• Nuclear Engineering and Technology
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• v.42 no.2
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• pp.211-218
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• 2010

An analysis model on debris transport in the containment floor of pressurized water reactors is developed in which the flow field is calculated by Eulerian conservation equations of mass and momentum and the debris particles are traced by Lagrange equations of motion using the pre-determined flow field data. For the flow field calculation, two-dimensional Shallow Water Equations derived from Navier Stokes equations are solved using the Finite Volume Method, and the Harten-Lax-van Leer scheme is used for accuracy to capture the dry-to-wet interface. For the debris tracing, a simplified two-dimensional Lagrangian particle tracking model including drag force is developed. Advanced schemes to find the positions of particles over the containment floor and to determine the position of particles reflected from the solid wall are implemented. The present model is applied to calculate the transport fraction to the Hold-up Volume Tank in Advanced Power Reactors 1400. By the present model, the debris transport fraction is predicted, and the effect of particle density and particle size on transport is investigated.

• Wind and Structures
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• v.20 no.2
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• pp.327-347
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• 2015

This paper investigates the effects of Reynolds number (Re) on the aerodynamic characteristics of a twin-deck bridge. A 1:36 scale sectional model of a twin girder bridge was tested using the Wall of Wind (WOW) open jet wind tunnel facility at Florida International University (FIU). Static tests were performed on the model, instrumented with pressure taps and load cells, at high wind speeds with Re ranging from $1.3{\times}10^6$ to $6.1{\times}10^6$ based on the section width. Results show that the section was almost insensitive to Re when pitched to negative angles of attack. However, mean and fluctuating pressure distributions changed noticeably for zero and positive wind angles of attack while testing at different Re regimes. The pressure results suggested that with the Re increase, a larger separation bubble formed on the bottom surface of the upstream girder accompanied with a narrower wake region. As a result, drag coefficient decreased mildly and negative lift coefficient increased. Flow modification due to the Re increase also helped in distributing forces more equally between the two girders. The bare deck section was found to be prone to vortex shedding with limited dependence on the Re. Based on the observations, vortex mitigation devices attached to the bottom surface were effective in inhibiting vortex shedding, particularly at lower Re regime.

• Journal of the Korean Society for Aeronautical & Space Sciences
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• v.45 no.3
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• pp.212-216
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• 2017

Aerodynamic analysis for the airfoil, KARI-11-180 having 18% thickness ratio, was performed with CFD techniques. The boundary layer grid was generated by projecting the wall grid normally and fine grid was placed behind the trailing edge to capture the wake accurately. The distance to the far boundary is 100 chords and the flow condition is same as the wind tunnel test condition. Transition SST and DES turbulence models were utilized for accurate prediction of the transiton point. The predicted lift is higher but the drag is predicted lower than the wind tunnel test. 3-dimensional results with airfoil models of which aspect ratio were 2 and 5 were compared with 2-dimensional results.

• Journal of Ocean Engineering and Technology
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• v.19 no.2 s.63
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• pp.12-18
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• 2005

Typhoon Maemi landed on the southeast coast of Korea and caused a severe storm surge in Jinhae Bay and Masan Bay. The tide gage in Masan Port recorded the storm surge of a maximum of more than 2m and the area of more than 700m from the Seo Hang Wharf was flooded by the storm surge. They had not met such an extremely severe storm surge since the opening of the port. Then storm surge was hindcasted with a numerical model. The typhoon pressure was approximated by Myers' empirical model and super gradient wind around the typhoon eye wall was considered in the wind estimation. The land topography surrounding Jinhae Bay and Masan Bay is so complex that the computed wind field was modified with the 3D-MASCON model. The motion of seawater due to the atmospheric forces was simulated using a one-layer model based on non-linear long wave approximation. The Janssen's wave age dependent drag coefficient on the sea surface was calculated in the wave prediction model WAM cycle 4 and the coefficient was inputted to the storm surge model. The result shows that the storm surge hindcasted by the numerical model was in good agreement with the observed one.

• Korean Journal of Air-Conditioning and Refrigeration Engineering
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• v.8 no.1
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• pp.120-139
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• 1996

Experiment was performed to study the heat transfer characteristics in 27 kinds of 15 : 1 scale models of multi-louverred fin heat exchangers with a wide range of variables(R $e_{Lp}$ =100~1, 800, $L_p$/F$p$=0.3~0.9, $\theta$=20$^{\circ}$~40$^{\circ}$). Thermofoil heaters were used to heat the louver fins and the local average Nusselt number for each louver in the louver array was obtained at constant wall temperature conditions. Correlations are developed to predict the heat transfer characteristics and drag coefficients. Generally, the heat transfer characteristics in the multi-louvered fins is shown to be similar to those of the laminar heat transfer on a flat plate. As the Reynolds number, the louver pitch to fin pitch ratio$L_p$/F$p$and the louver angle($\theta$) increase respectively, the average Nusselt number increases, but the variation of average Nusselt number as a function of the louver angle is smaller than that as a function of the louver pitch to fin pitch ratio. In case of$L_p$/F$p$ <0.5, the average Nusselt number of the 3rd louver is especially lower than the others, it is expected that it is due to the flow structure such as a recirculation flow and a flow separation.

• Proceedings of the KSME Conference
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• 2004.04a
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• pp.1807-1812
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• 2004

Sinusoidal wavy channel is one of the most commonly used devices in the industry for achieving mixing and heat transfer. Here we report on results obtained from the DNS of flow inside the wavy channel performed using the finite volume technique. As a primary stage to obtain the optimal design for heat transfer and mixing, this study observed the basic flow structures in a wavy channel. The mass flow rate is kept constant with friction Reynolds number of $Re_{\tau}$ = 140 . Time- and space-averaged and instantaneous flow fields are illustrated to observe the flow structures. Although the direct comparison of results between turbulent wavy and flat channel is somehow difficult due to the different flow phenomena derived from different configuration, here the mean streamwise velocity and RMS of velocities at same $Re_{\tau}$ of two different channels are compared. The basic difference between wavy and flat channel flow is the existence of small scale wall vortices along the walls in a wavy channel. These vortices make flow more complex, which will accompany the increase of heat transfer, pressure drop and drag.

• Transactions of the Korean Society of Automotive Engineers
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• v.23 no.1
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• pp.74-87
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• 2015

A numerical parametric study has been accomplished to figure out the effect of grille shape built in a small passenger car on the aerodynamic performance such as drag and mass flow rate through CRFM(Condenser Radiator Fan Module). Three grille opening parameters and three grille mesh parameters are selected and adopted to a simple shape passenger car model. This research will provide a design guideline for grille opening geometry and mesh shape in the grille. FLUENT, which is very well known commercial code, hires k-${\epsilon}$ turbulence model at the driving speed of 110km/h with moving wall boundary condition. A porous media condition is prepared to estimate the pressure drop amount through CRFM parts.

• Journal of the Korean Society for Precision Engineering
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• v.14 no.2
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• pp.102-112
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• 1997

This paper describes the method that can construct kinematically admissible velocity fields for forging of gear-like components which have tooth shape around the cylinder. The kinematically admissible velo- city fields for the various gear-like components, involute spur gear, trapezoidal spline, square spline, ser- ration and trochoidal gear, were constructed by pilling up the velocity components according to the shape of tooth and billet. The billets, of hollow and solid, were Al 2218 and 2024. To verify the method, the analyses and experiments were carried out and compared with each other. For analyses, the half pitches of com- ponents were divided into several deformation regions based on their tooth profile. A neutral surface was used to represent the inner flow of material during forging. Its location varied with the energy optimazation and its contour varied with the number of teeth. In experiment, the contour of material filling up the tooth zone is hyperbolic curve caused by the frictional drag on the interface of die-wall/workpiece but, in the analysis, it is an arc which retains the same contour during all forging operation.

• Advances in aircraft and spacecraft science
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• v.9 no.2
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• pp.131-148
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• 2022

The paper presents the surface-modified NACA 2412 airfoil performance with variable cavity characteristics such as size, shape and orientation, by numerically investigated with the pre-validation study. The study attempts to improve the airfoil aerodynamic performance at 30 m/s with a variable angle of attack (AOA) ranging from 0° to 20° under Reynolds number (R_e) 4.4×10⁵. Through passive surface control techniques, a boundary layer control strategy has been enhanced to improve flow performance. An intense background survey has been carried out over the modifier orientation, shape, and numbers to differentiate the sub-critical and post-critical flow regimes. The wall-bounded flows along with its governing equations are investigated using Reynolds Average Navier Strokes (RANS) solver coupled with one-equational transport Spalart Allmaras model. It was observed that the aerodynamic efficiency of cavity airfoil had been improved by enhancing maximum lift to drag ratio ((l/d) max) with delayed flow separation by keeping the flow attached beyond 0.25C even at a higher angle of attack. Detailed investigation on the cavity distribution pattern reveals that cavity depth and width are essential in degrading the early flow separation characteristics. In this study, overall general performance comparison, all the cavity airfoil models have delayed stalling compared to the original airfoil.

• Journal of Korean Tunnelling and Underground Space Association
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• v.15 no.3
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• pp.301-310
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• 2013

Jet fans are installed in road tunnels in order to maintain critical velocity when fire occurs. Generally the number of jet fans against fire are calculated by considering critical velocity and flow resistance by wall friction, vehicle drag force, thermal buoyance force and natural wind. In domestic case, thermal buoyance force is not considered in estimating the number of jet fans. So, in this study, we investigated the pressure loss due to the thermal buoyance force induced by tunnel air temperature rise and the impact of thermal buoyance force on the number of jet fans by the numerical fire simulation for the tunnel length(500, 750, 1000, 1500, 2000, 3500m) and grade (-1.0, -1.5, -2.0%). Considering the thermal buoyance force, number of jet fans have to be increased. Especially in the case of 100MW of heat release rate, the pressure loss due to thermal buoyance force exceed the maximum pressure loss due to vehicle drag resistance, so it is analyzed that number of 2~11 jet fans are needed additionally than current design criteria. Thus, in case of estimating the number of jet fans, it must be considered of thermal buoyance force induced tunnel air temperature rise by fire.