• Journal of Ship and Ocean Technology
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• v.10 no.2
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• pp.1-10
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• 2006

Numerical analysis of viscous flow around twin-skeg hull forms was conducted according to the variations of distance between skegs and vertical skeg inclinations by using a hydrodynamic analysis system, WAVIS. Six twin-skeg hull forms were derived by combining three distances between skegs (16m, 20m, 24m) and four vertical skeg angles ($0^{\circ},\;10^{\circ},\;15^{\circ},\;20^{\circ}$). It is found that the better resistance performance can be obtained with larger vertical skeg angle and smaller skeg distance for the present test cases. It also can be seen that the same trend is true for the nominal wake distributions in the propeller plane. Those tendencies were confirmed by the experimental results of MOERI. It is shown that numerical analysis can be a useful and practical tool for the evaluation and improvement of hydrodynamic performances for the complex stern hull forms with twin skegs.

• Proceedings of the Korean Society of Propulsion Engineers Conference
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• 2008.05a
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• pp.315-320
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• 2008

This experimental study has been conducted to investigate the effect of the flame holder on the multi-slot film cooling in the ramjet combustor. The turbulent wake which is generated by the flame holder on the entrance of the coolant flow path affects on the slot. Adiabatic film cooling effectiveness on the downstream wall of the slot exit are measured. The results show that the film cooling performance is rapidly decreased after the slot exit by shear layer and high turbulence intensity between separated flows and coolant flows.

• Wind and Structures
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• v.22 no.1
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• pp.17-41
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• 2016

To address the uncertainty of the flight trajectories caused by the turbulence and gustiness of the wind field over the roof and in the wake of a building, a 3-D probabilistic trajectory model of flat-type wind-borne debris is developed in this study. The core of this methodology is a 6 degree-of-freedom deterministic model, derived from the governing equations of motion of the debris, and a Monte Carlo simulation engine used to account for the uncertainty resulting from vertical and lateral gust wind velocity components. The influence of several parameters, including initial wind speed, time step, gust sampling frequency, number of Monte Carlo simulations, and the extreme gust factor, on the accuracy of the proposed model is examined. For the purpose of validation and calibration, the simulated results from the 3-D probabilistic trajectory model are compared against the available wind tunnel test data. Results show that the maximum relative error between the simulated and wind tunnel test results of the average longitudinal position is about 20%, implying that the probabilistic model provides a reliable and effective means to predict the 3-D flight of the plate-type wind-borne debris.

• Journal of computational fluids engineering
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• v.7 no.4
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• pp.35-41
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• 2002

The projectile afterbodies for zero-lift drag reduction has been analyzed using the Navier-Stokes equations with the κ-εturbidence model. The numerical method of a second order upwind scheme has been used on an unstructured adaptive grid system. Base drag reduction methods that have been found effective on axisymmetric bodies are boattailing, base bleed, base combustion, locked vortex afterbodies and multistep afterbodies. In this paper, turbulence flow and pressure charateristics have been studied for geometries of multistep afterbodies. The important geometrical and flow parameters relevant to the design of such afterbodies have been identified by step number, length and height. The flow over multistep aftoerbodies or base have many kinds of compressible flow characteristics including expansion waves at the trailing edge, recompression waves, separation and recirculating flow in the base region, shear flow and wake flow. The numerical results have been compared and analyzed with the experimental data. The flow characteristics have been clearly shown.

• Journal of computational fluids engineering
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• v.6 no.3
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• pp.41-50
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• 2001

Effects of rotor-stator blade count ratio on the unsteady aerodynamic characteristics of a cascade was studied by using a Navier-Stokes code. Present Navier-Stokes code is a parallel code and works on a multi-cpu machine. It is based on the SIMPLE algorithm and uses QUICK scheme for convection terms and second order back difference for all temporal derivatives. Computations were carried out for two cases : case 1 is for 3 stator cascade passages subjected to two upstream wakes while case 2 is for 2 stator cascade passages subjected to three upstream wakes. Numerical solutions show that rotor-stator blade count ratio plays a significant role in the unsteady aerodynamic characteristics of the stator cascade. Case 2 shows smaller unsteady fluctuation than case 1, even if they show the same time averaged value. The smaller fluctuation of case 2 is believed due to strong interaction between unsteady vortices. The unsteady lift variation of case 2 is shown to have many high frequency fluctuations as more unsteady vortices travel around the cascade. The unsteady turbulent kinetic energy due to the upstream wake is also shown to decay faster through the cascade passage than in the free stream.

• Transactions of the Korean Society of Mechanical Engineers
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• v.12 no.3
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• pp.590-598
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• 1988

Viscous flows through a screen normal to an uniform flow are numerically simulated. A .kappa.-.epsilon. model is adopted for evaluation of the Reynolds stresses. The existence of a screen is regarded as extra sources in the momentum equations. The amount of extra sources is related to the resistance coefficient and the refraction coefficient of the screen. Flows are numerically simulated for various resistance coefficients and heights of the screen and Reynolds numbers. The present method has been verified to reasonably simulate viscous wakes and shear layers of the screen, for which the inviscid theory is quite limitted. As the fluids approach the screen, the velocity is reduced and the pressure is raised to satisfy the Bernoulli equation. After passing the screen, the velocity shows its minimum value at the down-stream, but static pressure is slowly recovered. A detached separation-bubble from the screen appears as the resistance coefficient is increased to a certain level. Such results are qualitatively in agreement with limitted experimental data available. The turbulent kinetic energy shows its maximum value at further down stream and decrease thereafter.

• Proceedings of the KSME Conference
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• 2003.04a
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• pp.2089-2094
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• 2003

The flow around a circular cylinder was controlled by attaching O-rings to reduce drag force acting on the cylinder. Four experimental models were tested in this study; one smooth cylinder of diameter D (D=60mm) and three cylinders fitted with O-rings of diameters d=0.0167D, 0.05D and 0.067D with pitches of PPD=1D, 0.5D and 0.25D. The drag force, mean velocity and turbulent intensity profiles in the near wake behind the cylinders were measured for Reynolds numbers based on the cylinder diameter in the range of $Re_D=7.8{\times}10^3{\sim}1.2{\times}10^5$. At $Re_D=1.2{\times}10^5$, the cylinder fitted with O-rings of d=0.0167D in a pitch interval of 0.25D shows the maximum drag reduction of about 5.4%, compared with the smooth cylinder. The drag reduction effect of O-rings of d=0.067D is not so high. For O-ring circulars, as the Reynolds number increases, the peak location of turbulence intensity shifts downstream and the peak magnitude is decreased. Flow field around the cylinders was visualized using a smoke-wire technique to see the flow structure qualitatively. The size of vortices and vortex formation region formed behind the O-ring cylinders are smaller, compared with the smooth cylinder.

• Journal of computational fluids engineering
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• v.17 no.3
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• pp.87-92
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• 2012

The presence of a layer of vegetation which is relevant in river engineering or coastal engineering can modify the overall flow resistance, turbulent characteristics of flow. The patch of vegetation can be modelled and studied in a simple porous cylinder by previous researchers. Fully three dimensional Large Eddy Simulation is conducted in flow past a porous cylinder with a solid volume fraction (SVF) 0f 20%. The porous cylinder of diameter D contains 89 smaller cylinders which diameter is 0.048D in a regular staggered way. Reynolds number based on porous cylinder diameter D and the bulk velocity is 10,000. The large scale shedding is qualitatively similar to the one observed in the non-porous case (SVF=100%). The difference in the dynamics of the separated shear layer and the streamwise flow penetrating through the porous cylinder are compared with those in the non-porous cylinder. In particular, the wake billows form a larger distance from the back of the porous cylinder.

• Proceedings of the KSME Conference
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• 2003.11a
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• pp.810-815
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• 2003

Flow-induced noise propagated from flow over a sphere is numerically investigated for laminar flow at Re = 300 and 425, and for turbulent flow at Re = 3700 and $10^4$, where the Reynolds number is based on the freestream velocity and the sphere diameter. The numerical method used for obtaining the flow over a sphere is based on an immersed boundary method in a cylindrical coordinate system. The Curle’s solutions of the Lighthill’s acoustic analogy with and without the far-field and compact-source approximation are used in order to investigate the noise field from flow over a sphere. Since the drag and lift forces change irregularly in time at Re = 425, 3700 and $10^{4}$, the noise propagates in a complicated manner. At Re = 300, 425 and $10^{4}$, the noise from dipole sources is much larger than that from quadrupole sources. On the other hand, at Re = 3700, the quadrupole source becomes dominant. The temporal variation of the flow-induced noise around a sphere is obtained at some observation points, which shows that the peak frequency corresponds to the Strouhal number associated with the wake instability.

• Journal of the Society of Naval Architects of Korea
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• v.44 no.3 s.153
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• pp.258-266
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• 2007

CFD calculations are performed for KRISO 3600TEU container ship(KCS) models with different Reynolds numbers. Numerical calculations of the turbulent flows with the free surface around KCS have been carried out at $Re=0.791{\times}106\;and\;Re=1.4{\times}107$ using a standard Fluent package. In both cases, Froude number is fixed with 0.26 and wave elevation is simulated by using the VOF method. The calculated results at $Re=1.4{\times}107\;and\;Re=0.791{\times}106$ are compared with the experiment data of KRISO towing tank test and RIMS CWC test, respectively. Boundary layer thickness and wake field shows Reynolds number differences. There are some changes in wave pattern behind transom stern.