• Journal of the Korea Academia-Industrial cooperation Society
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• v.18 no.11
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• pp.740-746
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• 2017

Infrared signatures emitted from hot exhaust gases generated by the internal combustion engine and generator of naval ships and from the metal surfaces of the funnel have become the targets of infrared homing missiles, which is the main cause of a reduced survivability of naval ships. The infrared signatures from the exhaust gas and the metal surface of a funnel can be reduced by installing an infrared signature suppression (IRSS) system on a ship. The IRSS system consists of three parts: an eductor that generates turbulent flow of the exhaust gas, a mixing tube that mixes the exhaust gas with ambient air, and a diffuser that forms an air film using the pressure difference between the inside and outside air. As a basic study to develop an IRSS system using domestic technology, this study analyzed the model test conditions of an IRSS system developed by an overseas engineering company and installed on a domestic naval ship, and a numerical heat-flow analysis was conducted based on the results of the aforementioned analysis. Numerical heat-flow analysis was performed using a commercial numerical-analysis application, and various turbulence models were considered. As a result, the temperature and velocity of the exhaust gas at the educator inlet and diffuser outlet and that of the metal surface of the diffuser were measured, and found to agree well with the measurement results of the model test.

• Clean Technology
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• v.23 no.1
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• pp.42-53
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• 2017

Numerical analysis was done to evaluate the fluid distribution inside of the mixing quencher to increase the reaction efficiency of the aqueous hydrogen peroxide solution in the scrubbing column which is used for simultaneous desulfurization and denitrification. Effective injection of the aqueous hydrogen peroxide ($H_2O_2$) solution in the mixing quencher has major effects for improving the reaction efficiency in the scrubbing column by enhancing the mixing of the aqueous $H_2O_2$ solution with the exhaust gas. The current study is to optimize the array of nozzles and the spray angles of the aqueous $H_2O_2$ solution in the mixing quencher by using the computational method. Main concerns of the analysis are how to enhance the uniformity of the $H_2O_2$ concentration distribution in the internal flow. Numerical analysis was done to check the distribution of the internal flow in the mixing quencher in terms of RMS values of the $H_2O_2$ concentration at the end of quencher. The concentration distribution of $H_2O_2$ at the end of is evaluated with respect to the different array of the nozzle pipes and the nozzle tip angles, and we also analyzed the turbulence formation and fluid mixing in the zone. The effect of the spray angle was evaluated with respect to the mixing efficiency in different flow directions. The optimized mixing quencher had the nozzle array at location of 0.3 m from the inlet duct surface and the spray angle is $15^{\circ}$ with the co-current flow. The RMS value of the $H_2O_2$ concentration at the end of the mixing quencher was 12.4%.

• Journal of Wetlands Research
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• v.13 no.1
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• pp.79-94
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• 2011

As demonstrated in study for non-submerged groynes, the flow field is predominantly two-dimensional, with mainly horizontal eddies. The eddies shed form the tips of the groynes and migrate in the flow direction. These eddies have horizontal dimensions in the order of tens of meters and time-scales in the order of minutes. In the standard flow simulations, these motions are usually not resolved, due to a too coarse grid, too large time steps and, more importantly, the use of inadequate turbulence modelling. using for example a k-${\varepsilon}$ model, it is necessary to introduce substantial modifications. Therefore simulation resolved in this study, were carried out using the DELFT-3D-MOR programme, which is part of the DELFT3D software package of WL/Delft Hydraulics and In this study, apply a two-dimensional depth-averaged model, taking an horizontal large eddy simulation(HLES). The bed morphology computed when using HLES, as well as the associated time-scale, is similar to what has been obseved in a field case. When using a mean-flow model with-out HELS, the bed morphology is less realistic and the morphological time-scale is much larger. This slow development is the result of neglecting(or averaging). the strong velocity fluctuations associated with the time-varying eddy formation.

• Journal of Advanced Marine Engineering and Technology
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• v.38 no.4
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• pp.367-375
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• 2014

In numbers of kinds of heat exchanger, the shell-tube heat exchanger is the most commonly used type of heat exchanger in the industry field. In order to improve the thermal performance of the heat exchanger, this study was analyzed heat transfer characteristics according to arrangement of baffle and direction of baffle and bump phase of baffle about shell-tube heat exchanger using appropriate SST (Shear Stress Transport) turbulence model for flow separation and boundary layer analysis. As the boundary condition for CFD (Computational Fluid Dynamics) analysis, the inlet temperature of shell side was constantly 344 K and the variation of the water flow rate was 6, 12, 18 and 24 l/min. As the result of analysis, zigzag baffle arrangement enhances heat transfer rate and pressure drop. Furthermore, in the direction of the baffle, heat transfer rate is more improved with vertical type and angle $45^{\circ}$ type than existing type, and pressure drop was little difference. Also, the bump shape of baffle surface contributes to heat transfer rate and pressure drop improvement due to the increased heat transfer area. Through analysis results, we knew that the increase of the heat transfer was influenced by flow separation, fluid residual time, contact area with the tube, flow rate, swirl and so on.

• Transactions of the Korean Society of Mechanical Engineers
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• v.16 no.8
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• pp.1552-1565
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• 1992

Three dimensional numerical calculations were carried out for two different combustion chambers with the offset valve in order to investigate the swirl and the squish effects on the flow fields. The modified K-.epsilon. turbulence model considering the change of the density under the condition of the rapid compression and expansion of the pistion was used. During the compression process, it was found that the squish flow which controls the subsequent combustion process was produced due to the piston bowl in the bowl piston type combustion chambers but not for the flat piston type. The swirl velocity close to the solid body rotation was maintained in the flat piston type combustion chambers, but for the bowl piston type a resulting from the change of the solid body rotation was generated in the radial-circumferential plane. For the swirl ratio effect, as the swirl ratio increases, it was found that a large and strong vortex was generated in the radial-circumferential plane of bowl piston type combustion chambers because of the strong inward flows from the combustion chamber wall. These computational results were compared with the results of LDA measurement.

• Journal of the Korean Society of Marine Environment & Safety
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• v.28 no.4
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• pp.648-656
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• 2022

As environmental regulations such as the International Maritime Organization (IMO)'s strategy to reduce greenhouse gases(GHG) are strengthened, technology development such as eco-friendly ships and alternative fuels is expanding. As part of this, ship propulsion technology using energy reduction and wind propulsion technology is emerging, especially in shipping companies and shipbuilders. By securing wind propulsion technology and introducing empirical research into shipbuilding and shipping, a high value-added market using eco-friendly technology can be created. Moreover, by reducing the fuel consumption rate of operating ships, GHG can be reduced by 6-8%. Rotor Sail (RS) technology is to generate a hydrodynamic lift in the vertical direction of the cylinder when the circular cylinder rotates at a constant speed and passes through the fluid. This is called the Magnus effect, and this study attempted to propose a plan to increase propulsion efficiency through a numerical analysis study on turbulence flow characteristics around RS, a wind power assistance propulsion system installed on a ship. Therefore, C_L and C_D values according to SR and AR changes were derived as parameters that affect the aerodynamic force of the RS, and the flow characteristics around the rotor sail were compared according to EP application.

• Journal of the Society of Disaster Information
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• v.18 no.3
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• pp.550-559
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• 2022

Purpose: Pipes are widely used as applied devices in many industrial fields such as machinery, electronics, electricity, and plants, and are also widely used in safety-related fields such as firefighting and chemistry. With the diversification of products, the importance of technology in the piping field is also increasing. In particular, when changing the existing copper pipe to stainless steel, it is necessary to evaluate safety and flow characteristics through structural analysis or flow analysis. Method: This study investigated the safety by flow analysis of the 6.35 inch socket model, which are integrated insert type connectors developed by a company, using CFD analysis technique. For CDF analysis, RAN model and LES model are used. Result: As results of the analysis, amplitude of the pressure fluctuation acting on the wall of the piping system is formed at a level of 3,780 Pa or less, which is a very small level of pressure compared with the operating pressure or design stress of the refrigerant piping. Conclusion: These results mean that the effect of vibration caused by turbulence on the structural safety of the pipe is negligible.

• KSCE Journal of Civil and Environmental Engineering Research
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• v.29 no.3B
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• pp.247-257
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• 2009

In the present paper, turbulent open-channel flows with alternate vegetated zones are numerically simulated using threedimensional model. The Reynolds-averaged Navier-Stokes Equations are solved with the ${\kappa}-{\varepsilon}$ model. The CFD code developed by Olsen(2004) is used for the present study. For model validation, the partly vegetated channel flows are simulated, and the computed depth-averaged mean velocity and Reynolds stress are compared with measured data in the literature. Comparisons reveal that the present model successfully predicts the mean flow and turbulent structures in vegetated open-channel. However, it is found that the ${\kappa}-{\varepsilon}$ model cannot accurately predict the momentum transfer at the interface between the vegetated zone and the non-vegetated zone. It is because the ${\kappa}-{\varepsilon}$ model is the isotropic turbulence model. Next, the open channel flows with alternate vegetated zones are simulated. The computed mean velocities are compared well with the previously reported measured data. Good agreement between the simulated results and the experimental data was found. Also, the turbulent flows are computed for different densities of vegetation. It is found that the vegetation curves the flow and the meandering flow pattern becomes more obvious with increasing vegetation density. When the vegetation density is 9.97%, the recirculation flows occur at the locations opposite to the vegetation zones. The impacts of vegetation on the flow velocity and the water surface elevation are also investigated.

• Clean Technology
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• v.13 no.4
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• pp.300-307
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• 2007

The combustion characteristics of diffusion flame formed in the wake of a cylindrical stabilizer with varying fuel injection angle were studied. This study was performed by measuring the flame stability limits, lengths and temperatures of recirculation zones of flames, turbulence intensity in the wake of stabilizer, and concentration distribution of combustion gas, and by taking photographs of flames. The flame stability limits are dependent on fuel injection angle and main air velocity. The length and temperature of recirculation zone are dependent on fuel injection angle. As the length of the recirculation zone is decreased, the flame shows more stable behavior. The temperature of recirculation zone has a maximum value at the condition of theoretical mixture. The flame stability is enhanced when the temperature in the recirculation zone decreases. The turbulence intensity in the wake of stabilizer is independent of the fuel injection angle, but it is affected by stabilizer itself and main air flow condition. If the stabilization characteristics of flame is good, the concentration of $C_3H_8$ is high, but the concentration of $CO_2$ is low at the boundary of recirculation zone. The combustion characteristics of diffusion flame can be controlled by changing the fuel injection angles. The appropriate fuel injection angle should be selected to get high combustion efficiency, high load power, low environmental pollution, and clean combustion condition of fuel.

• Ocean Systems Engineering
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• v.6 no.1
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• pp.61-97
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• 2016

This is the second of two papers on the 3D numerical modeling of nearshore hydro- and morphodynamics. In Part I, the focus was on surf and swash zone hydrodynamics in the cross-shore and longshore directions. Here, we consider nearshore processes with an emphasis on the effects of oceanic forcing and beach characteristics on sediment transport in the cross- and longshore directions, as well as on foreshore bathymetry changes. The Delft3D and XBeach models were used with four turbulence closures (viz., ${\kappa}-{\varepsilon}$, ${\kappa}-L$, ATM and H-LES) to solve the 3D Navier-Stokes equations for incompressible flow as well as the beach morphology. The sediment transport module simulates both bed load and suspended load transport of non-cohesive sediments. Twenty sets of numerical experiments combining nine control parameters under a range of bed characteristics and incident wave and tidal conditions were simulated. For each case, the general morphological response in shore-normal and shore-parallel directions was presented. Numerical results showed that the ${\kappa}-{\varepsilon}$ and H-LES closure models yield similar results that are in better agreement with existing morphodynamic observations than the results of the other turbulence models. The simulations showed that wave forcing drives a sediment circulation pattern that results in bar and berm formation. However, together with wave forcing, tides modulate the predicted nearshore sediment dynamics. The combination of tides and wave action has a notable effect on longshore suspended sediment transport fluxes, relative to wave action alone. The model's ability to predict sediment transport under propagation of obliquely incident wave conditions underscores its potential for understanding the evolution of beach morphology at field scale. For example, the results of the model confirmed that the wave characteristics have a considerable effect on the cumulative erosion/deposition, cross-shore distribution of longshore sediment transport and transport rate across and along the beach face. In addition, for the same type of oceanic forcing, the beach morphology exhibits different erosive characteristics depending on grain size (e.g., foreshore profile evolution is erosive or accretive on fine or coarse sand beaches, respectively). Decreasing wave height increases the proportion of onshore to offshore fluxes, almost reaching a neutral net balance. The sediment movement increases with wave height, which is the dominant factor controlling the beach face shape.