• Journal of the Society of Naval Architects of Korea
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• v.47 no.2
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• pp.150-162
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• 2010

Assessment of hydrodynamic performance of a ship hull has been focused on a model ship rather than a full-scale ship. In order to design the propeller of a ship, model-scale wake is often extended to full-scale based upon an empirical method or designer's experience, since wake measurement data for a full-scale ship is very rare. Recently modern CFD tools made some success in reproducing wake field of a model ship, which implicates that there are some possibilities of the accurate prediction of full-scale wakes. In this paper firstly the evaluation of model-scale wake obtained by Fluent package was performed. It was found that CFD calculation with the Reynolds-stress model (RSM) provided much better agreement with wake measurement in the towing tank than with the realizable k-$\varepsilon$ model (RKE). In the next full-scale wake was calculated using the same package to find out the difference between model and full-scale wakes. Three hull forms of KLNG, KCS, KVLCC2 having measurement data open for the public, were chosen for the comparison of resistance, form factor, and propeller plane wake between model ships and full-scale ships.

• Bulletin of the Society of Naval Architects of Korea
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• v.27 no.4
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• pp.32-42
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• 1990

The method using Rankine Soure distribution over the hull surface and undisturbed free surface was applied to calculate the free surface flow around a ship. The ship hull as well as a local portion of the undisturbed free surface arc geometrically represented by quadrilateral panels and the source density is determined so as to satisfy the linearized free surface condition based on the double model flow. The pressure distribution, wave resistance, wave profile and hydrodynamic sinkage force and trim moment for the Wigley hull and the Series 60 hull with $C_B=0.60$ were calculated in the fixed condition. The calculated results were compared with the measured values. The dependance of the solution on the panel arrangement, particularly on the free suraface, was also studied through 11 numerical test cases for the Wigley hull.

• International Journal of Ocean System Engineering
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• v.2 no.2
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• pp.116-138
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• 2012

As in the other fields of mechanics, analytical methods represent an important analysis tool in marine hydrodynamics. The analytical approach is interesting for different reasons : it gives reference results for numerical codes verification, it gives physical insight into some complicated problems, it can be used as a simplified predesign tool, etc. This approach is of course limited to some simplified geometries (cylinders, spheres, ...), and only the case of one or more cylinders, truncated or not, will be considered here. Presented methods are basically eigenfunction expansions whose complexity depends on the boundary conditions. The hydrodynamic boundary value problem (BVP) is formulated within the usual assumptions of potential flow and is additionally simplified by the perturbation method. By using this approach, the highly nonlinear problem decomposes into its linear part and the higher order (second, third, ...) corrections. Also, periodicity is assumed so that the time dependence can be factorized i.e. the frequency domain formulation is adopted. As far as free surface flows are concerned, only cases without or with small forward speed are sufficiently simple to be solved semi-analytically. The problem of the floating body advancing in waves with arbitrary forward speed is far more complicated. These remarks are also valid for the general numerical methods where the case of arbitrary forward speed, even linearized, is still too difficult from numerical point of view, and "it is fair to say that there exists at present no general practical numerical method for the wave resistance problem" [9], and even less for the general seakeeping problem. We note also that, in the case of bluff bodies like cylinders, the assumptions of the potential flow are justified only if the forward speed is less than the product of wave amplitude with wave frequency.

• Tribology and Lubricants
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• v.38 no.5
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• pp.191-198
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• 2022

With the world's fast expanding energy usage comes a slew of new issues. Because one-third of energy is lost in overcoming friction, tremendous effort is being directed into minimizing friction. Surface texturing is the latest surface treatment technology that uses grooves and dimples on the friction surface of the machine to significantly reduce friction and improve wear resistance. Despite the fact that many studies on this issue have been conducted, most of them focused on parallel surfaces, with relatively few cases of converging films, as in most sliding bearings. This study investigated the lubrication performance of surface-textured inclined slider bearings. We analyzed the continuity and Navier-Stokes equations using a commercial computational fluid dynamics code, FLUENT. The results show the pressure and velocity distributions and the lubrication performance according to the number and orientation of rectangular dimples. Partial texturing somewhat improves the lubrication performance of inclined slider bearings. The number of dimples with the maximum load-carrying capacity (LCC) and minimum friction is determined. When the major axis of the dimple is arranged in the sliding direction, the LCC and friction reduction are maximized. However, full texturing significantly reduces the LCC of the slider bearing and increases the flow rate. The results have the potential to improve the lubrication performance of various sliding bearings, but further research is required.

• Journal of the Korea institute for structural maintenance and inspection
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• v.17 no.3
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• pp.1-9
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• 2013

This paper presents high-velocity impact analysis of two-way RC slabs, including steel fibers and strengthening with fiber reinforced polymer (FRP) sheets for evaluating impact resistance. The analysis uses the LS-DYNA program, which is advanced in impact analysis. The present analysis was performed similarly to the high-velocity impact tests conducted by VTT, the technical research center of Finland, to verify the analysis results. High-velocity impact loads were applied to $2100{\times}2100{\times}250$ mm size two-way RC slab specimens, using a non-deformable steel projectile of 47.5kg mass and 134.9m/s velocity. In this research, extra impact analysis of material specimens was carried out to verify the material models used to the analysis. The elastic-plastic hydrodynamic model, concrete damage model and orthotropic elastic model were used to simulate the non-linear softening behavior of steel fiber reinforced concrete (SFRC), and material properties of normal concrete and FRP sheets, respectively. It is concluded that the suggested analysis technique has good reliability, and can be effectively applied in evaluating the effectiveness of reinforcing/retrofitting materials and techniques. Also, the Steel fiber and FRP sheet strengthening systems provided outstanding performance under high-velocity impact loads.

• BMB Reports
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• v.42 no.1
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• pp.59-64
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• 2009

Hepatitis B virus (HBV) infection is highly prevalent worldwide. The major challenge for current antiviral treatment is the elevated drug resistance that occurs via rapid viral mutagenesis. In this study, we developed AAV vectors to simultaneously deliver two or three shRNAs targeting different HBV-related genes. These vectors showed markedly better antiviral effects than ones that delivered a single shRNA in vitro. A dual shRNA expression vector (AAV-157i/1694i), which simultaneously expressed two shRNAs targeted the S and X genes of HBV, reduced HBsAg, HBeAg and HBV DNA levels by $87{\pm}4$, $80.3{\pm}2.6$ and $86.2{\pm}7%$ respectively, eight days post-transduction. In a mouse model of prophylactic treatment, HBsAg and HBeAg were reduced to undetectable levels and the serum HBV DNA level was reduced by at least 100 fold. These results indicate that AAV-157i/1694i generates potent anti-HBV effects and that the strategy of constructing multi-shRNA expression vectors may lead to enhanced anti-HBV efficacy and overcome the evading mechanism of the virus and thus the development of drug resistance.

• Journal of the Korean Society of Fisheries and Ocean Technology
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• v.9 no.1
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• pp.1-18
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• 1973

For regulating the depth of midwater trawl nets towed at the optimum constant speed, the changes in the shape of warps caused by adding a weight on an arbitrary point of the warp of catenary shape is studied. The shape of a warp may be approximated by a catenary. The resultant inferences under this assumption were experimented. Accordingly feasibilities for the application of the result of this study to the midwater trawl nets were also discussed. A series of experiments for basic midwater trawl gear models in water tank and a couple of experiments of a commercial scale gears at sea which involve the properly designed depth control devices having a variable attitude horizontal wing were carried out. The results are summarized as follows: 1. According to the dimension analysis the depth y of a midwater trawl net is introduced by $$y=kLf(\frac{W_r}{R_r},\;\frac{W_o}{R_o},\;\frac{W_n}{R_n})$$) where k is a constant, L the warp length, f the function, and $W_r,\;W_o$ and $W_n$ the apparent weights of warp, otter board and the net, respectively, 2. When a boat is towing a body of apparent weight $W_n$ and its drag $D_n$ by means of a warp whose length L and apparent weight $W_r$ per unit length, the depth y of the body is given by the following equation, provided that the shape of a warp is a catenary and drag of the warp is neglected in comparison with the drag of the body: $$y=\frac{1}{W_r}\{\sqrt{{D_n^2}+{(W_n+W_rL)^2}}-\sqrt{{D_n^2+W_n}^2\}$$ 3. The changes ${\Delta}y$ of the depth of the midwater trawl net caused by changing the warp length or adding a weight ${\Delta}W_n$_n to the net, are given by the following equations: $${\Delta}y{\approx}\frac{W_n+W_{r}L}{\sqrt{D_n^2+(W_n+W_{r}L)^2}}{\Delta}L$$ $${\Delta}y{\approx}\frac{1}{W_r}\{\frac{W_n+W_rL}{\sqrt{D_n^2+(W_n+W_{r}L)^2}}-{\frac{W_n}{\sqrt{D_n^2+W_n^2}}\}{\Delta}W_n$$ 4. A change ${\Delta}y$ of the depth of the midwater trawl net by adding a weight $W_s$ to an arbitrary point of the warp takes an equation of the form $${\Delta}y=\frac{1}{W_r}\{(T_{ur}'-T_{ur})-T_u'-T_u)\}$$ Where $$T_{ur}^l=\sqrt{T_u^2+(W_s+W_{r}L)^2+2T_u(W_s+W_{r}L)sin{\theta}_u$$ $$T_{ur}=\sqrt{T_u^2+(W_{r}L)^2+2T_uW_{r}L\;sin{\theta}_u$$ $$T_{u}^l=\sqrt{T_u^2+W_s^2+2T_uW_{s}\;sin{\theta}_u$$ and $T_u$ represents the tension at the point on the warp, ${\theta}_u$ the angle between the direction of $T_u$ and horizontal axis, $T_u^2$ the tension at that point when a weights $W_s$ adds to the point where $T_u$ is acted on. 5. If otter boards were constructed lighter and adequate weights were added at their bottom to stabilize them, even they were the same shapes as those of bottom trawls, they were definitely applicable to the midwater trawl gears as the result of the experiments. 6. As the results of water tank tests the relationship between net height of H cm velocity of v m/sec, and that between hydrodynamic resistance of R kg and the velocity of a model net as shown in figure 6 are respectively given by $$H=8+\frac{10}{0.4+v}$$ $$R=3+9v^2$$ 7. It was found that the cross-wing type depth control devices were more stable in operation than that of the H-wing type as the results of the experiments at sea. 8. The hydrodynamic resistance of the net gear in midwater trawling is so large, and regarded as nearly the drag, that sweeping depth of the gear was very stable in spite of types of the depth control devices. 9. An area of the horizontal wing of the H-wing type depth control device was $1.2{\times}2.4m^2$. A midwater trawl net of 2 ton hydrodynamic resistance was connected to the devices and towed with the velocity of 2.3 kts. Under these conditions the depth change of about 20m of the trawl net was obtained by controlling an angle or attack of $30^{\circ}$.

• Journal of Korea Soil Environment Society
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• v.2 no.2
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• pp.81-94
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• 1997

In many solute transport studies, either flux or resident concentration has been used. Choice of the concentration mode was dependent on the monitoring device in solute displacement experiments. It has been accepted that no priority exists in the selection of concentration mode in the study of solute transport. It would be questionable, however, to accept the equivalency in the solute transport parameters between flux and resident concentrations in structured soils exhibiting preferential movement of solute. In this study, we investigate how they differ in the monitored breakthrough curves (BTCs) and transport parameters for a given boundary and flow condition by performing solute displacement experiments on a number of undisturbed soil columns. Both flux and resident concentrations have been simultaneously obtained by monitoring the effluent and resistance of the horizontally-positioned TDR probes. Two different solute transport models namely, convection-dispersion equation (CDE) and convective lognormal transfer function (CLT) models, were fitted to the observed breakthrough data in order to quantify the difference between two concentration modes. The study reveals that soil columns having relatively high flux densities exhibited great differences in the degree of peak concentration and travel time of peak between flux and resident concentrations. The peak concentration in flux mode was several times higher than that in resident one. Accordingly, the estimated parameters of flux mode differed greatly from those of resident mode and the difference was more pronounced in CDE than CLT model. Especially in CDE model, the parameters of flux mode were much higher than those of resident mode. This was mainly due to the bypassing of solute through soil macropores and failure of the equilibrium CDE model to adequate description of solute transport in studied soils. In the domain of the relationship between the ratio of hydrodynamic dispersion to molecular diffusion and the peclet number, both concentrations fall on a zone of predominant mechanical dispersion. However, it appears that more molecular diffusion contributes to the solute spreading in the matrix region than the macropore region due to the nonliearity present in the pore water velocity and dispersion coefficient relationship.

• Journal of the Korean Society of Fisheries and Ocean Technology
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• v.39 no.3
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• pp.189-196
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• 2003

In this study, the vertical opening of the non-float midwater pair trawl net was maintained by controlling the length of upper warp. This was because the head rope was able to be kept linearly and the working depth was not nearly as changed with the variation of flow speed as former experiments in this series of studies have demonstrated. We confirmed that the opening efficiency of the non-float midwater pair trawl net was able to be developed according to the increase in front weight and wing-end weight. In this study, we described the opening efficiency of the non-float midwater pair trawl net according to the variation of front weight and wing-end weight obtained by model experiment in circulation water channel. We compared the opening efficiency of the proto type with that of the non-float type. The results obtained can be summarized as follows：1. The hydrodynamic resistance was almost increased linearly in proportion to the flow speed and was increased in accordance with the increase in front weight and wing-end weight. The increasing rate of hydrodynamic resistance was displayed as an increasing tendency in accordance with the increase in flow speed. 2. The net height of the non-float type was almost decreased linearly in accordance with the increase in flow speed. As the reduced rate of the net height of the non-float type was smaller than that of the net height of the proto type against increase of flow speed, the net height of the non-float type was bigger than that of the proto type over 4.0 knot. The net width of the non-float type was about 10 m bigger than that of the proto type and the change rate of net width varied by no more than 2 m according to the variation of the front weight and wing-end weight. 3. The mouth area of the non-float type was maximized at 1.75 ton of the front weight and 1.11 ton of the wing-end weight, and was smaller than that of the proto type at 2.0∼3.0 knot, but was bigger than that of the proto type at 4.0∼5.0 knot. 4. The filtering volume was maximized at 3.0 knot in the proto type and at 4.0 knot in the non-float type. The optimal front weight was 1.40 ton.

• Journal of the Korean Society of Fisheries and Ocean Technology
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• v.42 no.3
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• pp.148-157
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• 2006

A model experiment, simulation test using personal computer and real sea trial fishing were carried out to investigate the basic efficiency of bottom trawl net which can be used in the sea mount of North West Pacific, and experimental values were analyzed as the values of full-scale bottom trawl net. Hydrodynamic resistance for the full-scale trawl net according to the Koyama equation was 2.1 times higher than that of simulation and 2.4 times higher than that of model experiment at the average towing velocity. At the 3.5kt's of towing speed, net width of the full-scale trawl net was 2.5% smaller than that of simulation and 8.2% larger than that of model experiment. On the fishing experiment of the full-scale trawl net for the 3.5kt's of average towing speed, average net height of A group(same direction with external force) was 423.5% higher than that of model experiment and 457.1% higher than that of simulation and that of B group(opposite direction with external force) were 283.8% and 306.3% higher than in case of model experiment and Simulation respectively. Net mouth of the full-scale trawl net was 338.1-504.6% higher than those of model experiment and simulation in A group, and 525.2-745.3% higher in B group.