• Journal of the Korea Society for Simulation
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• v.15 no.2
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• pp.31-39
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• 2006

The visibility graph is a well-known method for efficient path-finding with the minimum search space modelling the game world. The generalized visibility graph is constructed on the expanded obstacle boundaries to eliminate the "wall-hugging" problem which is a major disadvantage of using the visibility graph. The paths generated by the generalized visibility graph are guaranteed to be near optimal and natural-looking. In this paper we propose the method to apply the generalized visibility graph efficiently for game characters who moves among static obstacles between varying start and goal points. Even though the space is minimal once the generalized visibility graph is constructed, the construction itself is time-consuming in checking the intersection between every two links connecting nodes. The idea is that we build the map for static obstacles first and then incorporate start and goal nodes quickly. The incorporation of start and goal nodes is the part that must be executed repeatedly. Therefore we propose to use the rotational plane-sweep algorithm in the computational geometry for incorporating start and goal nodes efficiently. The simulation result shows that the execution time has been improved by 39%-68% according to running times in the game environment with multiple static obstacles.

• Journal of Korean Society of Coastal and Ocean Engineers
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• v.32 no.1
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• pp.17-25
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• 2020

In this study, three-dimensional fluid flow analyses have been performed in order to investigate the performance characteristics of a horizontal axis tidal turbine (HATT) by solving three-dimensional Reynolds-averaged Navier-Stokes equations utilizing the shear-stress-transport turbulence model. The computational domain for the flow analysis has been composed of hexahedral grids, and the grid dependency test has been carried out so as to determine the optimum grid size. Performance characteristics of the HATT have been investigated in consideration of the effects of hub nose geometry, inflow angle, and the tower. It has been found that the power output can be enhanced along with an increase of the ratio of the length to the diameter of the turbine nose, and the power of HATT has been reduced by approximately 10% when the primary fluid flow had an inflow angle of 15°. The power output of downstream HATT is found to be lower than that of the upstream HATT by about 1%.

• Journal of the Korea Academia-Industrial cooperation Society
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• v.17 no.5
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• pp.26-35
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• 2016

As a potential clean energy resource, the production and consumption of hydrogen gas are expected to gradually increase, so that hydrogen related studies are also increasing. The thermal and chemical properties of hydrogen result in its high flammability; in particular, there is a high risk if leaks occur within an enclosed space. In this study, we applied the computational fluid dynamics method to conduct a numerical study on the leakage behavior of hydrogen gas and compared these numerical study results with an experimental study. The leakage hole diameter was selected as an important parameter and the hydrogen gas dispersion behavior in an enclosed space was investigated through various analytical methods. Moreover, the flammable regions were investigated as a function of the leakage time and leakage hole size. We found that the growth rate of the flammable region increases rapidly with increasing leakage hole size. We also investigated the relation between the mass flow rate and the critical time when the hydrogen gas reaches the ceiling. The analysis of the monitoring points showed that the hydrogen gas dispersion behavior is isotropic and independent of the geometry. We found that the concentration of gas in an enclosed space is affected by both the leakage flow rate and amount of gas accumulated in the enclosure.

• Geophysics and Geophysical Exploration
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• v.15 no.3
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• pp.129-135
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• 2012

The simultaneous-source full waveform inversion improves the applicability of full waveform inversion by reducing the computational cost. Since this technique adopts simultaneous multi-source for forward modeling, unwanted events remain in the residual seismograms when the receiver geometry of field acquisition is different from that of numerical modeling. As a result, these events impede the convergence of the full waveform inversion. In particular, the streamer-type data with limited offsets is the most difficult data to apply the simultaneous-source technique. To overcome this problem, the global-correlation-based objective function was suggested and it was successfully applied to the simultaneous-source full waveform inversion in time domain. However, this method distorts residual wavefields due to the modified objective function and has a negative influence on the inversion result. In addition, this method has not been applied to the frequency-domain simultaneous-source full waveform inversion. In this paper, we apply a timedamping function to the observed and modeled data, which are used to compute global correlation, to minimize the distortion of residual wavefields. Since the damped wavefields optimize the performance of the global correlation, it mitigates the distortion of the residual wavefields and improves the inversion result. Our algorithm incorporates the globalcorrelation-based full waveform inversion into the frequency domain by back-propagating the time-domain residual wavefields in the frequency domain. Through the numerical examples using the streamer-type data, we show that our inversion algorithm better describes the velocity structure than the conventional global correlation approach does.

• Journal of the Korean Society of Marine Environment & Safety
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• v.25 no.5
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• pp.617-626
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• 2019

This study analyzes the optimal location of gas detectors through the gas dispersion in a cargo compressor room of a 174K LNG carrier equipped with high-pressure cargo handling equipment; in addition, we propose a reasonable method for determining the safety regulations specified in the new International Code of the Construction and Equipment of Ships Carrying Liquefied Gases in Bulk (IGC). To conduct an LNG gas dispersion simulation in the cargo compressor room-equipped with an ME-GI engine-of a 174 K LNG carrier, the geometry of the room as well as the equipment and piping, are designed using the same 3D size at a 1-to-1 scale. Scenarios for a gas leak were examined under high pressure of 305 bar and low pressure of 1 bar. The pinhole sizes for high pressure are 4.5, 5.0, and 5.6mm, and for low pressure are 100 and 140 mm. The results demonstrate that the cargo compressor room will not pose a serious risk with respect to the flammable gas concentration as verified by a ventilation assessment for a 5.6 mm pinhole for a high-pressure leak under gas rupture conditions, and a low-pressure leak of 100 and 140 mm with different pinhole sizes. However, it was confirmed that the actual location of the gas detection sensors in a cargo compressor room, according to the new IGC code, should be moved to other points, and an analysis of the virtual monitor points through a computational fluid dynamics (CFD) simulation.

• Journal of the Korean Institute of Gas
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• v.26 no.2
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• pp.49-55
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• 2022

According to reinforce environmental regulations, coal power plants have used selective catalytic reduction using ammonia as a reducing agent to reduce the amount of nitrogen oxide generation. The purpose of the present study was to derive a mixing device for effectively mixing dilute air and ammonia in the ammonia mixing pipe by performing computational fluid dynamic analysis. The mixing effect was compared by analysing the %RMS of ammonia concentration at the down stream cross section in the mixing pipe and the 16 outlets based on the case 1-1 shape, which is an existing mixing pipe without a mixing device. The mixing device was performed by changing the positions of a square plate on the downstream side of the ammonia supply pipe and an arc-shaped plate on the wall of the mixing pipe. In the case of the existing geometry(Case 1-1), the %RMS of ammonia concentration at the 16 outlets was 29.50%. The shape of the mixing device for Case 3-2 had a square plate on the downstream side of the ammonia supply pipe and an arc plate was installed adjacent to it. The %RMS of ammonia concentration for Case 3-2 was 2.08% at 16 outlets and it could be seen that the shape of Case 3-2 was the most effective mixing shape for ammonia mixing.

• KSCE Journal of Civil and Environmental Engineering Research
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• v.26 no.4D
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• pp.671-678
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• 2006

In this study, to describe vehicle-structure dynamic interaction phenomena with 1/4 vehicle model, nonlinear Hertzian contact spring and nonlinear contact damper are adopted. The external loads acting on 1/4 vehicle model are selfweight of vehicle and geometry information of running surface. The constraint equation on contact surface is implemented by the Penalty method with stabilization and the reaction from constraint violation. To describe pitching motion of various vehicles two types of the displacement constraint equations are exerted to connect between car bodies and between bogie frames, i.e., the rigid body connection and the rigid body connection with pin, respectively. For the time integration of dynamic equations of vehicles and structure Newmark time integration scheme is adopted. To reduce the error caused by inadequate time step size, adaptive time-stepping technique is also adopted. Thus, it is expected that more versatile dynamic interaction phenomena can be described by this approach and it can be applied to various railway dynamic problems with low computational cost.

• Proceedings of the KOR-KST Conference
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• 1995.02a
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• pp.3-32
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• 1995

The Highway Capacity Manual specifies procedures for evaluating intersection performance in terms of delay per vehicle. What is lacking in the current methodology is a comparable quantitative procedure for ass~ssing the safety-based level of service provided to motorists. The objective of the research described herein was to develop a computational procedure for evaluating the safety-based level of service of signalized intersections based on the relative hazard of alternative intersection designs and signal timing plans. Conflict opportunity models were developed for those crossing, diverging, and stopping maneuvers which are associated with left-turn and rear-end accidents. Safety¬based level-of-service criteria were then developed based on the distribution of conflict opportunities computed from the developed models. A case study evaluation of the level of service analysis methodology revealed that the developed safety-based criteria were not as sensitive to changes in prevailing traffic, roadway, and signal timing conditions as the traditional delay-based measure. However, the methodology did permit a quantitative assessment of the trade-off between delay reduction and safety improvement. The Highway Capacity Manual (HCM) specifies procedures for evaluating intersection performance in terms of a wide variety of prevailing conditions such as traffic composition, intersection geometry, traffic volumes, and signal timing (1). At the present time, however, performance is only measured in terms of delay per vehicle. This is a parameter which is widely accepted as a meaningful and useful indicator of the efficiency with which an intersection is serving traffic needs. What is lacking in the current methodology is a comparable quantitative procedure for assessing the safety-based level of service provided to motorists. For example, it is well¬known that the change from permissive to protected left-turn phasing can reduce left-turn accident frequency. However, the HCM only permits a quantitative assessment of the impact of this alternative phasing arrangement on vehicle delay. It is left to the engineer or planner to subjectively judge the level of safety benefits, and to evaluate the trade-off between the efficiency and safety consequences of the alternative phasing plans. Numerous examples of other geometric design and signal timing improvements could also be given. At present, the principal methods available to the practitioner for evaluating the relative safety at signalized intersections are: a) the application of engineering judgement, b) accident analyses, and c) traffic conflicts analysis. Reliance on engineering judgement has obvious limitations, especially when placed in the context of the elaborate HCM procedures for calculating delay. Accident analyses generally require some type of before-after comparison, either for the case study intersection or for a large set of similar intersections. In e.ither situation, there are problems associated with compensating for regression-to-the-mean phenomena (2), as well as obtaining an adequate sample size. Research has also pointed to potential bias caused by the way in which exposure to accidents is measured (3, 4). Because of the problems associated with traditional accident analyses, some have promoted the use of tqe traffic conflicts technique (5). However, this procedure also has shortcomings in that it.requires extensive field data collection and trained observers to identify the different types of conflicts occurring in the field. The objective of the research described herein was to develop a computational procedure for evaluating the safety-based level of service of signalized intersections that would be compatible and consistent with that presently found in the HCM for evaluating efficiency-based level of service as measured by delay per vehicle (6). The intent was not to develop a new set of accident prediction models, but to design a methodology to quantitatively predict the relative hazard of alternative intersection designs and signal timing plans.