• Journal of the Korean Society for Aviation and Aeronautics
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• v.15 no.3
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• pp.70-76
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• 2007

The benefits for using reduced takeoff thrust are many, ranging from lower maintenance and operating costs to improved engine and dispatch reliabilities. Some pilots, however, are apprehensive about using reduced thrust. They are particularly reluctant to use the maximum permissible level of reduced thrust. Two common arguments are (1)If reduced thrust is used, then the airplane will not be able to clear the obstacles if an engine fails during takeoff, and (2)If the maximum allowable assumed temperature is used, then there will be no stopping margin left if the takeoff is aborted. There is the notion that using reduced thrust sacrifices safety. The intent of this discussion is to: (1)Show that reduced thrust performance meets all regulatory requirements (2)Show that the Assumed Temperature method includes inherent extra performance margins (3)Show how to maximize performance margins while maximizing thrust reduction.

• Journal of Ocean Engineering and Technology
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• v.23 no.4
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• pp.47-51
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• 2009

Thrust is one of the important performance characteristics of an AUV. At the design stage, the resistance of an AUV at its maximum speed is estimated and then the thrust system is designed, including the propeller diameter, propeller rpm, driving system, and required power. However, it is not possible to be certain that the thrust system has been correctly designed until the AUV is launched and its speed is measured. If data from a propeller open-water test is available, the thrust and torque of the propeller at a certain speed can be estimated. In addition, if the motor's torque characteristics are available, the maximum speed saturated by the induced propeller torque can be estimated. In this paper, an easy technique for estimating the maximum speed of an AUV will be shown, even in a case where additional resistance is gained from appendages not considered at the design stage. Furthermore, the thrust performance changes by adjusting the diameter of the propeller can be easily investigated.

• Journal of the Society of Naval Architects of Korea
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• v.44 no.3 s.153
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• pp.238-247
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• 2007

This paper presents the thrust loss suppression algorithm in the electric propulsion ship. The thrust loss due to cavitation can be regarded as the disturbance torque. The disturbance torque is estimated by means of the disturbance observer. Considering the estimated disturbance torque, the speed reference of the propeller is modified to suppress the thrust loss. The experimental results which performed in the cavitation tunnel with electric machine operating system and its controller will be shown to verify the proposed algorithm.

• Journal of Institute of Control, Robotics and Systems
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• v.18 no.2
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• pp.103-109
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• 2012

Fish generates large thrust through an oscillating motion with a compliant joint of caudal fin. The compliance of caudal fin affects the thrust generated by the fish. Due to the flexibility of the fish, the fish can generate a travelling wave motion which is known to increase the efficiency of the fish. However, a detailed research on the relationship between the flexible joint and the thrust generation is needed. In this paper, the compliant joint of a caudal fin is implemented in the driving mechanism of a robotic fish. By varying the driving frequency and stiffness of the compliant joint, the relationship between the thrust generation and the stiffness of the flexible joint is investigated. In general, as the frequency increases, the thrust increases. When higher driving frequency is applied, higher stiffness of the flexible joint is needed to maximize the thrust. The bending angles between the compliant joint and the caudal fin are compared with the changes of the thrust in one cycle. This result can be used to design the robotic fish which can be operated at the maximum thrust condition using the appropriate stiffness of the compliant joint.

• The Transactions of the Korean Institute of Electrical Engineers B
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• v.54 no.7
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• pp.323-328
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• 2005

This paper is proposed maximum thrust design of slotted permanent magnet linear synchronous motor(PMLSM) using surface harmonic method(SHM) considering slot effect. The genetic a1gorithm is used for optimization. The functional are selected the maximum thrust and the minimum detent force. This time. design parameters are set as permanent magnet(PM) width. PM height and slot width. Thrust is increased from 272[N] to 295[N] and detent force is decreased from 5[N] to 2.43[N] greatly in optimum design. Therefore, thrust ripple isn't generating almost. Also, the results of 2D EMC considering slot-effect are compared with ones of experimental and finite element analysis..

• Proceedings of the KIEE Conference
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• 1997.11a
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• pp.32-34
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• 1997

For a given brushless DC linear motor, we suggest the numerical prediction methods to analyze it's thrust characteristics. First, we calculate the magnetic flux density by the finite element method, and we then compute the maximum thrust with three computational methods - a Lorentz equation, a Maxwell stress method and a virtual work method. To confirm the accuracy of the computational methods, we measure the thrust of the linear motor made by our laboratory with a force-torque sensor. Also, we calculate the thrust by the measured back electromotive force. To choose the appropriate method for a specified application, we compare the maximum thrusts of the computational method and the calculation by the back electromotive force with the measured one. We conclude that the Maxwell stress method is turned out the best because it has the most accurate results among three computational methods and it is more convenient than the calculation method by the back electromotive force.

• Proceedings of the Korean Society of Propulsion Engineers Conference
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• 2004.03a
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• pp.294-299
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• 2004

An assessment of a novel laser-electric hybrid propulsion system was conducted, in which a laser-induced plasma was induced through laser beam irradiation onto a solid target and accelerated by electrical means instead of direct acceleration only by using a laser beam. A fundamental study of newly developed rectangular laser-assisted pulsed-plasma thruster (PPT) was conducted. On discharge characteristics and thrust performances with increased peak current compared to our previous study to increase effects of electromagnetic forces on plasma acceleration. Maximum peak current increased for our early study by increasing electromagnetic effects in a laser assisted PPT. At 8.65 J discharge energy, the maximum current reached about 8000 A. Plasma behaviors emitted from a thruster in various cases were observed with an ICCD camera. It was shown that the plasma behaviors were almost identical between low and high voltage cases in initial several hundred nanoseconds, however, plasma emission with longer duration was observed in higher voltage cases. Canted current sheet structures were also observed in the higher voltage cases using a larger capacitor. With a newly developed torsion-balance type thrust stand, thrust performances of laser assisted PPT could be estimated. The impulse bit and specific impulse linearly increased. On the other hand, coupling coefficient and the thrust efficiency did not increase linearly. The coupling coefficient decreased with energy showing maximum value (20.8 ？Nsec/J) at 0 J, or in a pure laser ablation cases. Thrust efficiency first decreased with energy from 0 to 1.4 J and then increased linearly with energy from 1.4 J to 8.6 J. At 8.65 J operation, impulse bit of 38.1 ？Nsec, specific impulse of 3791 sec, thrust efficiency of 8 %, and coupling coefficient of 4.3 ？Nsec/J were obtained.

• Journal of the Korean GEO-environmental Society
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• v.2 no.4
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• pp.15-27
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• 2001

This paper proposes the force equations(thrust, moment) of corrugated steel culverts through the finite element method. The conditions for maximum thrust and maximum moment are determined from the analysis of soil-structure interaction during the three construction stages, such as backfill to the crown, backfill to the soil cover, and live loads. The proposed form of thrust and moment equations are deduced from the analysis of behaviour and the application of Castigliano's second theorem for the semi-arch structure. Finally, the coefficients used in the proposed equations are determined from a large number of analysis for the various geometries and the soil-structure relative stiffness under the conditions of maximum thrust and maximum moment.

• Tribology and Lubricants
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• v.39 no.2
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• pp.81-85
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• 2023

This study presents an experimental investigation of the effects of surface roughness on gas foil thrust bearing (GFTB) performance. A high-speed motor with the maximum speed of 80 krpm rotates a thrust runner and a pneumatic cylinder applies static loads to the test GFTB. When the motor speed increases and reaches a specific speed at which a hydrodynamic film pressure generated within the gap between the thrust runner and test GFTB is enough to support the applied static load, the thrust runner lifts off from the test GFTB and the friction mechanism changes from the boundary lubrication to the hydrodynamic lubrication. The experiment shows a series of lift-off test and load-carrying capacity test for two thrust runners with different surface roughnesses. For a constant static load of 15 N, thrust runner A with its lower surface roughness exhibits a higher start-up torque but lower lift-off torque than thrust runner B with a higher surface roughness. The load capacity test at a rotor speed of 60 krpm reveals that runner A results in a higher maximum load capacity than runner B. Runner A also shows a lower drag torque, friction coefficient, and bearing temperature than runner B at constant static loads. The results imply that maintaining a consistent surface roughness for a thrust runner may improve its static GFTB performance.

• 한국전산유체공학회:학술대회논문집
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• 2003.10a
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• pp.291-293
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• 2003

This paper deals with a thrust generation of flapping-airfoil by dynamic stall. From many other previous research results, phase angle $ between pitching and plunging mode of flapping motion must be 90 deg. to satisfy maximum propulsive efficiency. In this case, leading edge vortex is relatively small. This phenomenon is related dynamic stall. So preventing leading edge vortex induced by dynamic stall guarantees maximum propulsive efficiency. But, in this paper we insist the leading edge vortex yields quite a positive influence on thrust generation and propulsive efficiency. In order to certify our opinion, pitching and plunging motions were calculated with the parameter of amplitude and frequency by using the unsteady, incompressible Navier-Stokes flow solver with a two-equation turbulence model. For more efficient computation, it is parallelized by MPI programming method.