• Proceedings of the Korean Society of Propulsion Engineers Conference
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• 2012.05a
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• pp.527-528
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• 2012

DBD (Dielectric Barrier Discharge) plasma actuator was designed for aerodynamic drag reduction using plasma flow control, and the drag reduction was measured by wind-tunnel tests using 2D test model. At the zero wind velocity, the plasma flow control had no effect on the drag reduction because the flow separation and surface friction drag were not occurred. At the wind velocity of 2m/s, 9.7% of drag was reduced by the flow separation control. The drag reduction decreased as the wind velocity increased.

• Journal of the Society of Naval Architects of Korea
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• v.40 no.3
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• pp.1-8
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• 2003

For the experiment of the friction drag reduction by microbubble injection, a drag reduction water tunnel was specifically designed and made. Experimental apparatus and procedures were devised and developed for measuring the change of wall friction drag with microbubble injection. For fully-developed channel flows. the change of friction drag with important parameters of microbubble injection is investigated and the experimental data and results obtained are presented. The amount of friction drag reduction up to 25% is observed in the present study.

• Journal of the Korean Society of Visualization
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• v.19 no.3
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• pp.46-53
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• 2021

In the present study, wind tunnel experiments were performed to reduce the drag of a paragliding helmet in the range of Reynolds numbers from 46,000 to 155,000. The drag force of the helmet model with dimples and deflectors installed was measured by varying the dimple depth and the slant angle of the deflector. The dimples were effective in reducing the drag at low Reynolds numbers, but no significant drag reduction was found in the Reynolds number range in which an actual paraglider flight takes place. On the other hand, the deflector installed tangentially to the side outline of the helmet showed an average drag reduction of 7% in the flight Reynolds number range of real paragliding. This was because the deflector shrunk the size of the wake region and moved the wake region downstream of the deflector.

• Journal of the Korean Society for Aviation and Aeronautics
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• v.6 no.1
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• pp.7-20
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• 1998

A reduction of induced drag is an important problem in order to save fuels. In this study, the aerodynamic characteristics of wing tip devices to reduce induced drag, such as end plate, plain ring, helical ring wing tip device, was experimentally investigated in a low speed wind tunnel. The experimental results showed that the wing model with a helical ring wing tip device reduced a induced drag and increased lift-drag ratio.

• Journal of the Society of Naval Architects of Korea
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• v.55 no.3
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• pp.252-264
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• 2018

The calculation of steady-state cavitating flows around Supercavitating Underwater Bodies (SUB's), which consist of a circular disk head (cavitator), a conical fore-body, a cylindrical middle-body and either a boat-tail or a flare-tail, are carried out. To calculate the axisymmetric cavitating flow, used is a commercial computational fluid dynamics code based on the finite volume method, Fluent. From the analysis of numerical results, the cavity and drag, affected by the fore-body and tail of the SUB's, are investigated. Firstly, the effect of the fore-body shape is investigated with the same disk cavitator and a cylindrical rear-body of fixed diameter. Then with the same cavitator and a fixed fore-body, the effect of the rear-body shape is investigated. Before the cavity generated by the cavitator covers the slant of fore-bodies sufficiently, the larger the cone angle of the fore-body(i.e., the shorter the slant length), the larger the drag and the slower the development of cavity. After the cavity covers the fore-body completely so that the pressure drag component of the body is vanished, the characteristics of drag-velocity curves are identical. Also, as the tail angle is bigger, the cavity generated by the cavitator is suppressed further and the drag becomes larger. The peak of the drag appears for the flare-tail, i.e., when the tail angle is positive(+). On the contrary, the trough of the drag appears for the boat-tail, i.e., when the tail angle is negative(-). When the tail angle is 5 degrees, the peak of the drag appears at the body speed of 80m/s and the value of the drag is 43% larger than that at the design speed of 100m/s. When the tail angle is -5 degrees, the trough of the total drag appears at 75m/s and that drag is 30% smaller than that of the cavitator, which means the rest of the body has a negative drag.

• Journal of the Korean Society for Aeronautical & Space Sciences
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• v.48 no.7
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• pp.489-495
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• 2020

An accelerometer-based system was designed and constructed for drag measurement in a shock tunnel. Drag coefficient of a conical model was measured under a Mach 6 flow condition. A simple and intuitive calibration method was presented to compensate for the friction force of the drag measurement system, and the results of the measurement were compared with computational fluid dynamics in which the simple conical model was analyzed. The influence of drag measurement interference by supports of various shapes was identified and the design was presented to minimize. The drag coefficient measurement using the modified support showed that the error of the drag coefficient by the support was decreased.

• Journal of Advanced Marine Engineering and Technology
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• v.21 no.2
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• pp.126-135
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• 1997

Drag reduction in polymer solutions is the phenomenon where by extremely dilute solutions of high molecular weight polymers exhibit frictional resistance to flow much lower than the pure solvent. This effect, largely unexplained as yet, has attracted the attention of polymer scientists and fluid flow specialists. Although applications are beginning to appear, the principle interest to data has been in attempting to relate the effect to the fluid mechanics of turbulent flow. Drag reduction in two phase flow can be applied to the transport of crude oil, phase change system such as chemical reactor, and pool and boiling flow. But the research on drag reduction in two phase flow is not intensively investigated. Therefore, experimental investigations have been carried out to analyze the drag reduction produced by polymer addition in the single phase and two phase flow system. The objectives of the proposed investigation are primarily in identifying and developing high performance polymer additives for fluid transportations with the benefits of turbulent drag. Also we want to is to evaluate the drag reduction in horizontal flow by measuring pressure drop and mean velocity. Experimental results show higher drag reduction using co - polymer(A611P) then using polyacrylamide (PAAM) and faster degradation using PAAM than using A611P under the same superficial velocity.

• 한국전산유체공학회:학술대회논문집
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• 2004.10a
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• pp.47-51
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• 2004

Accurate Prediction of a supersonic missile base drag continues to defy even well-rounded CFD codes. In an effort to address the accuracy and predictability of the base drags, the influence of grid system and competitive turbulence models on the base drag is analyzed. Characteristics of some turbulence models is reviewed through incompressible turbulent flow over a flat plate, and performance for the base drag prediction of several turbulence models such as Baldwin-Lomax(B-L), Spalart-Allmaras(S-A), $\kappa-\epsilon$, $\kappa-\omega$ model is assessed. When compressibility correction is injected into the S-A model, prediction accuracy of the base drag is enhanced. The NSWC wind tunnel test data are utilized for comparison of CFD and semi-empirical codes on the accuracy of base drag predictability: they are about equal, but CFD tends to perform better. It is also found that, as angle of attack of a missile with control (ins increases, even the best CFD analysis tool we have lacks the accuracy needed for the base drag prediction.

• Journal of the Korean Society of Visualization
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• v.9 no.1
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• pp.20-28
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• 2011

An experimental assessment has been made of the drag reducing efficiency of the outer-layer vertical blades, which were first devised by Hutchins. The drag reduction efficiency of the blades was reported to reach as much as 30%. However, the drag reduction efficiency was quantified only in terms of the reduction in the local skin-friction coefficient. In the present study, a series of drag force measurements in towing tank has been performed toward the assessments of the total drag reduction efficiency of the outer-layer vertical blades. A maximum 9.6% of reduction of total drag was achieved. The scale of blade geometry is found to be weakly correlated with outer variable of boundary layer. In addition, detailed flow field measurements have been performed using 2-D time resolved PIV with a view to enabling the identification of drag reduction mechanism.

• Journal of computational fluids engineering
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• v.19 no.1
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• pp.41-46
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• 2014

The aerodynamic drag of high-speed train has been calculated and the effect of bogie side fairing on the aerodynamic drag has been investigated. Computational Fluid Dynamics (CFD) simulation based on steady-state 3 dimensional Navier-Stokes equation has been conducted employing FLUENT 12 and the aerodynamic model of HEMU-430x, the Korean next generation high-speed train under development has been built using GAMBIT 2.4.6. Three types of bogie side fairing configuration, the proto-type without fairing, half-covered fairing to avoid the interference with the bogie frame and full-covered fairing have been adopted to the train model to compare the drag reduction effects of the bogie side fairing configurations and the numerical results yields that the bogie side fairing can reduce the aerodynamic drag of the 6-car trainset up to 7.8%. The aerodynamic drag coefficient of each vehicle as well as the flow structures around the bogie system have also been examined to analyze the reason and mechanism of the drag reduction by bogie side fairing.