spinning process. Yarn tension was measured at the guide-eye during the simulated spinning of different yarns at various balloon heights and with varying yarn length in the balloon. The effect of balloon shape, yarn hairiness and thickness, and yam rotating speed, on the measured yarn tension, was examined. The results indicate that the collapse of balloon shape from single loop to double loop, or from double loop to triple etc, lead to sudden reduction in yarn tension. Under otherwise identical conditions, a longer length of yarn in the balloon gives a lower yarn tension at the guide-eye. In addition, thicker yarns and/or more hairy yarns generate a higher tension in the yarn, due to the increased air drag acting on the thicker or more hairy yarns.

• International Journal of Naval Architecture and Ocean Engineering
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• v.7 no.6
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• pp.995-1006
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• 2015

Underwater glider, as a new kind of autonomous underwater vehicles, has many merits such as long-range, extended-duration and low costs. The shape of underwater glider is an important factor in determining the hydrodynamic efficiency. In this paper, a high lift to drag ratio configuration, the Blended-Wing-Body (BWB), is used to design a small civilian under water glider. In the parametric geometric model of the BWB underwater glider, the planform is defined with Bezier curve and linear line, and the section is defined with symmetrical airfoil NACA 0012. Computational investigations are carried out to study the hydrodynamic performance of the glider using the commercial Computational Fluid Dynamics (CFD) code Fluent. The Kriging-based genetic algorithm, called Efficient Global Optimization (EGO), is applied to hydrodynamic design optimization. The result demonstrates that the BWB underwater glider has excellent hydrodynamic performance, and the lift to drag ratio of initial design is increased by 7% in the EGO process.

• Wind and Structures
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• v.38 no.5
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• pp.367-379
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• 2024

Compared with traditional transmission towers, T-shaped angle towers have long cross-arms and are specially used for ultrahigh-voltage direct-current (UHVDC) transmission. Nevertheless, the wind loads of T-shaped towers have not received much attention in previous studies. Consequently, a series of wind tunnel tests on the T-shaped towers featuring cross-arms of varying lengths were conducted using the high-frequency force balance (HFFB) technique. The test results reveal that the T-shaped tower's drag coefficients nearly remain constant at different testing velocities, demonstrating that Reynolds number effects are negligible in the test range of 1.26 × 10⁴-2.30 × 10⁴. The maximum values of the longitudinal base shear and torsion of the T-shaped tower are reached at 15° and 25° of wind incidence, respectively. In the yaw angle, the crosswind coefficients of the tower body are quite small, whereas those of the cross-arms are significant, and as a result, the assumption in some load codes (such as ASCE 74-2020, IEC 60826-2017 and EN 50341-1:2012) that the resultant force direction is the same as the wind direction may be inappropriate for the cross-arm situation. The fitting formulas for the wind load-distribution factors of the tower body and cross-arms are developed, respectively, which would greatly facilitate the determination of the wind loads on T-shaped angle towers.

• The Journal of The Korea Institute of Intelligent Transport Systems
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• v.9 no.6
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• pp.54-62
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• 2010

The scientific analysis of car-pedestrian accidents is not an easy task because of the characteristic of the accidents itself. Since the analysis involved human being, there were few experimental data that could be used for the analysis. The coefficient of friction of human body was the one of crucial data for accident analysis, but no field experiment report was available for various roadway conditions. This study intends to measure the coefficient of friction of human body through field studies. Results showed that the coefficient of friction of human body for dry asphalt pavement conditions was 0.59~0.62, and for dry concrete pavement conditions was 0.59~0.61. In addition, the coefficients for wet asphalt pavement and for wet concrete pavement conditions were 0.56~0.59 and 0.51~0.54 respectively, indicating 5.0% and 8.3% reduction compared to the dry conditions. The deduced coefficients were validated using the simulation program. It has been confirmed that the experiment values were close to the simulation results.