• 한국전산유체공학회:학술대회논문집
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• 2010.05a
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• pp.195-200
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• 2010

Numerical investigation was conducted to study the effects of after-body configurations and nozzle lip on the PIFS(Plume Induced Flow Separation) and eat flux to the base face. Two dimensional and axi-symmetric non-equilibrium Navier-Stoke's solver with $k-{\omega}$ SST turbulence model was used to solve the launching vehicle type configuration with propulsive jet. The experimental result of Robert J. McGhee was compared with our computational results for code validation. Three types of the after-body configurations (Straight, Boat-tail, Flare type) were simulated for this study. And the nozzle lip effect was studies using the three types of base configurations same simulation conditions. As a result of numerical investigations, higher pressure ratio condition and boat-tail after-body configuration caused severe PIFS phenomenon but the flare type after-body configuration and low pressure ratio suppressed PIFS. Flare type after-body configuration and low pressure ratio case reduced heat flux to base face. The nozzle lip dispersed the heat flux widely along the base face and the nozzle lip.

• Wind and Structures
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• v.11 no.4
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• pp.257-273
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• 2008

A number of passive aerodynamic drag reduction methods were applied separately and then in different combinations on an intercity bus model, through wind tunnel studies on a 1:20 scale model of a Mercedes Benz Tourismo 15 RHD intercity bus. Computational fluid dynamics (CFD) modelling was also conducted in parallel to assist with flow visualisation. The commercial CFD package $CFX^{TM}$ was used. It has been found that dramatic reductions in coefficient of drag ($C_D$) of up to 70% can be achieved on the model using tapered and rounded top and side leading edges, and a truncated rear boat-tail. The curved front section allows the airflow to adhere to the bus surfaces for the full length of the vehicle, while the boat-tails reduce the size of the low pressure region at the base of the bus and more importantly, additional pressure recovery occurs and the base pressures rise, reducing drag. It is found that the CFD results show remarkable agreement with experimental results, both in the magnitude of the force coefficients as well as in their trends. An analysis shows that such a reduction in aerodynamic drag could lead to a significant 28% reduction in fuel consumption for a typical bus on intercity or interstate operation. This could translate to a massive dollar savings as well as significant emissions reductions across a fleet. On road tests are recommended.

• Journal of the Korean Society of Food Science and Nutrition
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• v.11 no.1
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• pp.31-36
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• 1982

Sugars and nitrogen contents and physico-chemical properties of ethanol extracts of fresh, dried, and tail ginsengs with different concentrations of the solvent were investigated. The transmittance at 550nm of fresh, dried and tail ginseng extracts (1% D.Wsoln) respectively, and all the extracts were slightly viscous-sticky, brown and pH of 4.8-6.2 Total sugars, sucrose and starch contents of the extracts were decreased with increasing of enthanol concentration as a solvent. Total sugar content of the extracts were decreased in the order of dried, tail and fresh ginseng and sucrose content were decreased in the order of fresh, driedcand tail ginsengs and starch content were decreased in the order of tail, dried and fresh ginsengs. The reducing sugar contents of the extracts were 4.9-3.8 %, 8.6-12.8 % and 7.6-9.1% in fresh, dried and tail ginsengs, respectively. Total nitrogen contents of the extracts were 2.3-4.6% in average and decreased in the order of dried, fresh and tail ginsengs.

• Advances in aircraft and spacecraft science
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• v.7 no.4
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• pp.371-385
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• 2020

A forward-facing aerospike attached to a payload fairing of a satellite launch vehicle significantly alters its flowfield and decreases the aerodynamic drag in transonic and low supersonic speeds. The present payload fairing is an axisymmetric configuration and consists of a blunt-nosed body along with a conical section, payload shroud, boat tail and followed by a booster. The main purpose of the present numerical simulations is to evaluate flowfield and assess the performance of aerodynamic drag coefficient with and without aerospike attached to a payload fairing of a typical satellite launch vehicle in freestream Mach number range 0.8 ≤ M_∞ ≤ 3.0 and freestream Reynolds number range 33.35 × 10⁶/m ≤ Re_∞ ≤ 46.75 × 10⁶/m whichincludes the maximum aerodynamic drag and maximum dynamic conditions during ascent flight trajectory of the satellite launch vehicle. A numerical simulation has been carried out to solve time-dependent compressible turbulent axisymmetric Reynolds-averaged Navier-Stokes equations. The closure of the system of equations is achieved using the Baldwin-Lomax turbulence model. The aerodynamic drag reduction mechanism is analysed employing numerical results such as velocity vector plots, density and Mach contours in conjunction with the experimental flow visualization pictures. The variations of wall pressure coefficient over the payload fairing with and without aerospike are exhibiting different kind of flowfield characteristics in the transonic and low supersonic speeds. The numerically computed results are compared with schlieren pictures, oil flow patterns and measured wall pressure distributions and exhibit good agreement between them.

• Transactions of the Korean Society of Automotive Engineers
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• v.25 no.2
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• pp.207-218
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• 2017

Improving fuel consumption, particularly that of commercial vehicles, has become a global concern. The reduction in logistics cost has been a key issue in efforts to improve fuel economy and efficiency of transportation equipment. Typical technologies for reducing reduce fuel usage include air resistance reduction technologies, tire rolling resistance technologies, and idle technologies among others. Air resistance technology is a highly effective method that can be easily applied in a short period. As with air resistance technology, several devices involving side skirt, boat tail and gap fairing have been developed based on an analytical 3-D modeling technique for reducing air resistance attributed to the vehicle configuration. The devices were on a 45 feet tractor-trailer and the emission test was done using PEMS equipment. Fuel economy was evaluated by introducing several devices to reduce outer air resistance. The test was conducted by changing the experimental method of SAE J1321 Joint TMC/SAE Fuel Consumption Test Procedure - Type II test. As a result, air resistance decreased by at least 15 % and fuel economy improved by at least 13 %. This study sought to reduce greenhouse gas and improve fuel economy by applying several devices to a test vehicle to lower air resistance.

• Journal of the Korean Society for Aeronautical & Space Sciences
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• v.49 no.1
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• pp.41-52
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• 2021

During atmospheric ascent of a launch vehicle, airborne acoustic loads act on the vehicle and its effect becomes pronounced at transonic speed. In the present study, acoustic loads acting on a hammerhead launch vehicle at a transonic speed have been analyzed using ��-ω SST based IDDES and the results including mean Cp, Cprms, and PSD are compared to available wind-tunnel test data. Mesh dependency of IDDES results has been investigated and it has been concluded that with an appropriate turbulence scale-resolving computational mesh, the characteristic flow features around a transonic hammerhead launch vehicle such as separated shear flow at fairing shoulder and its reattachment on rear body as well as large pressure fluctuation in the region of separated flow behind the boat-tail can be predicted with reasonable accuracy for engineering purposes.

• Korean Journal of Fisheries and Aquatic Sciences
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• v.20 no.2
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• pp.157-165
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• 1987

On January 16, 1986, mature adults of smooth lumpsucker, Aptocyclus ventricosus (Pallas) were collected from the coastal water of Okkye, Myongju-gun, Kangwon-do, Korea. The authors carried out artificial insemination on the boat. The eggs were incubated and the larvae were reared in laboratory. During the incubation period water temperature fluctuated between $7.5^{\circ}C$ and $21.4^{\circ}C$. The eggs of smooth lumpsucker are demersal and adhesive. The eggs diameters were varied from 2.28 to 2.36 mm. The hatching took place in ca. 725 hours after fertilization. The newly hatched larvae were 6.0-6.9 mm in total length. The features of the hatched larvae lie in the tadpole-like body form and in the well developed sucking disk, namely the ventral fins. 17 days after hatching, the larva attained 9.1 mm in total length. The gill opening retained a small opening at its upper part. Melanophores were developed on the tail. 31 days after hatching, the larva attained 10.6 mm in total length, and became juvenile. The first dorsal fin was disappeared. 105 days after hatching, the larvae attained 15.4-17.5 mm in total length.