• Journal of Bio-Environment Control
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• v.1 no.2
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• pp.142-147
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• 1992

The wind pressure distributions were analyzed to provide fundamental criteria for the structural design on the two-span arched house according to the wind directions through the wind tunnel experiment. In order to investigate the wind force distributions, the variation of the wind force coefficients, the mean wind force coefficients, the drag force coefficients and the lift force coefficients were estimated using the experimental data. The results obtained are as follows : 1. The variation of the wind force with wind directions on the side walls was the greatest at the upwind edge of the walls. 2. The maximum negative wind force along the length of the roof appeared at the upwind edge at the wind direction of 60$^{\circ}$. 3. The maximum negative wind force along the width of the roof appeared at the width ratio and wind direction of 0$^{\circ}$ and 0.4 in the first house and 0.6 and 30$^{\circ}$ in the second house, respectively. 4. The mean negative wind force on the side walls of the first house at the wind direction of 0$^{\circ}$ was far greater than that of the second house, and the maximum negative wind force on the roof occurred at the wind direction of 30$^{\circ}$. 5. The maximum lift force appeared on the second house at the wind direction of 30$^{\circ}$, but the lift force on the first house was far greater than that on the second house at the wind direction of 0$^{\circ}$. 6. The parts to be considered for the local wind forces were the edges of the walls, and the edges of the x-direction and the width ratio, 0.4 of the y-direction in the roofs.

• Journal of Bio-Environment Control
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• v.2 no.1
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• pp.46-52
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• 1993

The wind pressure distributions were analyzed through the wind tunnel experiment to provide fundamental criteria for the structural design on the three-span arched house according to the wind directions. In order to investigate the wind force distribution, the variation of the wind force coefficients, the mean wind force coefficients, the drag force coefficients and the lift force coefficients were estimated from the experimental data. The results obtained are as follows : 1. The variation of the wind force with the wind directions on the side walls was the greatest at the upwind edge of the walls. The change of pressure from the positive to the negative on the side walls occurred at the wind direction of 30$^{\circ}$ in the first house and 60$^{\circ}$ in the third house. 2. The maximum negative wind force along the length of the roof appeared at the length ratio of 0-0.2, when the wind directions were 90$^{\circ}$ in the first house, 60$^{\circ}$ in the second house and 30$^{\circ}$ in the third house. 3. The maximum negative wind force along the width of the roof appeared at the width ratio and the wind direction of 0.4 and 0$^{\circ}$ in the first house, 0.4-0.6 and 30$^{\circ}$ in the second house and 0.6 and 30$^{\circ}$ in the third house, respectively. 4. The maximum mean positive and negative wind forces occurred at the wind direction of 60$^{\circ}$ and 30$^{\circ}$, respectively, on the side walls of the first house, and the maximum mean negative wind force on the roof occurred at the wind direction of 30$^{\circ}$ in third house. 5. The maximum drag and lift forces occurred at the wind direction of 30$^{\circ}$, and the maximum lift force appeared in the third house. 6. The parts to be considered for the local wind forces were the edges of the walls, the edges of the x-direction of the roofs, and the locations of the width ratio of 0.4 of the first and third house and the center of the width of the second house for the y-direction of the roofs.

• Journal of the Korea Institute of Military Science and Technology
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• v.6 no.4
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• pp.29-37
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• 2003

Using a wind tunnel testing, the aerodynamic load characteristics of an elliptic airfoil was described. The experimental data was obtained for angles of attack $-20^{\circ}$ to $+20^{\circ}$ with $2^{\circ}$ increments at a chord Reynolds number of $0.99{\times}105$ and $2.48{\times}105$. For each test case, chordwise suction pressure distributions and wake surveys were obtained. Static pressure measurements were made over a 10 sec averaging time at a 10 Hz sampling rate. For each case, wake survey was conducted with a pilot-static probe at 1.0c downstream from the trailing edge at very fine spacing to resolve the wake velocity deficit profile. As can be expected, suction pressure coefficient was increased with angle of attack. The normal force, CNmax, appeared peak value at the incidence angle of $12^{\circ}~14^{\circ}$, and the significant increase in profile drag at this range of angles of attack.

• Journal of Advanced Marine Engineering and Technology
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• v.25 no.6
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• pp.1291-1297
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• 2001

The commercial viability of heat exchanger is mainly dependent on their long-term fouling characteristics because the feeling increases the pressure loss and degrades the thermal performance of a heat exchanger An experimental study was performed to investigate the characteristics of fluid flow in a fluidized bed heat exchanger with circulating various solid particles. The present work showed that the drag force coefficients of particles in the internal flow were higher than in the external flow, in addition, they were lower with the shapes of particles being closer to the spherical geometries.

• Korean Journal of Air-Conditioning and Refrigeration Engineering
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• v.14 no.4
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• pp.315-323
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• 2002

The commercial viability of heat exchanger is mainly dependent on their long-term fouling characteristics because the fouling increases the pressure loss and degrades the thermal performance of a heat exchanger. An experimental study was performed to investigate the characteristics of fluid flow and heat transfer in a fluidized bed heat exchanger with circulating various solid particles. The present work showed that the drag force coefficients of particles in the internal flow were higher than those in the external flow, in addition, the solid particle periodically hitting the tube wall broke the thermal boundary layer, and increased the rate of heat transfer. Particularly when the flow velocity was low, the effect was more pronounced.

• Proceedings of the KSME Conference
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• 2001.11b
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• pp.705-710
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• 2001

The commercial viability of heat exchanger is mainly dependent on their long-term fouling characteristics because the fouling increases the pressure loss and degrades the thermal performance of a heat exchanger. An experimental study was performed to investigate the characteristics of fluid flow in a fluidized bed heat exchanger with circulating various solid particles. The present work showed that the drag force coefficients of particles in the internal flow were higher than in the external flow, in addition, they were lower with the shapes of particles being closer to the spherical geometries.

• Journal of Advanced Research in Ocean Engineering
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• v.3 no.2
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• pp.59-65
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• 2017

When an anchor is dropped into the sea, there exists a danger of collision on the pipeline and subsea cables in the seabed. This collision could cause huge environmental disasters and serious economic losses. In order to secure the safety of subsea structures such as pipelines and subsea cables from the external impact, it is necessary to estimate the exact external force through the anchor's terminal velocity on the water. FLUENT, a computational fluid dynamic program, was used to acquire the terminal velocity and drag coefficient computation. A half-symmetry condition was used in order to reduce the computational time and a moving deforming mesh technique also adapted to present hydrostatic pressure. The results were examined with the equation based on Newton's Second Law to check the error rate. In this study, three example cases were calculated by stockless anchors of 5.25 ton, 10.5 ton, and 15.4 ton, and for the onshore experiment dropped height was back calculated with the anchor's terminal velocity in the water.

• International Journal of Aeronautical and Space Sciences
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• v.18 no.1
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• pp.8-16
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• 2017

Most of small air vehicles with moving wing fly at low Reynolds number condition and the reduced frequency of the moving wing ranges from 0.0 to 1.0. The physical phenomena over the wing dramatically vary with the reduced frequency. This study examines experimentally the effect of the reduced frequency at low Reynolds number. The NACA0012 airfoil performs sinusoidal pitching motion with respect to the quarter chord with the four reduced frequencies of 0.1, 0.2, 0.4 and 0.76 at the Reynolds number $2.3{\times}10^4$. Smoke-wire flow visualization, unsteady surface pressure measurement, and unsteady force calculation are conducted. At the reduced frequency of 0.1 and 0.2, various boundary layer events such as reverse flow, discrete vortices, separation and reattachment change the amplitude and the rotation direction of the unsteady force hysteresis. However, the boundary layer events abruptly disappear at the reduced frequency of 0.4 and 0.76. Especially at the reduced frequency of 0.76, the local variation of the unsteady force with respect to the angle of attack completely vanishes. These results lead us to the conclusion that the unsteady aerodynamic characteristics of the reduced frequency of 0.2 and 0.4 are clearly distinguishable and the unsteady aerodynamic characteristics below the reduced frequency of 0.2 are governed by the boundary layer events.

• Wind and Structures
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• v.28 no.5
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• pp.285-298
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• 2019

For super long-span bridges, the aerodynamic forces induced by the flow passing the box girder should be considered carefully. And the Reynolds number sensitively of aerodynamic characteristics is one of considerable issue. In the study, a numerical study on the Reynolds number sensitivity of aerodynamic characteristic (flow pattern, pressure distribution and aerodynamic forces) of a twin-box girder were carried out using large eddy simulation (LES) with the dynamic Smagorinsky-Lilly subgrid model. The results show that the aerodynamic characteristics have strong correlation with the Reynolds number. At the leading edge, the flow experiences attachment, departure, and reattachment stages accompanying by the laminar transition into turbulence, causing pressure plateaus to form on the surface, and the pressure plateaus gradually shrinks. Around the gap, attributing that the flow experiences stages of laminar cavity flow, the wake with alternate shedding vortices, and turbulent cavity flow in sequence with an increase in the Reynolds number, the pressures around the gap vary greatly with the Reynold number. At the trailing edge, the pressure gradually recovers as the flow transits to turbulence (the flow undergoes wake instability, shear layer transition-reattachment station), In addition, at relative high Reynolds numbers, the drag force almost does not change, however, the lift force coefficient gradually decreases with an increase in Reynolds number.

• Wind and Structures
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• v.33 no.6
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• pp.463-470
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• 2021

This study investigates the aerodynamic characteristics of NACA series airfoil by altering the trailing edge in the form of extended and serrated sections. This contemporary advent examined NACA 0020 airfoil experimentally at the angle of attack ranging from 0° to 45° and for the Reynolds number of 2.46 × 105. To figure out the flow behaviour, the standard average pressure distribution over the airfoil surface is estimated with 50 pressure taps. The time series surface pressure is recorded for 700 Hz of sampling frequency. The extended trailing edge of 0.1 c, 0.2 c and 0.3 c are attached to the base airfoil. Further, the triangular serration is introduced with the base length of 2 cm, 4 cm and 6 cm. Each base length with three different amplitudes of 0.1 c, 0.2 c and 0.3 c were designed and equipped with the baseline case at the trailing edge and tested. The aerodynamic force coefficient, as well as pressure coefficient are presented. The obtained data advises that modification in the trailing edge will reflect the aerodynamic characteristics and the flow behaviour over the section of a wing. Resultantly, the extended trailing edge as a thin elongated surface attached to a base airfoil without revising the main airfoil favors good lift increment. The serrated trailing edge acts as a flow control device by altering the flow pattern results to delay the stall phenomenon. Besides it, improves lift co-efficient with less amount of additional drag. This extended and serrated trailing edge approach can support for designing the future smart airfoil.