• Journal of the Korea Institute of Military Science and Technology
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• v.22 no.4
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• pp.527-535
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• 2019

Hanger in a rail-launched missile protrudes in general and causes to increase significant drag force. One method to avoid the significant increase of drag force is to apply fairings on the hanger. In this paper, sloping shaped fairing parameters of height, width, and length are optimized to minimize the drag force under subsonic speed region by examining three configurations of fairings : front-fairing only, rear-faring only, and the both front and rear fairing. We use Latin Hypercube Sampling method to determine the experimental points, and computational fluid dynamics with incompressible RANS solver was applied to acquire the data at sampling points. Then, we construct a meta model by kriging method. We find the best choice among three configurations examined : both front and rear fairing reduce the drag force by 63 % without the constraint of fairing mass, and front fairing reduced the drag force by 52 % with the constraint of hanger mass.

• Wind and Structures
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• v.34 no.5
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• pp.451-467
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• 2022

The flow around a high-speed train with three underbody structures in the bogie area is numerically investigated using the improved delayed detached eddy simulation method. The vortex structure, pressure distribution, flow field structure, and unsteady velocity of the wake are analyzed by vortex identification criteria Q, frequency spectral analysis, empirical mode decomposition (EMD), and Hilbert spectral analysis. The results show that the structures of the bogie and its installation cabin reduce the momentum of fluid near the tail car, thus it is easy to induce flow separation and make the fluid no longer adhere to the side surface of the train, then forming vortices. Under the action of the vortices on the side of the tail car, the wake vortices have a trend of spanwise motion. But the deflector structure can prevent the separation on the side of the tail car. Besides, the bogie fairings do not affect the formation process and mechanism of the wake vortices, but the fairings prevent the low-speed fluid in the bogie installation cabin from flowing to the side of the train and reduce the number of the vortices in the wake region.

• Proceedings of the KSME Conference
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• 2002.08a
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• pp.439-442
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• 2002

In this study, a turbulence simulation is carried out in a suction type wind tunnel using grids, where turbulent flows with various turbulence intensity are successfully produced by the change of grid size, arrangement of grids and settling position, respectively. Response tests of rectangular cylinder models with aspect ratio of 2 and 4 are carried out in smooth flow and generated turbulent flows. Additionally, two types of fairing are considered such as right triangle and regular triangle. The effects of wind velocity fluctuations and fairing are discussed on vortex-induced oscillation.

• Wind and Structures
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• v.12 no.3
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• pp.205-217
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• 2009

Aerodynamic flutter control for long-span cable-supported bridges was investigated based on three basic girder sections, i.e. streamlined box girder section, box girder section with cantilevered slabs and two-isolated-girder section. Totally four kinds of aerodynamic flutter control measures (adding fairings, central-slotting, adding central stabilizers and adjusting the position of inspection rail) were included in this research. Their flutter control effects on different basic girder sections were evaluated by sectional model or aeroelastic model wind tunnel tests. It is found that all basic girder sections can get aerodynamically more stabled with appropriate aerodynamic flutter control measures, while the control effects are influenced by the details of control measures and girder section configurations. The control effects of the combinations of these four kinds of aerodynamic flutter control measures, such as central-slotting plus central-stabilizer, were also investigated through sectional model wind tunnel tests, summarized and compared to the flutter control effect of single measure respectively.

• Wind and Structures
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• v.4 no.4
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• pp.315-332
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• 2001

Presented herein is a numerical study for evaluating the aerodynamic behaviour of equipped bridge deck sections. In the first part, the method adopted is described, in particular concerning turbulence models, meshing requirements and numerical approach. The validation of the procedure represents the aim of the second part of the paper: the results of the numerical simulation in case of two-dimensional, steady, incompressible, turbulent flow around a realistic bridge deck are compared to the data collected from wind-tunnel tests. In order to demonstrate the influence of the section details and of the partial streamlining of the deck geometry on its aerodynamic behaviour, in the third part of the paper the effect of the fairings and of each item of equipment of the section (such as central barriers, side railings and sidewalks) is evaluated. The study has been applied to the deck section of the Normandy cable-stayed bridge.

• Transactions of the Korean Society for Noise and Vibration Engineering
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• v.21 no.11
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• pp.1059-1066
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• 2011

The micro-perforated panel absorber(MPPA) is one of promising noise control elements because of its applicability to extreme environments where general porous materials cannot be used. Since the MPPA is inherently non-porous sound absorber, it can be a good candidate of acoustic protection system of a space launcher. The overall sound pressure level inside payload fairings of commercial launch vehicles is so high(around 140 dB OASPL) that the conventional linear impedance model cannot be directly applied to the design of the acoustic protection systems. In this paper an acoustic impedance models of a micro-perforated panel absorber at high sound pressure environment were reviewed and the use of the impedance on the practical design of MPPAs was addressed. The variation of absorption characteristics of MPPA was discussed according to the design parameters, e.g., perforation ratio, the minute hole diameter, the thickness of MPP and the incident sound pressure level.

• Transactions of the Korean Society for Noise and Vibration Engineering
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• v.22 no.12
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• pp.1199-1205
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• 2012

An empirical acoustic impedance model of acoustic resonators with extended neck at a high sound pressure environment is proposed. The acoustic resonator with extended neck into its cavity is appropriate for the launcher fairing application because the length of neck does not increase the total height of the resonator. This enables one to design slim and light acoustic resonators for launch vehicles. The suggested acoustic impedance model considers the incident pressure and geometric variables(the neck length, the perforation ratio and the hole diameter) in terms of non-dimensional variables. Several acoustic resonators with extended neck are manufactured and their wall impedances are measured according to the pre-defined incident pressure levels. Effects of non-dimensional variables on the non-linear acoustic impedance are investigated so that a simple non-linear impedance model for the launcher fairing application can be proposed. It is demonstrated that the estimated acoustic resistance and acoustic length correction show reasonable agreement with the measured ones within the range of design parameters for launcher fairings.

• Journal of the Korean Society for Aeronautical & Space Sciences
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• v.48 no.10
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• pp.753-763
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• 2020

A wind tunnel test of 29.7% scaled model of NASA Common Research Model with belly model support was performed in small low speed wind tunnel. The static aerodynamic forces and moments of CRM were measured with belly sting support configuration. Pitching moments of belly sting with various fairings were compared and small interference fairing shape was found. The belly sting model support interference and reducing effect of fairing shapes with CFD analysis.

• Proceedings of the Korean Society for Noise and Vibration Engineering Conference
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• 2011.10a
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• pp.178-185
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• 2011

The micro-perforated panel absorber (MPPA) is one of promising noise control elements because of its applicability to extreme environments where general porous materials cannot be used. Since the MPPA is inherently non-porous sound absorber, it can be a good candidate of acoustic protection system of a space launcher. The overall sound pressure level inside payload fairings of commercial launch vehicles is so high (around 140 dB OASPL) that the conventional linear impedance model cannot be directly applied to the design of the acoustic protection systems. In this paper an acoustic impedance models of a micro-perforated panel absorber at high sound pressure environment were reviewed and the use of the impedance on the practical design of MPPAs was addressed. The variation of absorption characteristics of MPPA was discussed according to the design parameters, e.g., perforation ratio, the minute hole diameter, the thickness of MPP and the incident sound pressure level.

• Wind and Structures
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• v.21 no.2
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• pp.223-239
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• 2015

Open decks are a widely used deck configuration in long-span cable-stayed bridges; however, incorporating aerodynamic countermeasures are advisable to achieve better aerodynamic performance than a bluff body deck alone. A sectional model of an open deck cable-stayed bridge with a main span of 400 m was selected to conduct a series of wind tunnel tests. The influences of five practical aerodynamic countermeasures on flutter and vortex-induced vibration (VIV) performance were investigated and are presented in this paper. The results show that an aerodynamic shape selection procedure can be used to evaluate the flutter stability of decks with respect to different terrain types and structural parameters. In addition, the VIV performance of $\prod$-shaped girders for driving comfortableness and safety requirements were evaluated. Among these aerodynamic countermeasures, apron boards and wind fairings can improve the aerodynamic performance to some extent, while horizontal guide plates with 5% of the total deck width show a significant influence on the flutter stability and VIV. A wind fairing with an angle of $55^{\circ}C$ showed the best overall control effect but led to more lock-in regions of VIV. The combination of vertical stabilisers and airflow-depressing boards was found to be superior to other countermeasures and effectively boosted aerodynamic performance; specifically, vertical stabilisers significantly contribute to improving flutter stability and suppressing vertical VIV, while airflow-depressing boards are helpful in reducing torsional VIV.