• Proceedings of the Korean Society of Precision Engineering Conference
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• 1997.10a
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• pp.735-738
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• 1997

The aerodynamic charateristics of high speed train can be improved by fore-body design. In this paper, the design a fore-body shape which has optimal aerodynamic charateristics, 6 models of fore-body shape are proposed and the change of aerodynamic characteristics is studied through calculations of flow field around high speed train fro each fore-body shape. The flow field around high speed trains are calculated using Navier-Stokes equation. The variational trends of aerodynamic characteristics are studied from the result of flow calculation around high speed trains for 6 fore-body shapes.

• Journal of computational fluids engineering
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• v.1 no.1
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• pp.81-87
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• 1996

The aerodynamic charateristics of high speed train can be improved by well-designing of its fore-body shape. In this paper, as a way of the design a fore-body shape which has optimal aerodynamic charasteristics, 9 models of fore-body shapes are proposed and the change of aerodynamic charateristics is studied through calculations of flow field around high speed train for each fore-body shape. The flow field around high speed trains are calculated using Thin-Layer Navier-Stokes equation and Chimera grid technique. The application of Chimera grid technique to these flow calculations over high speed train which has ground plane under the train makes grid generation easily. As a computaional algorithm, Pulliam and Chaussee's Diagonal algorithm, the modified form of the Beam and Warming's AF scheme which operates on block-tridiagonal matrices, is selected to reduce computaional time. Introducing hole points flag concept to this Diagonal algorithm. a algorithm for Chimera grid is generated. The variational trends of aerodynamic characteristics are studied from the results of flow calculations around high speed trains for 9 fore-body shapes.

• Proceedings of the Korean Society for Noise and Vibration Engineering Conference
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• 2009.10a
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• pp.656-660
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• 2009

Various dynamic models of seated posture human body have been developed because the importance about the ride comfort assessment of vehicles is highly emphasized from day to day. The dynamic models of human body make possible the simulation of ride comfort assessment by applied to the vehicle dynamic model. Recently, the importance of ride comfort is also regarded to working vehicles such as excavators and the research of the ride comfort assessment for working vehicle is required. Only vertical vibration dominantly occurs on the seat of the private car driving with constant velocity. In contrast, vertical/fore-and-aft/pitch vibration seriously occurs on the seat of the working excavator. So, the dynamic models of seated human body applied to working vehicles should describe the dynamic characteristics for vertical/fore-and-aft/pitch direction. In this paper, the dynamic characteristics of seated human body are represented as apparent inertia matrix. The apparent inertia matrix is obtained by the vertical/fore-and-aft/pitch excitation of seated human body. 6 resonance frequencies are observed in apparent inertia matrix. This result can be applied to develop the dynamic model for seated posture human body.

• 한국전산유체공학회:학술대회논문집
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• 2005.10a
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• pp.195-199
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• 2005

Wave breaking phenomenon near the fore body of a ship is numerically simulated. The ship advance with uniform velocity in calm water. For the simulation, incompressible Navier-Stokes equations and continuity equation are adopted as governing equations. The simulation is carried out in staggered variable mesh system with finite difference method. Marker and Cell(MAC) method and Marker-Density method are employed to track the free surface. Body boundary conditions are satisfied with the adoption of porosity method and no-slip condition on the hull surface. The ship model has a wedge type fore-body, and the computational domain is an appropriate region around the fore-body. The computation results are compared with some experimental results. Also the difference of the free surface tracking methods are discussed.

• Journal of the Society of Naval Architects of Korea
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• v.55 no.3
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• pp.252-264
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• 2018

The calculation of steady-state cavitating flows around Supercavitating Underwater Bodies (SUB's), which consist of a circular disk head (cavitator), a conical fore-body, a cylindrical middle-body and either a boat-tail or a flare-tail, are carried out. To calculate the axisymmetric cavitating flow, used is a commercial computational fluid dynamics code based on the finite volume method, Fluent. From the analysis of numerical results, the cavity and drag, affected by the fore-body and tail of the SUB's, are investigated. Firstly, the effect of the fore-body shape is investigated with the same disk cavitator and a cylindrical rear-body of fixed diameter. Then with the same cavitator and a fixed fore-body, the effect of the rear-body shape is investigated. Before the cavity generated by the cavitator covers the slant of fore-bodies sufficiently, the larger the cone angle of the fore-body(i.e., the shorter the slant length), the larger the drag and the slower the development of cavity. After the cavity covers the fore-body completely so that the pressure drag component of the body is vanished, the characteristics of drag-velocity curves are identical. Also, as the tail angle is bigger, the cavity generated by the cavitator is suppressed further and the drag becomes larger. The peak of the drag appears for the flare-tail, i.e., when the tail angle is positive(+). On the contrary, the trough of the drag appears for the boat-tail, i.e., when the tail angle is negative(-). When the tail angle is 5 degrees, the peak of the drag appears at the body speed of 80m/s and the value of the drag is 43% larger than that at the design speed of 100m/s. When the tail angle is -5 degrees, the trough of the total drag appears at 75m/s and that drag is 30% smaller than that of the cavitator, which means the rest of the body has a negative drag.

• Asian-Australasian Journal of Animal Sciences
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• v.8 no.6
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• pp.617-625
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• 1995

Distribution of wholesale carcass cuts and tissues was studied in Omani Dhofari bulls and steers raised under intensive management and slaughtered over a range of 110 to 210 kg body weight. The fore quarter of Dhofari cattle carcasses was heavier than the hind quarter with the chuck being the heaviest cut in the half carcass followed by the round whereas the flank was the lightest cut. Proportions of the fore quarter and its cuts increased whereas that of the hind quarter and its cuts decreased with increasing carcass weight. The fore quarter contained higher proportions of carcass tissues especially intermuscular fat than the hind quarter. The chuck and round contained the highest proportions of lean and bone and the flank the least. There was a general trend of increasing proportions of fat and decreasing proportions of lean and bone in carcass cuts and fore and hind quarters with increasing slaughter weight and age. As % total body fat (TBF), total carcass fat (TCF) increased whereas total non-carcass fat (TNCF) decreased. The largest proportion of TBF was deposited in the intermuscular site. Among the TNCF depots, the kidney and omental contributed the highest proportions whereas the pelvic and channel were the lowest. Proportions of M. rhomboideus and M. splenius increased in the half carcass whereas that of M. semitendinosus decreased as the cattle increased in size. The axial skeleton contributed 47.4-51.1, the fore limb 21.6-22.6 and the hind limb 23.9-26.2% of the total carcass bone. Proportions of axial skeleton increased whereas that of fore and hind limbs decreased with increasing slaughter weight and age. There were no major effects of castration on the distribution of weight of carcass cuts or carcass tissues. Steers had higher total body fat at 160 kg body weight and higher proportions of mesenteric, scrotal, pelvic, kidney and total non-carcass fat at 210 kg weight than bulls. As % of total body fat, steers fad significantly higher kidney and total non-carcass fat. There was little effects of castration on proportions of dimensions of individual muscles or bones.

• Journal of Ocean Engineering and Technology
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• v.11 no.4
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• pp.221-226
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• 1997

This study was carried out for the hull form development of G/T 340ton class high speed fishery patrol ship by Chosun University at the Circulating Water Channel cooperatively with Korea Maritime Service. Same size of 15knots class fishery patrol ship was selected as a parent form (Model number : CU-015), and modified fore and after body to be suitable for the operation at 20 knots. To minimize the breaking wave in the vicinity of fore body at high speed zone, high bulb nose and slender fore body hull form was chosen as an initial condition. Meanwhile, to ensure the engine room space keeping high resistance-propulsion performance, U-type stern hull form was developed.

• Bulletin of the Society of Naval Architects of Korea
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• v.26 no.2
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• pp.1-12
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• 1989

This paper presents a method of minimizing the wave resistance components, due to the linear wave propagating to the far field and the breaking wave in the vicinity of the hull. This method consists of the linear optimization method for the linear wave resistance and the statistical optimization method for the breaking wave resistance through the analysis of the experimental data. For the purpose of the application, a wall-sided model with parabolic waterplane shape was selected as a basic hull form, and two modified hull forms with varied $C_p-curve$ of the fore-body were derived from the linear wave optimization method and the empirical method. The correlation between the linear wave resistance and the breaking wave resistance according to the $C_p-curve$ variation of the fore-body was investigated through the experimental and analytical results for the three hull forms. The fore-body shape optimized by the present method shows the reduction of the wave resistance by 47% comparing to the basic hull form at the design speed($F_n=0.26$).

• Journal of the Society of Naval Architects of Korea
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• v.56 no.4
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• pp.327-334
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• 2019

Recently, there has been a growing interest in artificial supercavitation as a way to reduce friction drag of submerged vehicles. A cavitator plays an important role to generate the supercavity, so many studies have focused on the case of cavitator only. However, the body shape behind the cavitator affects the growth of the supercavity and this effect must be considered for evaluating the overall performance of the system. In this work, we conducted experimental investigation on artificial supercavitation generated by different combinations of the cavitator and body. We observed the supercavity pattern by using a high-speed camera and measured the pressure inside the cavity by using an absolute pressure transducer. We estimated the relation between the amount of injected air and the supercavity shape for different combinations. In summary, the disk type cavitator generates larger supercavity than that of the cone and ellipsoidal cavitators, but cavity development speed is relatively slower rather than the others. Furthermore, fore body angle plays an important role to generate the supercavity enveloping the entire body.

• Korean Journal of Veterinary Research
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• v.37 no.3
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• pp.525-532
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• 1997

The hoof parameters - hoof angle, toe length, heel length, hoof width, hoof length, heel width, hoof circumference - of 1372 Thoroughbred racehorses in Seoul racecourse were measured. Each parameter was compared with the racing time. The parameters were as follows: fore hoof angle $50.1{\pm}0.09^{\circ}$, hind hoof angle $50.1{\pm}0.08^{\circ}$; fore toe fength $82.8{\pm}0.21mm$, hind toe length $88.8{\pm}0.23mm$; fore heel length $28.6{\pm}0.19mm$, hind heel length $24.5{\pm}0.19mm$; fore hoof width $130.9{\pm}0.30mm$, hind hoof width $125.7{\pm}0.28mm$; fore hoof length $133.3{\pm}0.22mm$, hind hoof length $28.1{\pm}0.22mm$; fore heel width $61.2{\pm}0.32mm$, hind heel width $67.9{\p}0.35mm$; fore hoof circumference $264.2{\pm}0.48mm$, hind hoof circumference $253.8{\pm}0.40mm$. Apart from the hoof angle, the hoof parameters increased in proportion to the body weight. The parameters of forelimbs affected the racing time more than those of hindlimbs. The correlation between hoof parameters and racing time was shown more in short-distance race (1000M) than in long-distance race(2200M). The parameters that had correlation with racing time were hoof width, hoof length, heel width of forelimbs and heel width of hindlimbs.