• Korean Journal of Air-Conditioning and Refrigeration Engineering
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• v.17 no.11
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• pp.990-997
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• 2005

The stratified effect was investigated with three different types of diffuser shape in a thermal storage tank with variation of diffuser diameter, velocity, Froude number etc. Its effect was estimated by the degree of stratification. No matter of diffuser diameter and shape, the degree of stratification was the best as the Froude number gets closer to 1. In the case of a curved diffuser, when its diameter is a quarter of tank diameter and ejection velocity in a diffuser is approximately 0.2 m/s, the Froude number was almost 1. In the case of a flatted diffuser, when ejection velocity was 0.05 m/s, the Froude number was 1.5. Both cases which Froude number were nearer 1, showed the good degree of stratification.

• Journal of Korean Society of Water and Wastewater
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• v.23 no.6
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• pp.865-870
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• 2009

In this study, the adequacy of Reynolds numbers and Froude numbers derived from about sixty domestic water treatment plants (WTPs) were analyzed in order to estimate the characteristics of hydraulic behavior within the rectangular shaped sedimentation basins used widely. From the results of analysis, most of domestic WTPs have satisfied the criteria regulated as that Reynolds number should less than 1,000(dimensionless). On the other hand, they have not been able to satisfy the Froude number criteria, which should be higher than $1.0{\times}10^{-6}$. The reasons why most of domestic WTPs could not satisfy the criteria are that its criteria basis has been not only inadequate, but also the concept of external flow occurred around a settling particle has been ignored. Accordingly, this study proved the feasibility of Archimedes number, which indicates the ratio between particle Reynolds number and Froude number, to evaluate the hydraulic efficiency and its function of scale factor.

• Journal of the Korean Society of Fisheries and Ocean Technology
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• v.35 no.3
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• pp.209-214
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• 1999

The turning circle of a ship is the path followed by her center of gravity in making a turn of 360$^{\circ}$degrees or more with helm at constant angle. But generally it means her path traced at full angle of the rudder. For the ordinary ship the bow will be inside and the stern outside this circle.It has been usually understood that the turning circle is not essentinally affected by ship's speed at Froude numbers less than about 0.30. However, it is recently reported that the speed provide considerable effects upon the turning circle in piloting many ships actually at sea. In this paper, the author analyzed what effects the speed could provide on the turning circle theoretically from the viewpoint of ship motions and examined how the alteration of the speed at Froude no. under 0.30 affect the turning circle actually, through experiments of actual ships of a small and large size.The main results were as follows.1. Even though ship's speed at Froude no. under 0.30, the alteration of the speed affects the turning circle considerably.2. When the full ahead speeds at Froude no. under 0.30 of small and large ships were increased about 3 times slow ahead speeds, the mean rates of increase of the advances, tactical diameters and final diameters of thease ships were about 16%, 21% and 19% respectively.3. When the full ahead speeds at Froued no. under 0.30 of small and large ships were increased about 3 times slow ahead speed, the mean rate of increase of the turning circle elements of large ships was greater 10% than that of small ships. 4. When the full ahead speeds at Froued no. under 0.30 of small and large ships were increased about 3times slow ahead speeds, the mean rates of increase of the tactical diameter and final diameter of thease ships were greater than that of the advances of thease ships. 5. When only alteration of speed or sip's head turning is the effective action to avoid navigational fixed hagards, reducing the speed is always more advantageous than increasing the speed in order to shorten fore or transverse distance.

• Journal of the Korean Society of Fisheries and Ocean Technology
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• v.35 no.3
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• pp.210-210
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• 1999

The turning circle of a ship is the path followed by her center of gravity in making a turn of 360$^{\circ}$degrees or more with helm at constant angle. But generally it means her path traced at full angle of the rudder. For the ordinary ship the bow will be inside and the stern outside this circle.It has been usually understood that the turning circle is not essentinally affected by ship's speed at Froude numbers less than about 0.30. However, it is recently reported that the speed provide considerable effects upon the turning circle in piloting many ships actually at sea. In this paper, the author analyzed what effects the speed could provide on the turning circle theoretically from the viewpoint of ship motions and examined how the alteration of the speed at Froude no. under 0.30 affect the turning circle actually, through experiments of actual ships of a small and large size.The main results were as follows.1. Even though ship's speed at Froude no. under 0.30, the alteration of the speed affects the turning circle considerably.2. When the full ahead speeds at Froude no. under 0.30 of small and large ships were increased about 3 times slow ahead speeds, the mean rates of increase of the advances, tactical diameters and final diameters of thease ships were about 16%, 21% and 19% respectively.3. When the full ahead speeds at Froued no. under 0.30 of small and large ships were increased about 3 times slow ahead speed, the mean rate of increase of the turning circle elements of large ships was greater 10% than that of small ships. 4. When the full ahead speeds at Froued no. under 0.30 of small and large ships were increased about 3times slow ahead speeds, the mean rates of increase of the tactical diameter and final diameter of thease ships were greater than that of the advances of thease ships. 5. When only alteration of speed or sip's head turning is the effective action to avoid navigational fixed hagards, reducing the speed is always more advantageous than increasing the speed in order to shorten fore or transverse distance.

• Journal of Korean Society of Water and Wastewater
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• v.21 no.5
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• pp.581-587
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• 2007

In order to suggest the methodology for improving the equality of flow distribution in a distribution channel, wet tests were carried out for pilot plant which was scaled down to 1/8 of full scale distribution channel being operated in domestic K_water treatment plant. The correlation between various hydraulic variables and their effects on the equality of flow distribution was evaluated through wet tests using pilot plant. From the results of wet tests, the longitudinal baffle with orifices was installed in the distribution channel, the equality of flow distribution was improved on the condition that the Froude number in pilot plant was similar with that in the full scale channel. Also, the opening ratio of the orifices on the longitudinal baffled did not have influence on the performance of the equality of flow distribution when the average flow velocity and Froud number were relatively low (Froude number ${\fallingdotseq} 0.01$). In the other hand, the performance of the equality of flow distribution was improved with increasing the opening ration of on the longitudinal baffle under conditions of relatively high average flow velocity and high Froud number(${\gtrsim}0.1$)

• Journal of Korean Society of Water and Wastewater
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• v.21 no.5
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• pp.571-579
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• 2007

This study was conducted to qualify the equality of the flow distribution from open channel between rapid mixing basin and flocculation basins in a domestic full-scale water treatment plant, and suggest a remedy for improving the equality. In order to evaluate the feasibility of the suggested remedy, computational fluid dynamics (CFD) technique are used, and for verifying the CFD simulation results wet tests were carried out for the pilot scale channel based on geometric similarity. From the results of CFD simulation and wet tests, it was investigated that the modification of hydraulic structure in the distribution channel, which is to install the longitudinal orifice baffle in flow direction, could improve the equality of the flow distribution. Also, in the case that Froude number is relatively small (Froude number <<0.03), the open ratio of orifices on the installed baffle hardly affects the equality of flow distribution.

• Journal of Korean Society of Water and Wastewater
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• v.23 no.5
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• pp.573-581
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• 2009

In the case that the average velocity within rectangular-shaped sedimentation basin is less than 1.5cm/sec, and Froude number less than $10^{-6}$, it can not be expected that the longitudinal baffle improves the sedimentation efficiency. Also, since relatively lower velocity increases the effect of geostrophic body force, asymmetric flow pattern on a plane occurs within the basin. From the results of CFD (Computational Fluid Dynamics) simulation, in the case that the highest velocity within rectangular-shaped sedimentation basin is over 1.5cm/sec, and Froude number over $10^{-6}$, it can be expected that the longitudinal baffle installed within rectangular-shaped sedimentation basin improves the sedimentation efficiency.

• Journal of the Society of Naval Architects of Korea
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• v.52 no.3
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• pp.236-247
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• 2015

In this paper, the experimental equipments for ventilated supercavitation in cavitation tunnel is constructed and the basic data of ventilated supercavitation regard to the entrainment coefficient and Froude number is fulfilled. The experiments are conducted for the disk cavitator with injecting air and the pressure inside cavity and the shape of cavity are measured. As the entrainment coefficient increases while the Froude number is kept constant, the ventilated cavitation number decreases to a minimum value which decreases no more even with increasing the air entrainment. The minimum value of ventilated cavitation number, caused by the blockage effect, decreases according to increasing the diameter ratio of test section to cavitator. The cavity length is rapidly enlarged near the minimum cavitation number. In low Froude numbers, the cavity tail is floating up due to buoyancy and the air inside the cavity is evacuated from its rear end with twin-vortex hollow tubes. However, in high Froude numbers, the buoyancy effect is almost negligible and there is no more twin-vortex tubes so that the cavity shape becomes close to axisymmetric. In order to measure the cavity length and width, the two methods, which are to be based on the cavity shapes and the maximum width of cavity, are applied. As the entrainment coefficient increases after the ventilated cavitation number gets down to the minimum cavitation number, the cavity length still increases gradually. These phenomenon can be confirmed by the measurement using the method based on the cavity shapes. On the other hand, when the method based on the maximum width of cavity is used, the length and width of the cavity agree well with a semi-empirical formular of natural cavity. So the method based on the maximum width of cavity can be a valid method for cavitator design.

• Ocean Systems Engineering
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• v.10 no.1
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• pp.1-23
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• 2020

Hydrodynamic Drag of Surface combatants pose significant challenges with regard to fuel efficiency and exhaust emissions. Stern flaps have been used widely as an energy saving device, particularly by the US Navy (Hemanth et al. 2018a, Hemanth Kumar and Vijayakumar 2018b). In the present investigation the effect of flap turning angle on drag reduction is numerically and experimentally studied for a high-speed displacement surface combatant fitted with a stern flap in the Froude number range of 0.17-0.48. Parametric investigations are undertaken for constant chord length & span and varying turning angles of 5° 10° & 15°. Experimental resistance values in towing tank tests were validated with CFD. Investigations revealed that pressure increased as the flow velocity decreased with an increase in flap turning angle which was due to the centrifugal action of the flow caused by the induced concave curvature under the flap. There was no significant change in stern wave height but there was a gradual increase in the stern wave steepness with flap angle. Effective length of the vessel increased by lengthening of transom hollow. In low Froude number regime, flow was not influenced by flap curvature effects and pressure recovery was marginal. In the intermediate and high Froude number regimes pressure recovery increased with the flap turning angle and flow velocity.

• Atmosphere
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• v.29 no.3
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• pp.325-342
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• 2019

Precipitation and no-precipitation events under the influence of the Siberian high pressure system in Yeondong region, were analysed and classified as four types [obvious precipitation event (OP) type, obvious no-precipitation event (ON) type, ambiguous precipitation event (AP) type and ambiguous no-precipitation event (AN) type], according to the easiness in determining whether to have precipitation or not in Yeongdong region, to help in improving the forecast skill. Concerning the synoptic pressure pattern, for OP type, the ridge of Siberian high extends from Lake Baikal toward Northeast China, and there is a northerly wind upstream of the northern mountain complex (located near the Korean-Chinese border). On the other hand, for ON type, the ridge of Siberian high extends southeastward from Lake Baikal, and there is a westerly wind upstream of the northern mountain complex. The pressure pattern of AP type was similar to the OP type and that of AN type was also similar to ON type. Thus it was difficult to differentiate AP type and OP type and AN type and ON type based on the synoptic pressure pattern only. The four types were determined by U (wind speed normal to the Taebaek mountains) and Froude number (FN). That is, for OP type, average FN and U at Yeongdong coast are ~2.0 and ${\sim}6m\;s^{-1}$, and those at Yeongseo region are 0.0 and $0.1m\;s^{-1}$, respectively. On the contrary, for ON type, average FN and U at Yeongdong coast are 0.0 and $0.2m\;s^{-1}$, and those at Yeongseo region are ~1.0 and ${\sim}4m\;s^{-1}$, respectively. For AP type, average FN and U at Yeongdong coast are ~1.0 and ${\sim}4m\;s^{-1}$, and those at Yeongseo region are 0.0 and $0.2m\;s^{-1}$, whereas for AN type, average FN and U at Yeongdong coast are 0.1 and $0.6m\;s^{-1}$ and those at Yeongseo region are ~1.0 and ${\sim}3m\;s^{-1}$, respectively. Based on the result, a schematic diagram for each type was suggested.