• 한국전산유체공학회:학술대회논문집
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• 2010.05a
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• pp.551-555
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• 2010

Electrowetting is a versatile tool to handle tiny droplets and forms a backbone of digital microfluidics. Numerical analysis is necessary to fully understand the dynamics of electrowetting, especially in designing electrowetting-based devices, such as liquid lenses and reflective displays. We developed a numerical method to analyze the general contact-line problems, incorporating dynamic contact angle models. The method is based on the conservative level set method to capture the interface of two fluids without loss of mass. We applied the method to the analysis of spreading process of a sessile droplet for step input voltages and oscillation of the droplet for alternating input voltages in electrowetting. The result was compared with experimental data. It is shown that contact line friction significantly affects the contact line motion and the oscillation amplitude. The pinning process of contact line was well represented by including the hysteresis effect in the contact angle models. In level set method, in the mean time, material properties are made to change smoothly across an interface of two materials with different properties by introducing an interpolation or smoothing scheme. So far, the weighted arithmetic mean (WAM) method has been exclusively adopted in level set method, without complete assessment for its validity. We viscosity, thermal conductivity, electrical conductivity, and permittivity, can be an alternative. I.e., the WHM gives more accurate results than the WAM method in certain circumstances. The interpolation scheme should be selected considering various characteristics including type of property, ratio of property of two fluids, geometry of interface, and so on.

• Environmental Sciences Bulletin of The Korean Environmental Sciences Society
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• v.1 no.2
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• pp.105-117
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• 1997

The formation mechanism of the vortex streets in the lee of the mountain is investigated by a three-dimensional numerical model. The model is based upon the hydrostatic Boussinesq equations in which the vertical turbulent momentum flux is estimated by a turbulence parameterization scheme, but the horizontal viscosity is assumed to be constant. The results show that Karman vortex streets can form even without surface friction in a constant ambient flow with uniform stratification. The vortex formation is related to breaking of the mountain wave, which depends on the Froude number (Fr). In the case of a three-dimensional bell-shaped mountain, the wave breaking occurs when Fr is less than about 0.8, while a Karman vortex forms when Fr is less than about 0.22. Vortex formation also depends on Reynolds number, which is estimated from the horizontal diffusivity. The vortex formation can be explained by the wave saturation theory given by Lindzen (1981) with some modification. Simulations in this study show that in the case of Karman vortex formation the momentum flux in the lower level is much larger than the saturated momentum flux whereas it is almost equal to the saturated momentum at the upper levels as expected from the saturation theory. As a result, large flux divergence is produced in the lower layer, the mean flow is decelerated behind the mountain, and the horizontal wind shear forms between unmodified ambient wind. The momentum exchange between the mean flow and the mountain wave is produced by the turbulence within a breaking wave. From the result, well developed vortices like Karman vortex can be formed. The results of the momentum budget calculated by the hydrostatic model are almost the same as nonhydrostatic results as long as horizontal scale of the mountain is 10 km. A well developed Karman vortex similar to the hydrostatic one was simulated in the nonhydrostatic case. Therefore, we conclude that the hydrostatic assumption is adequate to investigate the origin of the Karman vortex from the viewpoint of wave breaking.

• Journal of the Korean Institute of Gas
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• v.20 no.2
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• pp.58-65
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• 2016

Hydraulic analysis of the natural gas transmission pipeline is to determine whether adequate flow can be sustained throughout the design life of pipeline under all expected flow conditions. Many factors have to be considered in the hydraulic design of long-distance pipelines, including the nature, volume, temperature and pressure of fluid to be transported, the length and elevation of pipeline and the environment of terrain traversed. This study reviewed the available gas operation data provided by pipeline construction project in the arctic area and discussed the gas properties such as viscosity and compressibility factor that influence gas flow through a pipeline. Pipeline inside diameter was calculated using several flow equations and pipeline wall thickness was calculated from Barlow's equation applying a safety factor and including the yield strength of the pipe material. The AGA flow equation was used to calculate the pressure drop due to friction, gas temperature and pipeline elevation along the pipeline. The hydraulic design in this study was compared with the report of Alaska Pipeline Project.

• Journal of the Korean Society for Geothermal and Hydrothermal Energy
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• v.10 no.4
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• pp.15-24
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• 2014

This study conducted a computational fluid dynamics(CFD) analysis to find an appropriate diameter or sectional area of air ducts and fluid pipes which have an electromagnetic pulse(EMP) shied to protect indoor electronic devices in special buildings like military fortifications. The result shows that the optimized outdoor air intake size can be defined with either the ratio of the maximum air velocity in the supply duct to the air intake size, or the shape ratio of indoor supply diffuser to the outdoor air intake. In the case of water channel, the fluid velocity at EMP shield with the identical size of the pipe, decreases by 25% in average due to the resistance of the shield. The enlargement of diameter at the shield, 2 step, improves the fluid flow. It illustrated that the diameter of downstream pipe size is 1step larger than the upstream for providing the design flow rate. The shield increases friction and resistance, in the case of oil pipe, so the average flow velocity at the middle of the shield increase by 50% in average. In consideration of the fluid viscosity, the oil pipe should be enlarged 4 or 5 step from the typical design configuration. Therefore, the fluid channel size for air, water, and oil, should be reconsidered by the engineering approach when EMP shield is placed in the middle of channel.

• Korean Journal of Air-Conditioning and Refrigeration Engineering
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• v.7 no.3
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• pp.435-449
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• 1995

In this paper, pressure drop through a capillary tube is modeled to determine the length of a capillary tube for a given set of conditions. HCFC-22 and its alternatives, HFC-134a, R407B, and R410A are used as working fluids. The conditions on which the model is tested are as follows : condensing temperature; 40.0, 45.0, 50.0, $55.0^{\circ}C$, degree of subcooling;0.0, 2.5, $5.0^{\circ}C$, capillary tube exit condition;choked flow, capillary tube diameter;1.2~2.4mm, mass flow rate;5.0~50.0g/sec. The results justify the use of Stoecker's model which yields the results very close to the values in ASHRAE handbook. While McAdams' method yields much better results than Duckler's in calculating the viscosity of the fluid in 2-phase, the friction factor suggested by Stoecker seems to be the best for capillary tubes of large diameter used in residential air conditioners. For each refrigerant, 372 data with various variables are calculated by the model. The results show that capillary tube length varies very uniformly with changes in condensing temperature and degree of subcooling. Based on this fact, regression analysis is performed to determine the dependence of mass flow rate on the length and diameter of a capillary tube, condensing temperature, and degree of subcooling. Thus determined correlation yields a mean deviation of 2.36% for 1,488 data, showing an excellent agreement.

• Journal of the Society of Naval Architects of Korea
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• v.30 no.2
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• pp.98-111
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• 1993

Two-dimensional nonlinear free-surface wave problems are analyzed with consideration of viscosity. Navier-Stokes equation and continuity equation are solved by the application of Finite Analytic Method, and MAC scheme is used far the treatment of free surface. Surface tension effect is also considered and laminar flow is assumed. The free-surface waves in shallow water, the flows around a vortex-pair with free surface and the wave ahead of a rectangular body are simulated to test the present numerical scheme. In the shallow water problem, viscous effect due to the friction on the bottom is observed. In the second problem, the approach of a vortex-pair to the free surface is simulated to examine the interaction of vortex-pair with the free surface. In the third problem, the wave ahead of a semi-infinite floating body is simulated.

• Journal of the Korean Society of Safety
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• v.27 no.6
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• pp.78-83
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• 2012

In this study, some experimental results of the peroxide-degradation process of polypropylene(PP) in a co-rotating twin-screw extruder to produce controlled rheology polypropylene(CRPP) are presented. The peroxide was dicumyl peroxide(DCP) and the concentration of DCP was in the range 0-0.3 wt%. It was found that the rheological properties of PP change significantly during reactive extrusion. Melt flow index(MFI) increased with DCP concentration. Intrinsic viscosity decreases with increasing DCP concentration. From dynamic rheological data, number average molecular weight(Mn), weight average molecular weight(Mn) and molecular weight distribution(MWD) were calculated. Results indicated that Mw decreases and MWD becomes narrower with increasing peroxide concentration. Especially, particle size distribution of CRPP decreases with increasing DCP concentration by chemical powdering process, and anti-slip floor paint, CRPP(DCP 0.2 wt%) powder by 10phr was friction coefficient 2.15 ${\mu}$, abrasion resistance 511.18%.

• Transactions of the Korean Society of Automotive Engineers
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• v.22 no.7
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• pp.48-56
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• 2014

Engine oil is an oil used for lubrication of various internal combustion engines. The main function is to reduce wear on moving parts; it also cleans, inhibits corrosion, improves sealing, and cools the engine by carrying heat away from moving parts. In engines, there are parts which move against each other. Otherwise, the friction wastes the useful power by converting the kinetic energy to heat. Those parts were worn away, which could lead to lower efficiency and degradation of the engine. It increases fuel consumption, decreases power output, and can induce the engine failure. This study was conducted to evaluate the relation between engine oil property changes and engine performance for the diesel engine. This test was performed by using 12L, 6 cylinder, heavy duty engines. Low SAPS 10W30 engine oil (two type engine oils) was used. Test procedure and method was in accordance with the modified CEC L-57-T97 (OM441LA) method. In this study, TAN, TBN, KV and metal components, engine power, blowby gas, A_F were presented to evaluate the relation with engine oil property changes and engine performance. TAN, TBN, KV and metal We found that the components were generally increased but engine performance did not change. This results mean that property changes did not affect on engine performance because those were not enough to affect engine performance.

• Transactions of the Korean Society of Mechanical Engineers
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• v.12 no.5
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• pp.1189-1196
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• 1988

Thermal entrance lengths of turbulent tube flow for viscoelastic polymer solutions are investigated experimentally in the recirculating flow system with tubes of inside diameters 8.5mm(L/D=710) and 10.3mm(L/D=1158), respectively. In the present system, the hydrodynamic and thermal boundary layers develop simultaneously from the beginning of the test section. To provide the boundary condition of constant heat flux at the wall, the test tubes are heated directly by electricity. The polymer solution used in the current study is 1000 wppm aqueous solution of polyacrylamide(Separan AP-273). The apparent viscosity of the polymer solutions circulating in the flow system are measured by the capillary tube viscometer at regular time intervals. Thermal entrance lengths vary due to the rate of degradation. The entrance lengths of degraded polymer solutions are about 500~600 times the diameter. However, the entrance lengths of fresh polymer solutions are greater than the lengths of the test tubes used in this study suggesting that thermal entrance lengths for viscoelastic polymer solutions are greater than 1100 tube times the diameters. Friction factor is almost insensitive to the degradation, but the heat transfer $j_{H}$-factor is affected seriously by degradation. Based on the present experimental data of fresh solutions a correlation for the heat transfer $j_{H}$-factor is presented.ted.

• Tribology and Lubricants
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• v.36 no.6
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• pp.385-390
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• 2020

It rains heavily, such as long rain and typhoons, during a typical rainy season in Korea. In this season, several fuel contamination accidents by water and vehicular problems caused by water contaminated fuel occur. Many research groups have studied the effects of water contaminated fuel on vehicles and environment. However the characteristics of water contaminated fuel have not been studied. In this study, we prepared diesel samples with a constant ratio of water (0~30 volume %) using an emulsifier. Then, we analyzed these diesel samples for their representative fuel properties. In the analytical results, diesel with 30% water showed an increase in fuel properties such as density (823→883 kg/㎥), kinematic viscosity (2.601→6.345 ㎟/s), flash point (47→56℃), pour point (-22→2℃), CFPP (cold filter plugging point) (-17→20℃) and copper corrosion number (1a→2a). The low temperature characteristics, such as low pour point and CFPP, blocks the fuel filter in the cold season. In addition, water contaminated diesel decreases lubricity (190→410 ㎛) under high frequency reciprocating rig (HFRR) and derived cetane number (54.81→34.25). The low lubricity of fuel causes vehicle problem such as pump and injector damage owing to severe friction. In addition, the low cetane diesel fuel increases exhaust gases such as NOx and particulate matters (PM) owing to incomplete combustion. This study can be used to identify the problems caused by water contamination to vehicle and fuel facilities.