• 한국지리정보학회지
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• 제10권3호
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• pp.58-69
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• 2007

지구상에서 육지 표면의 76%를 차지하고 있는 식생은 기후 변화와 관련하여 지역 부존 수자원과 환경 및 생태학적 시스템에 큰 변화를 가져올 수 있다. 본 연구에서는 위성 영상을 통해 추출된 NDVI를 통해 미래 식생정보를 예측하고자 넓은 지역에 대한 식생 피복의 파악이 용이한 NOAA 위성의 AVHRR 센서(1994년~2004년)와 Terra 위성의 MODIS 센서(2000년~2004년)로부터 얻을 수 있는 월별 정규화 식생지수(Normalized Difference Vegetation Index, NDVI)를 통하여 현 식생정보를 정량화하였다. 5년 동안의 NDVI 값은 NOAA보다 MODIS가 전체적으로 20% 정도 높게 추출되었다. 이로부터 국내 5대강 유역의 토지피복별 NDVI와 월평균 기상인자(평균기온, 최고기온, 최저기온, 강수량, 일조시간, 풍속, 습도) 사이의 상관관계를 분석하였으며, NDVI는 평균기온과 상관성이 높은 것으로 판단되었다. 상관분석 결과 얻어진 NDVI-기온 선형 회귀식을 이용하여 기후변화 시나리오의 CCCma CGCM2 모의 결과 값으로부터 토지피복에 따른 미래 NDVI를 추정 하였다. NOAA NDVI에 의해 추정 된 미래 식생정보는 현재의 NDVI 최대치와 큰 차이를 보이지 않았지만, 현재 7월에서 8월 사이 최고에 이르렀다가 9월부터 감소하는 NDVI값이 미래에는 10월까지도 높게 지속되는 경향을 보였다. MODIS NDVI에 의해 추정 된 미래 식생정보는 7월에서 8월 사이에 현재보다 약 5% 정도 증가하는 경향을 보였다.

• 한국환경과학회지
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• 제18권9호
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• pp.971-981
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• 2009

An objective of this study is as follows: 1) performing sensitivity analysis and parameter estimation of RMA2 and RMA4 models for the West-Nakdong River, 2) drawing up alternatives of gates-operation for water-quality enhancement, and 3) quantitative evaluation of methodology of 'flow-restoration by gates-operation' among 'Comprehensive Plan Improving Water-Quality in the West-Nakdong River(WNR)' with the target water-quality(BOD at Nakbon-N point: below 4.3 mg/L). The parameters for the RMA2 (depth-averaged two-dimensional flow model) and RMA4 (depth-averaged two-dimensional water-quality model) were determined by sensitivity analysis. Result of parameter estimation for RMA2 and RMA4 models is $1,000\;Pa{\cdot}s$ of the eddy viscosity, 20 of the Peclet number, 0.025 of the Manning coefficient, and $1.0\;m^2/s$ of the diffusion coefficient. We have evaluated the effects of water-quality enhancement of the selected alternatives by numerical simulation technique with the models under the steady-state flow condition and the time-variant transport condition. Because of no-resuspension from river bottom and considering BOD as conservative matter, these simulation results slightly differ from real phenomena. In the case of $50\;m^3/s$ of Daejeo-gate inflow, two-dimensional flow pn results result represents that small velocity occurs in the Pyungkang Stream and no flow in the Maekdo River. In the WNR, there occurs the most rapid flow near timhae-bridge. In the WNR, changes of water-quality for the four selected simulation cases(6, 10, 30, $50\;m^3/s$ of the Daejeo-gate inflow) were predicted. Since the Daejeo-Gate and the Noksan-Gate can be opened up to 7 days, it would be found that sustainable inflow of $30\;m^3/s$ at the Daejeo-gate makes BOD in the WNR to be under the target of water-quality.

• 한국수자원학회논문집
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• 제52권10호
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• pp.743-752
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• 2019

만곡수로에서의 흐름은 나선형 운동 형태의 이차류가 지배적이며, 이로 인해 일반적으로 만곡 외측을 따라 침식 현상이 발생하게 된다. 이러한 이차류를 약화시키기 위해서 보통 만곡수로 외측을 따라서 수제와 같은 수공구조물을 설치한다. 이 연구에서는 OpenFOAM 오프소스 소프트웨어를 토대로 난류 해석을 위한 하이브리드 RANS/LES 기법과 자유수면 해석을 위한 VoF기법을 이용한 3차원 수치모의를 통해서 $90^{\circ}$ 만곡수로에 설치된 잠긴수제가 후루드수가 0.43인 조건에서 이차류의 발달에 미치는 영향을 분석하였다. 시간과 공간에 대해서 2차 정확도의 유한체적법을 이용하여 수치모의를 수행하였으며, 수치해석 결과는 실험결과와 비교하여 수치모의의 정확도를 평가하였다. 잠긴수제가 설치된 경우의 수치모의 결과를 흐름방향 유속 분포와 횡방향 순환 유속벡터장을 중심으로 수리실험 관측값들과 비교할 때 수치모의 결과는 수리실험에서 관측된 주요 이차류 흐름 거동과 현상들을 대부분 양호한 정확도로 잘 재현하는 것으로 나타났다. 수치모의 결과를 비교해보면, 잠긴수제 설치로 인해서 만곡이 끝나는 단면 외측 하상부근에서의 유속은 약 평균유속의 1/3 정도 감소하는 반면에 수제 상단부에서의 전단층 발달에 따른 흐름 가속으로 자유수면 부근까지 유속이 증가하고 만곡 수충부에서는 수면 부근 유속이 약 20% 증가하는 것으로 나타났다. 결과적으로 잠긴수제는 만곡부에서 발생하는 이차류의 강도를 약화시켜 만곡부 외측 하상의 안정에 도움이 될 것으로 판단된다. 한편, 각 잠긴수제 전면부에서 말발굽와가 그리고 후면부에서는 후류가 형성되면서 수제 구조물 주변에서 강한 국부세굴이 발생하는 것으로 나타남으로, 국부세굴을 최소화할 수 있는 수제의 형상 및 배열에 대한 추가 연구가 요구된다.

• International Journal of Aeronautical and Space Sciences
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• 제14권1호
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• pp.30-45
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• 2013

The present work focuses on the unsteady aerodynamics and aeroelastic properties of a small-medium sized wind-turbine blade operating under ideal conditions. A tapered/twisted blade representative of commercial blades used in an experiment setup at the National Renewable Energy Laboratory is considered. The aerodynamic loads are computed using Computational Fluid Dynamics (CFD) techniques. For this purpose, FLUENT$^{(R)}$, a commercial finite-volume code that solves the Navier-Stokes and the Reynolds-Averaged Navier-Stokes (RANS) equations, is used. Turbulence effects in the 2D simulations are modeled using the Wilcox k-w model for validation of the CFD approach. For the 3D aerodynamic simulations, in a first approximation, and considering that the intent is to present a methodology and workflow philosophy more than highly accurate turbulent simulations, the unsteady laminar Navier-Stokes equations were used to determine the unsteady loads acting on the blades. Five different blade pitch angles were considered and their aerodynamic performance compared. The structural dynamics of the flexible wind-turbine blade undergoing significant elastic displacements has been described by a nonlinear flap-lag-torsion slender-beam differential model. The aerodynamic quasi-steady forcing terms needed for the aeroelastic governing equations have been predicted through a strip-theory based on a simple 2D model, and the pertinent aerodynamic coefficients and the distribution over the blade span of the induced velocity derived using CFD. The resulting unsteady hub loads are achieved by a first space integration of the aeroelastic equations by applying the Galerkin's approach and by a time integration using a harmonic balance scheme. Comparison among two- and three- dimensional computations for the unsteady aerodynamic load, the flap, lag and torsional deflections, forces and moments are presented in the paper. Results, discussions and pertinent conclusions are outlined.

• ETRI Journal
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• 제42권4호
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• pp.575-584
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• 2020

Electromagnetic (EM) waves used to send signals under seawater are normally restricted to low frequencies (f) because of sudden exponential increases of attenuation (𝛼) at higher f. The mathematics of EM wave propagation in seawater demonstrate dependence on relative permeability (𝜇_r), relative permittivity (𝜀_r), conductivity (𝜎), and f of transmission. Estimation of 𝜀_r and 𝜎 based on the W. Ellison interpolation model was performed for averaged real-time data of temperature (T) and salinity (S) from 1955 to 2012 for all oceans with 41 088 latitude/longitude points and 101 depth points up to 5500 m. Estimation of parameters such as real and imaginary parts of 𝜀_r, 𝜀_r', 𝜀_r", 𝜎, loss tangent (tan 𝛿), propagation velocity (V_p), phase constant (𝛽), and α contributes to absorption loss (L_a) for seawater channels carried out by using normal distribution fit in the 3 GHz-40 GHz f range. We also estimated total path loss (L_PL) in seawater for given transmission power P_t and antenna (dipole) gain. MATLAB is the simulation tool used for analysis.

• 한국자동차공학회논문집
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• 제18권5호
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• pp.115-123
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• 2010

Cool-down performance after soaking is important because it affects passenger's thermal comfort. The cooling capacity of HVAC system determines initial cool down performance in most cases, the performance is also affected by location, and shape of panel vent, indoor seat arrangement. Therefore, optimal indoor designs are required in developing a new car. In this paper, initial cool down performance is predicted by CFD(computational fluid dynamics) analysis. Experimental time-averaging temperature data are used as inlet boundary condition. For more reliable analysis, real vehicle model and human FE model are used in grid generation procedure. Thermal and aerodynamic characteristics on re-circulation cool vent mode are investigated using CFX 12.0. Thermal comfort represented by PMV(predicted mean vote) is evaluated using acquired numerical data. Temperature and velocity fields show that flow in passenger's compartment after soaking is considerably unstable at the view point of thermodynamics. Volume-averaged temperature is decreased exponentially during overall cool down process. However, temperature monitored at different 16 spots in CFX-Solver shows local variation in head, chest, knee, foot. The cooling speed at the head and chest nearby panel vent are relatively faster than at the knee and foot. Horizontal temperature contour shows asymmetric distribution because of the location of exhaust vent. By evaluating the passenger's thermal comfort, slowest cooling region is found at the driver's seat.

• 한국자동차공학회논문집
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• 제2권1호
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• pp.9-25
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• 1994

In the present study, the Reynolds-averaged Navier-Stokes equations, together with the equations of the $k-{\varepsilon}$ model of turbulence, were solved numerically in a general body-fitted coordinate system for three-dimensional turbulent flows around the six basic shapes of the magnetically levitated train(MAGLEV). The numerical computations were conducted on the MAGLEV model configurations to provide information on shapes of this type very near the elevated track at a constant Reynolds number of $1.48{\times}10^{6}$ based on the body length. The coordinate system was generated by numerically solving a set of Poisson equations. The convective transport equations were discretized using the finite-analytic scheme which employed analytic solutions of the locally-linearized equations. A time marching algorithm was employed to enable future extensions to be made to handle unsteady and fully-elliptic problems. The pressure-velocity coupling was treated with the SIMPLER-algorithm. Of particular interests were wall effect by the elevated track on the aerodynamic forces and flow characteristics of the six models calculated. The results indicated that the half-circle configuration with extended sides and with smooth curvature of sides was desirable because of the low aerodynamic forces and pitching moment. And it was found that the separation bubble was occured at wake region in near the elevated track.

• 해양환경안전학회지
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• 제14권4호
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• pp.333-338
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• 2008

해안 지역은 해수의 운동에너지의 대부분은 해안에서 소산되며 이 과정에서 해안의 토사 등이 유실된다. 수면에 돌출된 방파제에 비해 수중구조물은 해수의 유통을 가능하게 하고 해안선을 따라 해수순환을 가능케 한다. 이 연구에서는 해안 침식을 방지 기능을 갖는 수중구조물을 하부틈새를 갖는 수중장애물로 형상화 하고 후방의 흐름특성을 규명하였다. 실험은 Re =$1.2{\times}10^4$ 조건에서 2프레임 입자영상유속계를 이용하여 속도장을 계측하여 고찰하였다. 측정된 시간평균 속도분포를 분석한 결과 유선의 곡률 효과가 현저히 나타났으며 전단층 주위 유체의 유입 등의 영향으로 박리 전단층 내에서 커다란 와구조가 연속적으로 발생하였다. 또한 하부틈새의 크기가 증가할수록 재순환 영역의 중심이 후류로 이동하고 재순환영역의 강도도 약해지는 결과를 보였다.

• Advances in aircraft and spacecraft science
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• 제7권4호
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• pp.371-385
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• 2020

A forward-facing aerospike attached to a payload fairing of a satellite launch vehicle significantly alters its flowfield and decreases the aerodynamic drag in transonic and low supersonic speeds. The present payload fairing is an axisymmetric configuration and consists of a blunt-nosed body along with a conical section, payload shroud, boat tail and followed by a booster. The main purpose of the present numerical simulations is to evaluate flowfield and assess the performance of aerodynamic drag coefficient with and without aerospike attached to a payload fairing of a typical satellite launch vehicle in freestream Mach number range 0.8 ≤ M_∞ ≤ 3.0 and freestream Reynolds number range 33.35 × 10⁶/m ≤ Re_∞ ≤ 46.75 × 10⁶/m whichincludes the maximum aerodynamic drag and maximum dynamic conditions during ascent flight trajectory of the satellite launch vehicle. A numerical simulation has been carried out to solve time-dependent compressible turbulent axisymmetric Reynolds-averaged Navier-Stokes equations. The closure of the system of equations is achieved using the Baldwin-Lomax turbulence model. The aerodynamic drag reduction mechanism is analysed employing numerical results such as velocity vector plots, density and Mach contours in conjunction with the experimental flow visualization pictures. The variations of wall pressure coefficient over the payload fairing with and without aerospike are exhibiting different kind of flowfield characteristics in the transonic and low supersonic speeds. The numerically computed results are compared with schlieren pictures, oil flow patterns and measured wall pressure distributions and exhibit good agreement between them.

• Fisheries and Aquatic Sciences
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• 제1권1호
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• pp.48-62
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• 1998

Seasonal volume transport on the Texas-Louisiana continental shelf is investigated in terms of objectively fitted transport streamfunction fields based on the current meter data of the Texas­Louisiana Shelf Circulation and Transport Processes Study. Adopted here for the objective mapping is a method employing a two-dimensional truncated Fourier representation of the streamfunction over a domain, with the amplitudes determined by least square fit of the observation. The fitting was done with depth-averaged flow rather than depth-integrated flow to reduce the root-mean-square error. The fitting process filters out $11\%$ of the kinetic energy in the monthly mean transport fields. The shelf-wide pattern of streamfunction fields is similar to that of near-surface velocity fields over the region. The nearshore transport, about 0.1 to 0.3 Sv $(1 Sv= 10^6\;m^3/sec)$, is well correlated with the seasonal signal of along-shelf wind stress. The spring transport is weak compared to other seasons in the inner shelf region. The transport along the shelf break is large and variable. In the southwestern shelf break, transport amounts up to 4.7 Sv, which is associated with the activities of the encroaching of energetic anticyclonic eddies originated in Loop Current of the eastern Gulf of Mexico. The first empirical orthogonal function (EOF) of streamfunction variability contains $67.3\%$ of the variance and shows a simple, shelf-wide, along-shelf pattern of transport. The amplitude evolution of the first EOF is highly correlated (correlation coefficient: 0.88) with the evolution of the along-shelf wind stress. This provides strong evidence that the large portion of seasonal variation of the shelf transport is wind-forced. The second EOF contains $23.7\%$ of the variance and shows eddy activities at the southwestern shelf break. The correlation coefficient between the amplitudes of the second EOF and wind stress is 0.42. We assume that this mode is coupled a periodic inner shelf process with a non-periodic eddy process on the shelf break. The third EOF (accounting for $7.2\% of the variance) shows several cell structures near the shelf break associated with the variability of the Loop Current Eddies. The amplitude time series of the third EOF show little correlation with the along-shelf wind.