• Transactions of the Korean Society of Mechanical Engineers
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• v.11 no.1
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• pp.105-109
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• 1987

Artificial roughness as a means of improving heat transfer gains more interest, especially for application to various heat exchanger. This study present experimental information for single-phase free and force convection heat transfer in a circular tube containing a internal spiral ribs. To examine the effect of inclined angle of tube, it was varied from 0 deg to 90 deg (0.deg., 22.5.deg., 45.deg., 90.deg.) with horizontal. Length of tube is 1.6m, and width, height and helix angle of rib are 4.2mm, 1.5mm, and 60 deg respectively. Water was used as a working fluid and test piece was heated with a constant heat flux by electric heater. Experiments have been performed with the range of modified Grashof number from 2 * 10$^{6}$ to 15 * 10$^{6}$ for free convection and with the range of Reynolds number from 3,000 to 40,000 for forced convection. Since the increase in heat transfer coefficients influence directly to the friction coefficient of the tube, the changes of the friction factors are also presented for several different cases considered in this investigation.

• Journal of computational fluids engineering
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• v.17 no.2
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• pp.1-10
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• 2012

This paper presents the numerical simulation results of heat transfer and friction loss for a rotating two-pass duct with the airfoil-guide vanes in the turning region. The Kriging model is used as an optimization technique with Reynolds-averaged Navier-Stokes analysis of flow field and heat transfer with shear stress transport turbulent model. To improve the heat transfer performance, angle and location of the airfoil-guide vanes have been selected as design variables. The optimization problem has been defined as a minimization of the objective function, which is defined as a linear combination of heat transfer related term and friction loss related term with a weight factor. The airfoil-guide vanes in the turning region keep the high level of heat transfer while the friction loss has a low value. By comparing the presence or absence of airfoil-guide vanes, it is shown that the airfoil-guide vanes exhibited the best heat transfer performance to improve the blade cooling except the first passage.

• Journal of Advanced Marine Engineering and Technology
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• v.32 no.7
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• pp.1003-1012
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• 2008

A three dimensional numerical study has been applied to predict the turbulent fluid flow and heat transfer characteristics for the rectangular channel with different types of baffles. Four different types of the baffles are used. The inclined baffles have the width of 19.8 cm, the square diamond type hole having one side length of 2.55 cm, and the inclination angle of $5^{\circ}$. Reynolds number is varied between 23,000 and 57,000. The SST k-${\omega}$ turbulence model is used in the present numerical study. The validity of the numerical results is examined with the experimental data. The numerical results of the flow field depict that the flow patterns around the different baffle type are entirely different and it significantly affects the local heat transfer characteristics. The heat transfer and friction factor depend significantly on the number of baffle holes. It is found that the heat transfer enhancement of baffle type II (3 hole baffle) has the best values.

• Proceedings of the KSME Conference
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• 2002.08a
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• pp.463-466
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• 2002

In order to examine the possibility of using a cavity as a passive device for reduction of skin friction and heat transfer, an intensive parametric study over a broad range of the cavity depth and length at different Reynolds numbers is performed for both laminar and turbulent boundary layers in the present study. Direct and large eddy simulation techniques are used for turbulent boundary layers at low and moderate Reynolds numbers, respectively. for both laminar and turbulent boundary layers over a cavity, a flow oscillation occurs due to the shear layer instability when the cavity depth and length are sufficiently large and it plays an important role in the determination of drag and heat-transfer increase or decrease. For a cavity sufficiently small to suppress the flow oscillation, both the total drag and heat transfer are reduced. Therefore, the applicability of a cavity as a passive device for reduction of drag and heat transfer is fully confirmed in the present study. Scaling based on the wall shear rate of the incoming boundary layer is also proposed and it is found to be valid in steady flow over a cavity.

• Journal of the Korean Society for Nondestructive Testing
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• v.29 no.1
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• pp.10-14
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• 2009

Heat generation mechanism of ultrasound infrared thermography is still not well understood, yet and there are two reliable assumptions of heat generation, friction and thermo-mechanical effect. This paper investigates the principal cause of heat generation at fatigue crack with experimental and numerical approach. Our results show most of heat generation is contributed by friction between crack interface and thermo-mechanical effect is a negligible quantity.

• Proceedings of the KWS Conference
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• 2010.05a
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• pp.59-59
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• 2010

Friction stir welding has become a viable and important manufacturing alternative or fabrication component, especially in aerospace and automobile applications involving aluminium alloys. In recent years, there is an increasing interest for FSW of dissimilar metals and alloys, particularly systems which are difficult to weld by conventional, thermal (or fusion) welding. In this study we tried to analyse the complex heat distribution occurring in TIG assisted FSW of dissimilar butt joint (STS304 and Al6061). For this, an analytical model for heat generation by FSW based on contact conditions has been developed. The heat input was calculated considering the coefficient of friction and slip factor between each work piece material with the tool material. The thermal model is used to generate the temperature characteristics curve, which successfully predicts the maximum welding temperature in each alloys. The analysis was carried out using the in-house solver.

• International Journal of Air-Conditioning and Refrigeration
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• v.10 no.1
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• pp.10-18
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• 2002

The objective of present study is to analyze a concentric triple-passage heat exchanger for an optimal design of a continuous hot steel-tube cooling system, where a hot-steel tube line is passing through an antioxidant gas with a constant speed. Velocities and temperatures of the inert gas flowing between inner and outer tubes are calculated theoretically for laminar and numerically for turbulent flow regimes. From their profiles Nusselt numbers and friction factors are calculated (or various ratios of inner/outer tube radii and relative velocities. With these Nusselt numbers triple-passage heat exchangers are investigated for their thermal characteristics. It is shown that heat transfer coefficients based on ratios of average heat fluxes from inner and outer tubes might result in great errors for the temperature distributions of the flows, since local heat transfer coefficients for flows through an annulus are dependent on local wall heat flux ratios.

• 한국전산유체공학회:학술대회논문집
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• 2011.05a
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• pp.141-147
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• 2011

A two-phase numerical model for plate-fin heat exchangers with plain fins and wave fins is studied incorporating the thermodynamic properties and the characteristics of fluid flow. The numerical simulations for the two fins in cryogenic conditions are earned out by employing a homogenous two-phase flow model with the CFD code ANSYS CFX. The heat transfer coefficients and the friction factor for nitrogen saturated vapor condensation process inside two types of plate fin heat exchanger are evaluated including the effects of saturation temperature (pressure), mass flow rate and inlet vapor quantity. The convective heat transfer coefficients and friction factors will be used for design of plate-fin type heat exchangers operating under cryogenic conditions.

• Tribology and Lubricants
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• v.33 no.1
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• pp.15-22
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• 2017

Because the running speed of vehicles is increasing and a shorter braking distance is required, high heat-resistant brake pads are needed to satisfy the requirements of customers and car makers. In the near future, hazardous materials such as Cu, Cr, Zn, and Sb will be restricted from use in friction materials. Ceramic composites reinforced by carbon fibers are good candidates for eco-friendly friction materials. In this study, we develop ceramic composite friction materials. The friction materials are composed of carbon fibers, Si, SiC, graphite, and phenol resin and are prepared by hot forming and heat treatment at high temperatures. The density, void ratio, and compressive strength are $1.59-1.66g/cm^3$, 16.6-20, and 70-90 MPa, respectively. Friction and wear tests are performed using a pin-on-plate-type reciprocating friction tester at 25, 100, and $200^{\circ}C$. The counterpart material is a CrMoV steel extracted from a KTX brake disc. Friction coefficient, wear amount, and wear mechanism are measured and examined. We determine that the friction coefficients depend on the temperature and the fluctuation of the friction coefficients is larger at higher temperatures. The amount of wear increases with the surface temperatures of the specimens. The tribological properties of the developed composites are similar to those of a Cu-based sintered friction material. Through this study, it is confirmed that ceramic composite materials can be used as friction materials.

• Tribology and Lubricants
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• v.15 no.4
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• pp.314-320
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• 1999

Friction and wear characteristics of phenolic resin-based friction materials reinforced with aramid pulp and potassium titanate were investigated using a pad-on-disk type friction tester. Friction characteristics such as friction stability, thermal stability, and wear rate varied according to the type of phenolic resins and the relative amount of aramid pulp and potassium titanate. The modified novolac resin-based friction materials showed better heat resistance and friction stability than those with the unmodified(straight) novolac resin. Compared with friction materials filled with potassium titanate or aramid pulp only, the friction materials reinforced with both aramid pulp and potassium titanate showed good friction stability and wear resistance. Increment of aramid pulp from 10 to 20 vol.% however, showed little difference in friction stability.