• Journal of the Korean Society for Aeronautical & Space Sciences
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• v.41 no.11
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• pp.849-854
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• 2013

Experimental study was conducted to investigate aerodynamic interference effect of wing tip vortex in formation flight of high speed aircraft. In formation flight, wing tip vortex produced by leading aircraft can affect on the aerodynamic characteristics of trailing aircraft. The interference effect of flow is varied with distances between wing tips of leading and trailing aircraft. It is confirmed, in this study, that the interference of wing tip vortex generated from the leading aircraft makes the aerodynamic forces and moments of the trailing aircraft with the vertical or horizontal positions of the trailing aircraft. Especially, the lift coefficients of trailing aircraft were highly increased at y/b=-0.125, z/b=0.0 or deeply decreased at y/b=-0.5, z/b=0.38. The interfering pattern of wing tip vortices from two aircraft is precisely observed.

• Journal of Industrial Technology
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• v.22 no.B
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• pp.27-34
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• 2002

3-D numerical studies are performed to investigate the effect of the air dam height and approaching air velocities on the pressure distribution of notchback road vehicle. For this purpose, the models of test vehicle with four different air dam heights are introduced and PHOENICS, a commercial CFD code, is used to simulate the flow phenomena and to estimate the values of pressure coefficients along the surface of vehicle. The standard $k-{\varepsilon}$ model is adopted for the simulation of turbulence. The numerical results show that the height variation of air dam makes almost no influence on the distribution of the value of pressure coefficient along upper and rear surface but makes strong effects on the bottom surface. That is, the value of pressure coefficient becomes smaller as the height is increased along the bottom surface. Approaching air velocity makes no differences on pressure coefficients. Through the analysis of pressure coefficient on the vehicle surface, one tries to assess aerodynamic drag and lift of vehicle. The pressure distribution on the bottom surface affects more on lift than the pressure distribution on the upper surface of the vehicle does. The increase of air dam height makes positive effects on the lift decrease but no effects on drag reduction.

• Korean Journal of Air-Conditioning and Refrigeration Engineering
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• v.18 no.11
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• pp.888-895
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• 2006

The present study has been conducted to investigate the effects of Reynolds number on heat/mass transfer and pressure drop characteristics in a rotating smooth two-pass duct. For stationary cases, the heat/mass transfer and pressure drop Is decreased on turning region of both leading and trailing surfaces as Reynolds number increases. For rotating cases, increment of Reynolds number affects differently the heat/mass transfer and pressure drop on the leading and trailing surfaces. In the first pass, for example, the heat/mass transfer on the leading surface is greatly increased, though the heat/mass transfer on the trailing surface is almost the same. The reason is that effect of the main flow is more dominant than effect of secondary flow. In particular, it gave decrement of the heat/mass transfer and the pressure drop at turning region and upstream region of second pass for both non-rotating and rotating cases.

• Advances in aircraft and spacecraft science
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• v.7 no.6
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• pp.537-551
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• 2020

Investigation of leading edge impingement cooling for first stage rotor blades in an aero-engine turbine, its effect on rotor temperature and trailing edge wake loss have been undertaken in this study. The rotor is modeled with the nozzle for attaining a more accurate simulation. The rotor blade is hollowed in order for the coolant to move inside. Also, plenum with the 15 jet nozzles are placed in it. The plenum is fed by compressed fresh air at the rotor hub. Engine operational and real condition is exerted as boundary condition. Rotor is inspected in two states: in existence of cooling technique and non-cooling state. Three-dimensional compressible and steady solutions of RANS equations with SST K-ω turbulent model has been performed for this numerical simulation. The results show that leading edge is one of the most critical regions because of stagnation formation in those areas. Another high temperature region is rotor blade tip for existence of tip leakage in this area and jet impingement cooling can effectively cover these regions. The rotation impact of the jet velocity from hub to tip caused a tendency in coolant streamlines to move toward the rotor blade tip. In addition, by discharging used coolant air from the trailing edge and ejecting it to the turbines main flow by means of the slot in trailing edge, which could reduce the trailing edge wake loss and a total decrease in the blade cooling loss penalty.

• Journal of the Korea Society for Simulation
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• v.21 no.1
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• pp.35-43
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• 2012

In this study, underwater behaviors of negative buoyant body and positive buoyant body, which are ejected from a platform, are compared through eject test and simulation. CFD(Computational Fluid Dynamics) method is used to calculate the hydrodynamic derivatives of negative buoyant body with varied hull. Hydrodynamic derivatives that cannot be calculated with CFD are used with the same values of base shape. The pitch angles of test data are much bigger than those of simulated data, and the reason is supposed to be the trailing air effect. A more accurate simulation is possible via modified force modeling which reflects this phenomenon. The underwater behaviors of positive buoyant body and negative buoyant body are somewhat different with each other at the same eject condition, but it may not be a problem in the view of operation.

• Transactions of the Korean Society of Automotive Engineers
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• v.10 no.6
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• pp.178-186
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• 2002

3-D numerical studies are performed to investigate the effect of the trunk height and approaching air velocities on the pressure distribution of notchback road vehicle. For this purpose, the models of test vehicle with four different trunk heights are introduced and PHOENICS, a commercial CFD code, is used to simulate the flow phenomena and to estimate the values of pressure coefficients along the surface of vehicle. The standard k-$\xi$ model is adopted for the simulation of turbulence. The numerical results say that the height variation of trunk makes almost no influence on the distribution of the value of pressure coefficient along upper surface but makes very strong effects on the rear surface. That is, the value of pressure coefficient becomes smaller as the height is increased along the rear surface and the bottom surface. Approaching air velocity make no differences on pressure coefficients. Through the analysis of pressure coefficient on the vehicle surfaces one tried to assess aerodynamic drag and lift of vehicle. The pressure distribution on the rear surface affected more on drag and lift than pressure distribution on the front surface of the vehicle does. The increase of trunk height makes positive effects on the lift decrease but negative effects on drag reduction.

• Journal of the Korea Institute of Military Science and Technology
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• v.10 no.1
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• pp.130-143
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• 2007

Using steady state aerodynamic theories, it has been claimed that insects and birds cannot fly. To make matters worse, insects and birds fly at low Reynolds numbers. Therefore, a recurring theme in the literature is the importance of understanding unsteady aerodynamic effect and how the vortices behave when they separate from the moving surface that created them. In flapping flight, birds and insects can modify wing beat amplitude, stroke angle, wing planform area, angle of attack, and to a lesser extent flapping frequency to optimize the generation of lift force. Some birds are thought to employ two different gaits(a vortex ring gait and a continuous vortex gait) and unsteady aerodynamic effect(Clap and fling, Delayed stall, Wake capture and Rotational Circulation) in flapping flight. Leading edge vortices may produce an increase in lift. The trailing edge vortex could be an important component in gliding flight. Tip vortices in hovering support the body weight of the hummingbirds. Thus, this study investigated how insects and birds generate lift at low Reynolds numbers. This research is written to further that as yet incomplete understanding.

• Korean Journal of Air-Conditioning and Refrigeration Engineering
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• v.15 no.4
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• pp.294-304
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• 2003

An experimental analysis using three-dimensional laser Doppler velocimetry(LDV) measurement and computational analysis using the Reynolds stress model in FLUENT are conducted to give a clear understanding of the effect of blade loading on the structure of tip leakage flow in a forward-swept axial-flow fan operating at the maximum efficiency condition ($\Phi$=0.25) and two off-design conditions ($\Phi$=0.21 and 0.30). As the blade loading increases, the onset position of the rolling-up of tip leakage flow moves upstream and the trajectory of tip leakage vortex center is more inclined toward the circumferential direction. Because the casing boundary layer becomes thicker and the mixing between the through-flow and the leakage jet with the different flow direction is enforced, the streamwise vorticity decays more fast with the blade loading increasing. A distinct tip leakage vortex is observed downstream of the blade trailing edge at $\Phi$=0.30, but it is not observed at $\Phi$=0.21 and 0.25.

• Korean Journal of Air-Conditioning and Refrigeration Engineering
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• v.9 no.1
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• pp.14-22
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• 1997

The position of propeller fan from duct inlet is one of basic parameters for the design of propeller fan. To investigate the effect of its position on fan characteristics, the inlet flow fields and relative flow angles were measured by a 5-hole pitot tube. The experimental results indicate that the ratio of radial flow introduced from propeller circumference to total inlet flow increases with the increase of propeller distance from duct inlet. When fan operates without duct, the total flow rate and the radial flow ratio are higher than those of any other positions of propeller relative to duct inlet. The radial flow ratio decreases as a flow coefficient and the propeller distance decrease. Therefore the front flow fields can be adjusted in some extent by varying the propeller distance according to a fan loading. The inlet flow angles are decreasing a little as a rotational speed and the propeller distance decrease. In the present case it was judged that the deviation angle of outlet flow became negative owing to a flow separation near a trailing edge.

• International Journal of Fluid Machinery and Systems
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• v.8 no.2
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• pp.73-84
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• 2015

Aerating hydroturbines have recently been proposed as an effective way to mitigate the problem of low dissolved oxygen in the discharge of hydroelectric power plants. The design of such a hydroturbine requires a precise understanding of the dependence of the generated bubble size distribution upon the operating conditions (viz. liquid velocity, air ventilation rate, hydrofoil configuration, etc.) and the consequent rise in dissolved oxygen in the downstream water. The purpose of the current research is to investigate the effect of location of air injection on the resulting bubble size distribution, thus leading to a quantitative analysis of aeration statistics and capabilities for two turbine blade hydrofoil designs. The two blade designs differed in their location of air injection. Extensive sets of experiments were conducted by varying the liquid velocity, aeration rate and the hydrofoil angle of attack, to characterize the resulting bubble size distribution. Using a shadow imaging technique to capture the bubble images in the wake and an in-house developed image analysis algorithm, it was found that the hydrofoil with leading edge ventilation produced smaller size bubbles as compared to the hydrofoil being ventilated at the trailing edge.