• Journal of the Society of Naval Architects of Korea
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• v.52 no.4
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• pp.356-363
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• 2015

Microbubbles moving in the turbulent boundary layer are visualized and investigated in the point of frictional drag reduction. The turbulent boundary layer is formed beneath the surface of the 2-D flat plate located in the tunnel test section. The microbubble generator produces mean bubble diameter of 30 – 50 μm. To capture the micro-bubbles passing through the tiny measurement area of 5.6 mm² to 200 mm², the shadowgraphy system is employed appropriately to illuminate bubbles. The velocity field of bubbles reveals that Reynolds stress is reduced in the boundary layer by microbubbles’ activity. To understand the contribution of microbubbles to the drag reduction rate more, much smaller field-of-view is required to visualize the bubble behaviors and to find the 2-D void fraction in the inner boundary layer.

• Journal of Advanced Marine Engineering and Technology
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• v.37 no.5
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• pp.493-499
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• 2013

This paper presents are experimental investigation to figure out impact pressure and flow characteristics of a wedge type structure in free fall. The flow field has been obtained by 2-frame grey level cross correlation PIV(Particle Image Velocimetry) method, the impact pressure of free fall structure by a pressure acquisition system apply to Dewetron system. The angles between a model and the free surface are adapted $15^{\circ}$, $25^{\circ}$, $35^{\circ}$ and $45^{\circ}$ respectively. Velocity field of water exit has higher better than water entry. The impact pressure under the bottom of the model has been appeared higher values at $15^{\circ}$ than $45^{\circ}$, and also at P1.

• Journal of Navigation and Port Research
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• v.32 no.10
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• pp.771-776
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• 2008

The main purpose in having a control surface on a ship is to control the motion of it. It is the important element to determine the maneuvering characteristics of the ship. In this paper, the measured results has been compared with each other to predict the performance characteristics of flapped rudder's 2-dimensional section at $Re=3.0{\times}10^4$ using 2-frame grey level cross correlation PIV method. The side force of the rudder could be mainly improved by the lift force at 10 degrees angle of attack and the drag force at 20 degrees angle of attack. The separation point and boundary layer could be controlled by the change of the only flap's angle at 10 degrees angle of attack.

• KSCE Journal of Civil and Environmental Engineering Research
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• v.40 no.2
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• pp.145-156
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• 2020

The climate change occurring all over the world increases the risk, specially in urban area, Accordingly, rainwater pumping station expansion is required than before. In order to increase the efficiency of the rainwater pumping station, the analysis of flow characteristics in the pump sump is needed for vortex control. Many efforts have been made to illuminate the vortex behavior using PIV, but any reliable results have not been obtained yet, because of the limitations in image capturing and dependency of measured velocity values on the interrogation area and time interval used for velocity calculation. In this study, therefore, experiments were carried out to find out the limitation of PIV and estimate the validation of the velocity values associated with the analysis parameters such as interrogation area, time interval, grid size. For the experimental condition used in this study, the limitation of PIV and the effects of parameters on the velocity estimation are presented.

• Journal of Korean Society of Coastal and Ocean Engineers
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• v.20 no.2
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• pp.157-167
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• 2008

The aeration of an overtopping wave on a vertical structure generated by a plunging wave was investigated through laboratory measurements of void fraction. The overtopping wave occurring after wave breaking becomes multi-phased and turbulent with significant aeration, so that the void fraction of the flow is of importance. In this study, fiber optic reflectometer and bubble image velocimetry were employed to measure the void fraction, velocity, and layer thickness of the overtopping flow. Mean properties were obtained by ensembleand time-averaging the repeated instantaneous void fractions and velocities. The mean void fractions show that the overtopping wave is very high-aerated near the overtopping wave front and relatively low-aerated near the deck surface and rear free surface of the wave. The flow rate and momentum of the overtopping flow estimated using the measured data show that the void ratio is an important parameter to consider in the multiphase flow. From the similarity profiles of the depth-averaged void fraction, velocity, and layer thickness, one-dimensional empirical equations were obtained and used to estimate the flow rate and momentum of the overtopping flow.

• Journal of Navigation and Port Research
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• v.39 no.1
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• pp.77-82
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• 2015

Slamming means that the hull hits the waves and receives impact pressure. This slamming effect may cause harm to people and when you put the hull at risk. so it is very harmful for cargo safety. Therefor slamming impact pressure should be fully considered in ship designing. In this study the model of wedged type structure are produced aimed to simulate a free fall that the experiments were carried out on different weight and free fall height. The flow field has been obtained by 2-frame grey level cross correlation PIV(Particle Image Velocimetry) method and experiment was divided into water entry and water exit. The impact pressure of free fall structure by a pressure acquisition system apply to dewetron system. The angles between a model and the water surface are adapted $15^{\circ}$ respectively. The weight change of models was given as 1.5, 1.8 and 2.0kg. To study slamming phenomenon for free fall height the experiments were carried out by the free fall height of 100, 200 and 300mm. The experimental value of the impact pressure according to the changes in weight was increase impact pressure in proportion to the increase in weight and higher free falling height has also influenced the increase in impact pressures.

• Wind and Structures
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• v.35 no.1
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• pp.1-20
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• 2022

This research work presents an experimental study's outcomes to reveal the impact of an O-ring on the flow control over a sphere placed in a turbulent boundary layer. The investigation is performed quantitatively and qualitatively using particle image velocimetry (PIV) and dye visualization. The sphere model having a diamater of 42.5 mm is located in a turbulent boundary layer flow over a smooth plate for gap ratios of 0≤G/D≤1.5 at Reynolds number of 5 × 10³. Flow characteristics, including patterns of instantaneous vorticity, streaklines, time-averaged streamlines, velocity vectors, velocity fluctuations, Reynolds stress correlations, and turbulence kinetic energy (), are compared and discussed for a naked sphere and spheres having O-rings. The boundary layer velocity gradient and proximity of the sphere to the flat plate profoundly influence the flow dynamics. At proximity ratios of G/D=0.1 and 0.25, a wall jet is formed between lower side of the sphere and flat plate, and velocity fluctuations increase in regions close to the wall. At G/D=0.25, the jet flow also induces local flow separations on the flat plate. At higher proximity ratios, the velocity gradient of the boundary layer causes asymmetries in the mean flow characteristics and turbulence values in the wake region. It is observed that the O-ring with various placement angles (𝜃) on the sphere has a considerable alteration in the flow structure and turbulence statistics on the wake. At lower placement angles, where the O-ring is closer to the forward stagnation point of the sphere, the flow control performance of the O-ring is limited; however, its impact on the flow separation becomes pronounced as it is moved away from the forward stagnation point. At G/D=1.50 for O-ring diameters of 4.7 (2 mm) and 7 (3 mm) percent of the sphere diameter, the -ring exhibits remarkable flow control at 𝜃=50° and 𝜃=55° before laminar flow separation occurrence on the sphere surface, respectively. This conclusion is yielded from narrowed wakes and reductions in turbulence statistics compared to the naked sphere model. The O-ring with a diameter of 3 mm and placement angle of 50° exhibits the most effective flow control. It decreases, in sequence, streamwise velocity fluctuations and length of wake recovery region by 45% and 40%, respectively, which can be evaluated as source of decrement in drag force.