• 한국전산유체공학회지
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• 제21권4호
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• pp.96-101
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• 2016

A two-dimensional Stokes flow past a circular disk in a circular tube is analyzed. The circular disk is located coaxially with the circular tube and the Hagen-Poiseuille flow exists at upstream and downstream far from the circular disk. The Stokes approximation is used and the flow is investigated analytically by using the method of eigenfunction expansion and the method of least square. From the analysis, the stream function and the pressure of the flow field are obtained, and the streamlines and pressure distribution are shown. Also, the pressure and shear stress distributions on the circular disk and circular tube wall are calculated, and shown for some typical radii of the circular disk. The additional pressure drop induced by the disk and the drag force exerted on the disk are compared as functions of the radius of the circular disk, and it is shown that the shear force on the wall of the tube increases due to the disk.

• Tribology and Lubricants
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• 제33권2호
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• pp.71-78
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• 2017

The drag torque in the wet clutch system of a dual clutch transmission system is investigated because it is relatively high, up to 10 of the total output torque of the engine, even when the clutch is in the disengagement state with zero torque transfer. Drag torque results from the shear resistance of the DCTF between the friction pad and separator plate. To reduce the drag torque for ensuring fuel economy, the groove pattern of the wet clutch friction pad is designed to have a high flow rate through the pattern groove. In this study, four types of groove patterns on the friction pad are designed. The volume fraction of the DCTF (VOF) and hydrodynamic pressure developments in the gap between the friction pad and separator plate are computed to correlate with the computation of the drag torque. From the computational results, it is found that a high VOF and hydrodynamics increase the drag torque resulting from the shear resistance of the DCTF. Therefore, a patterned groove design should be used for increasing the flow rate to have more air parts in the gap to reduce the drag torque. In this study, ANSYS FLUENT is used to solve the flow analysis.

• Journal of Mechanical Science and Technology
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• 제19권9호
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• pp.1801-1810
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• 2005

The effect of longitudinal thin rectangular riblets aligned with the flow direction on turbulent channel flow has been investigated using direct numerical simulation. The thin riblets have been modeled using the immersed boundary method (IBM) where the velocities at only one set of vertical nodes at the riblets positions are enforced to be zeros. Different spacings, ranging between 11 and 43 wall units, have been simulated aiming at getting the optimum spacing corresponding to the maximum drag reduction while keeping the height/spacing ratio at 0.5. Reynolds number based on the friction velocity ${\mu}_\tau$ and the channel half depth $\delta$ is set to 150. The flow is driven by adjusted pressure gradient so that the mass flow rate is kept constant in all the simulations. This study shows similar trend of the drag ratio to that of the experiments at the different spacings. Also, this research provides an optimum spacing of around 17 wall units leading to maximum drag reduction as experimental data. Explanation of drag increasing/decreasing mechanism is highlighted.

• 대한기계학회:학술대회논문집
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• 대한기계학회 2002년도 학술대회지
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• pp.565-568
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• 2002

In the flow analysis around a bluffbody such as road vehicles, drag reduction has been of the primary concern mainly due to the effect on fuel economy. To reduce the drag, which is mostly due to the pressure difference caused by the flow separation, the location of the separation and eddy sizes are controlled. However, less attention has been given to the effect of the lift. The effect of lift may cause the driving stability problem of the vehicle at high speed white heavy downward effect of lift together with the vehicle weight may require more power to drive the vehicle forward. It is considered worthwhile to pursue the optimal design of the low drag tail shape of the MIRA model while taking the lift effect into account, even though it is considered as a reference. To this end, a commercial multi-objective optimization code, FRONTIER, Is used together with the CFD code, STAR-CD. It is hoped that the results will provide more insight into the flow field around the bluffbody as transportation means.

• 한국농공학회지
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• 제35권4호
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• pp.76-85
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• 1993

The purpose of this study was to analyze the wind force distribution on the two single-span arched plastic house depending upon the house spacing and wind direction, which may provide the fundamental criteria for the structural design. In order to specify the wind force distribution, the variation of the wind force coefficients, the mean wind force coefficients and the drag force coefficients were estimated from the wind tunnel test data. The results obtained are as follows : 1. At the wind direction of 90$^{\circ}$, there was a typical span interval at which the maximum negative pressure was occured at the edge of the inside walls. 2. In the consideration of wind loads, the wind force coefficients estimated from independent single-span arched plastic house should not be directly applied to the structural design on the double houses separated. 3. The average maximum negative wind force on the inside walls was occured at the wind direction of 90$^{\circ}$, and the variations depending on the span intervals was not significant. 4. The average maximum drag force was occured at the wind direction of 300, and the magnitude of drag force was more significant at the first house. As the distance between two houses was increased, the drag force was slightly increased for every wind direction.

• 한국군사과학기술학회지
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• 제22권6호
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• pp.773-783
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• 2019

A numerical analysis of a turbulent flow with a 'large-eddy breakup device(LEBU)' was performed to investigate the influence of the device on the drag of underwater vehicle using commercial CFD code, FLUENT. In the present study, the vehicle drag was decomposed to skin-friction coefficient(C_f) and pressure coefficient(C_p). The variation of the vehicle C_f and C_p were observed with changing location of the device and Reynolds number. As a result, the device decreased the vehicle C_f because it suppressed the turbulent characteristics behind the device. The larger Reynolds number, the higher reduction effect when the device was placed in front part of, and near the vehicle. On the other hand, the device increased/decreased the vehicle C_p with increasing/decreasing turbulent kinetic energy at recirculating flow region behind the vehicle. The total drag change by the device was caused by C_p rather than C_f.

• 대한조선학회논문집
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• 제55권3호
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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.

• 대한기계학회:학술대회논문집
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• 대한기계학회 2000년도 춘계학술대회논문집B
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• pp.497-501
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• 2000

Flow over a sphere is controlled experimentally at $Re=10^5$ using electro-magnetic actuators. The electro-magnetic actuator developed in this study is composed of the permanent magnet electro-magnet membrane and slot. Eight actuators are placed inside the sphere at equally spaced intervals on a latitudinal plane and the position of the control slot is 76 from the stagnation point. Each actuator generates a periodic blowing and suction through the slot at variable frequencies of $10{\sim}140Hz$ and variable amplitudes by controlling electric signals applied to the electro-magnet. Drag on the sphere measured using a load cell is significantly reduced with control at the forcing frequencies larger than the natural shedding frequency $({\approx}14Hz\;at\;Re=10^5)$, whereas drag is slightly increased at the forcing frequency of 10Hz. It is shown from pressure measurement that the static pressure in the rear surface of the sphere is significantly increased with control, indicating that the separation is delayed due to control. Flow visualizations also show that the detaching shear layer is more attracted to the sphere center with control, the separation bubble size is significantly reduced, and motion inside the bubble is very weak, as compared to the case of uncontrolled flow.

• 한국진공학회지
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• 제12권2호
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• pp.79-85
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• 2003

다단 원판형 드래그펌프의 배기특성을 출구측 압력변화에 따른 입구측의 압력을 측정함으로써 파악하였다. 압력측정범위는 유량이 없을 때 출구측에서 0.13∼533 Pa로 하였다. 펌프 로터의 회전 속도는 24,000rpm이며, 질소가스를 사용하여 유량에 대한 성능실험을 수행하였다. 본 연구에서는 원판의 단의 수에 따른 원판형 드래그 펌프의 성능을 측정하였다. 3단, 2단, 단단형으로 원판형 드래그펌프를 구성하여 성능 실험하였으며, 최대도달진공도, 최대압축비, 배기속도등을 각각 측정하여 상호 성능을 비교·고찰하였다.

• 에너지공학
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• 제28권4호
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• pp.19-28
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• 2019

수직으로 위치한 다공성의 방풍벽을 통과해 흐르는 공기의 난류 유동특성을 해석하였다. 방풍벽은 다수의 원형 단면으로 구성된 공극으로 구성하고, 다공도는 공극의 직경으로 조절하였다. 대부분의 결과는 FLUENT를 이용한 해석결과로 3차원 다공벽 주위의 유동특성을 제시하였으며, 방풍벽에 형성되는 압력분포를 통해 방풍벽의 항력계수를 제시하였다. 항력계수는 레이놀즈 수 및 다공도에 의해 정의되나 레이놀즈 수의 영향은 크지 않은 반면에 다공도에 대한 영향은 매우 크다. 3차원 공극을 갖는 방풍벽의 항력계수를 다공도의 함수로 제시하여 2차원 결과와 비교하였다.