• Korean Journal of Air-Conditioning and Refrigeration Engineering
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• v.30 no.3
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• pp.123-129
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• 2018

In this study, CFD is used to compare and analyze the flow characteristics using reflected pressure wave during the intersection of two trains in straight tunnel. Two tunnels of different lengths; 600 m and 3,400 m were designed and numerical analysis of the flow characteristics of two tunnels carried out by setting the crossing state of the two trains at a constant velocity of 27 m/s form the center of the tunnel. The simulation model was designed using the actual tunnel and subway dimensions The train motion was achieved by using the moving mesh method. For the numerical analysis, $k-{\omega}$ standard turbulence model and an ideal gas were used to set the flow conditions of three-dimensional, compressible and unsteady state. In the analysis results, it was observed that the inside of the long tunnel without interference of the reflected pressure wave was maintained at a pressure lower than the atmospheric pressure and that the flow direction was determined by the pressure gradient and shear flow. On the other hand, the flow velocity in the short tunnel was faster and the pressure fluctuation was noted to have increased due to the reflected pressure wave, with more vortices formed. In addition, the flow velocity was noted to have changed more irregularly.

• Transactions of the Korean Society of Automotive Engineers
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• v.5 no.2
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• pp.50-59
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• 1997

When a front head of train enters a tunnel at a high speed, compression wave is generated at tunnel entrance due to the confinement effect and propagated along the tunnel with sound of speed. The propagated compression wave is reflected at tunnel exit due to abrupt pressure change at passage. The reflected wave is expansion pressure wave. And when the rear head of train goes through the tunnel entrance, another expansion pressure wave is generated and propagated along the tunnel. The pressure drop occurs seriously around train when the two expansion pressure waves come cross on train in the tunnel. In order to reduce the pressure drop, the compression wave front must be controlled because the intensity and magnitude of pressure drop is nearly proportional to that of compression wave at tunnel entrance. This study relates to reduction of the pressure wave gradient with respect to tunnel entrance shape change with various kind of angle and rounding. The results show characteristics of wave propagation in tunnel, usefulness of characteristic curve to estimate proper time domain size in numerical study and measuring time in actual experiment. Also rounding is contributed to improve pressure wave front even if its radius is very small at tunnel entrance. In order to improve of pressure wave front at tunnel entrance, proper angle is prefered to rounding with big radius and an angle of around 14$^{\circ}$ is recommended according to this simulations, And it is expected to reduce additional pressure drop in tunnel when the location and the size of the internal space for attendant equipment are considered in advance.

• Journal of the Korean Society for Railway
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• v.15 no.5
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• pp.436-441
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• 2012

Pressure waves are generated and propagate in tunnel when train enters a tunnel with high speed. Compression wave due to the entry of train head propagates along the tunnel and is reflected at tunnel exit as expansion wave. While expansion wave due to the entry of train tail propagates along the tunnel and is reflected at tunnel exit as compression wave. These pressure waves are repeatedly propagated and reflected at tunnel entrance and exit. Severe pressure change per second causes ear-discomfort for passengers in cabin and micro pressure wave around tunnel exit. It is necessary to analyze the transient pressure phenomena in tunnel qualitatively and quantitatively, because pressure change rate is considered as one of major design parameters for an optimal tunnel cross sectional area and the repeated fatigue force on car body. In this study, we developed the characteristics method analysis based on fixed mesh system and compared with the results of real train test. The results of simulation agreed with that of experiment.

• Journal of the Korean Society of Safety
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• v.23 no.5
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• pp.91-96
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• 2008

A reflected breakwater can be affected by wave pressure and power because it is to be concentrated by wave energy. The present study is to estimate hydraulic behavior affecting around a reflected breakwater, which is discontinuity cases and various angle of coner at the breakwater. The numerical model to investigate wave diffraction, which is important hydraulic factor in the ocean, is performed by using direct boundary element method. The present numerical results are compared with the solutions of approximate and absolute based on an eigenfunction, and the solution of analytical by Fresnel integral. The results of the present numerical simulation agreed well with those of the published numerical and analytical data. As a result of this study, wave height is high at the comer of breakwater, and it is to be high if angle of conner at the reflected breakwater is small.

• Journal of the Korean Society for Railway
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• v.16 no.6
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• pp.454-459
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• 2013

Pressure waves are generated and propagate in a tunnel when train enters tunnel high speed. A compression wave due to the entry of train head propagates along the tunnel and is reflected at tunnel exit as an expansion wave. An expansion wave due to the entry of the train tail propagates along the tunnel and is reflected at tunnel exit as a compression wave. These pressure waves are repeatedly propagated and reflected at the tunnel entrance and exit. Severe pressure changes causes ear-discomfort for passengers in the cabin and micro pressure waves around the tunnel exit. It is necessary to analyze the transient pressure phenomena in tunnels qualitatively and quantitatively, because pressure change rate is considered as one of the major design parameters for optimal tunnel cross sectional area and repeated fatigue force on car body. In this study, we developed a characteristics method based on a fixed mesh system and boundary conditions for crossing trains and analyzed this system using an X-t diagram. The results of the simulation show that offsetting of pressure waves occurs for special entry conditions of a crossing train.

• Proceedings of the KSME Conference
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• 2002.08a
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• pp.169-172
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• 2002

When a plane shockwave reflects ken a concave wall, it is focused at a certain location, resulting in extremely high local pressure and temperature. This focusing is due to a nonlinear phenomenon of shock wave. The focusing phenomenon has been extensively applied to many diverse folds of engineering and medical treatment as well. In the current study, the focusing of shock wave over a reflector is numerically investigated using a CFD method. The Harten-Yee total variation diminishing (TVD) scheme is used to solve the unsteady, two-dimensional, compressible, Euler equations. The incident shock wave Mach number $M_{s}\;of\;1.1{\~}l.3$ is applied to the parabolic reflectors with several different depths. Detailed focusing characteristics of the shock wave are investigated in terms of peak pressure, gasdynamic and geometrical foci. The results obtained are compared with the previous experimental results. The results obtained show that the peak pressure of shock wave focusing and its location strongly depend on the magnitude of the incident shock wave and depth of parabolic reflector. It is also found that depending up on the depth of parabolic reflector, the weak shock wave focusing process can classified into three distinct patterns : the reflected shock waves do not intersect each other before and after focusing, the reflected shock waves do not intersect each other before focusing, but intersect after focusing, and the reflected shock waves intersect each other before and after focusing. The predicted Schlieren images represent the measured shock wave focusing with a good accuracy.

• Transactions of the Korean Society of Mechanical Engineers A
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• v.24 no.8 s.179
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• pp.1917-1922
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• 2000

The split Hokinson pressure bar(SHPB) test has been used to find the mechanical property of materials at high strain rate. A tensile split Hopkinson pressure bar test system is developed and the threaded tensile specimen and the split collar are placed between elastic bars. When the compressive elastic wave generated by a striker is transferred from the transmit bar to the incident bar, some elastic wave is reflected at the threaded parts of the specimen and the transmit bar. This reflected wave can interfere with the transmitted wave. A proper length of elastic bars and the location of strain gage in these elastic bars are determined to avoid this interference. In order to avoid the interference of elastic wave reflected at the threaded parts of specimen and elastic bar, the length of transmit bar must be longer than that of incident bar. Strain gage in transmit bar must be located as close as possible from the interface of a transmit bar and specimen. In the developed tensile SHPB test system, A12011-T3 and A17075-T6 are tested to get the true stress-strain relation in the range of strain rate at $10^3/sec$

• Journal of the Korea Institute of Military Science and Technology
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• v.23 no.1
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• pp.43-51
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• 2020

In this study, numerical analysis was carried out on a complex pressure field of blast waves caused by the detonation of high explosives in various environments. The generated blast waves propagated in the air, upon the sudden release of high energy induced by the explosion. Reflected waves were created when the pressure waves encountered certain obstacles such as the ground or the walls of structures. The propagation of the blast waves and its interaction with the reflected waves were simulated. An adaptive mesh refinement was applied to improve the efficiency of distribution of computer resource, for the computational calculation of the blast wave propagation in a wide open space. In addition, the integration of the calculation domains for the explosive and air were considered when the maximum density of the explosive region was below critical value. The results were verified by comparison with the pressure time history from blast wave experiments performed under two topographical conditions.

• Transactions of the Korean Society of Mechanical Engineers B
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• v.21 no.9
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• pp.1139-1148
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• 1997

Compression waves propagating in a high-speed railway tunnel develops large pressure fluctuations on the train body or tunnel structures. The pressure fluctuations would cause an ear discomfort for the passengers and increase the aerodynamic resistance of trains. As a fundamental research to resolve the pressure wave phenomenon in the tunnel, experiments were carried out by using a shock tube with an open end. A blockage to model trains inside the tunnel was installed on the lower wall of shock tube, thus forming a sudden cross-sectional area reduction. The compression waves were obtained by the fast opening gate valve instead of a conventional diaphragm of shock tube and measured by the flush mounted pressure transducers with a high sensitivity. The experimental results were compared with the previous theoretical analyses. The results show that the ratio of the reflected to the incident compression wave at the sudden cross-sectional area reduction increases but the ratio of the passing to the incident compression wave decreases, as the incident compression wave becomes stronger. This experimental results are in good agreements with the previous theoretical ones. The maximum pressure gradient of the compression wave abruptly increases but the width of the wave front does not vary, as it passes over the sudden cross-sectional area reduction.

• The Transactions of the Korean Institute of Electrical Engineers D
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• v.54 no.8
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• pp.504-509
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• 2005

This paper presents a new method for obtaining the noninvasive and unrestrained blood pressure readings noninvasively and unrestrainedly using based on reflected wave arrival time(RAT) in the volume of pulse. Since this new method employs only volume pulse, is more rapider and simpler than the method using pulse transit time(PTT) because it only employs the volume of pulse. Blood pressure, PTT and RAT were acquired from 15 healthy subjects. Each subjects were performed forty trials of each measurement. As a result of those trials, the mean error between oscillometric and RAT measurements for systolic blood pressure was $4.55\pm5.64mmHg$. This result showed quite equal with the mean error between oscillometric and PPT measurf:ments, $4.22\pm5.30mmHg$, However, it was not obtained a satisfactory result in the relativity of oscillometric to both RAT and PPT measurements for diastolic blood pressure because of personal difference. To conclude, the method of systolic blood pressure estimation noninvasively and unrestrainedly using by RAT may be used as the method by PTT. Nevertheless, additional studies would be necessary for the RAT/PTT estimation of diastolic blood Pressure measurement.