• International Journal of Precision Engineering and Manufacturing
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• v.2 no.1
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• pp.87-93
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• 2001

A reliable analytic model that determines the exit cross sectional shape a workpiece(material) in round-oval (oroval-round) pass sequence has been developed. The exit cross sectional shape of an outgoing workpiece is predicted by using the linear interpolation of the radius of curvature of an incoming workpiece and that of roll groovw to the roll axis direction. The requirements placed on the choice of the weighting function were to ensure boundary conditions specified. The validity of the analytic model has been examined by not rod rolling experiment with the roll gap and specimen size changed. The exit cross sectional shape and area of the workpiece predicted by the proposed analytic model were good agreement with those obtained experimentally. We found that the analytic model has not only simplicity and accuracy for practical usage but also save a large amount of computational time compared with finite element method.

• International Journal of Precision Engineering and Manufacturing
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• v.8 no.1
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• pp.27-31
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• 2007

A rolling speed dependent spread model is proposed for predicting the exit cross sectional shape in oval-round (or round-oval) pass rod rolling process when the rolling speed is very high. The effect of rolling speed on the exit cross sectional shape is measured by performing a four-pass continuous high speed (${\sim}80m/s$) rod rolling test and is described in terms of the spread correction parameter. The validity of the model is examined by applying it to rod rolling process at POSCO No.3 Rod Mill. The cross sectional shapes of workpiece predicted by the proposed model coupled with the surface profile prediction $method^{6}$ are in good agreement with those obtained experimentally.

• Journal of Mechanical Science and Technology
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• v.16 no.6
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• pp.785-798
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• 2002

A reliable analytic model that predicts the surface profile of the exit cross section of workpiece in round-oval (or oval-round) pass sequence is established. The presented model does not require any plasticity theory but needs the only geometric information on workpiece and roll groove. Formulation is based on the linear interpolation of the radius of curvature of an incoming workpiece and that of roll groove in the roll axis direction when the maximum spread of workpiece is known beforehand. The validity of the analytic model is examined by hot rod rolling experiment with the roll gap, specimen size, design parameter of oval groove and steel grade changed. Results revealed that the cross sectional shapes predicted by the model were in good agreement with those obtained experimentally. We found that the analytic model not only has simplicity and accuracy for practical usage but also saves a large amount of computational time in comparison with finite element method.

• Proceedings of the Korean Society of Propulsion Engineers Conference
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• 2004.03a
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• pp.408-413
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• 2004

Numerical and experimental investigation were car-ried out to clarify the flow structure of underexpanded jet from a square nozzle. The square nozzle rep-resents one of the clustered combustors of a linear aerospike engine. From the numerical results, the three-dimensional shock wave of the underexpanded square jet was found to be composed of two shocks. One is the intercepting shock which corresponds to the shock observed in two-dimensional planar jet. The other is the recompression shock divided into two types. The expansion fans coming from the nozzle edges interact with each other at the comers of the nozzle exit, and overexpanded regions are generated. Therefore one of the two recompression shocks is formed at the comers of the nozzle exit behind the overexpanded regions. As the jet goes downstream, the overexpanded regions grow larger to coalesce at the symmetry planes. Then, the other type of the recompression shock is generated. The three-dimensional shock structure formed by the intercepting shock and the recompression shocks dominates the expansion of the jet boundary. The shock detection algorithm us-ing CFD results was developed to reveal the relation between the shock waves and the jet boundary, and it was found that the cross-sectional jet shape becomes cross-shape. The key features observed in the numerical investigation were verified by the experimental results. The shock structure at the diagonal plane was in good agreement with the experimental schlieren images. Moreover, the cross-sections visualized by the Mie scattering method confirmed that the cross-section of the jet becomes cross-shape.

• Proceedings of the SAREK Conference
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• 2009.06a
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• pp.1322-1325
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• 2009

The impeller and vane diffuser for the mixed flow pump(NS550) was designed by using meridional selection program and inverse design method. We decided the meridional shape of the impeller from the meridional design parameter, such as the specific speed and maximum diameter at the impeller exit. The meridional shape of vane diffuser was set from the impeller shape, distribution of cross sectional area and maximum diffuser diameter. The angle of impeller blade and diffuser vane was designed by using inverse design method. The predicted overall performance by using commercial CFD code(ANSYS CFX-11) shown good agreement with design goals.

• The KSFM Journal of Fluid Machinery
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• v.12 no.6
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• pp.7-12
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• 2009

This paper presents a numerical study on the design of side-suction inlet geometry which is used for multi stage centrifugal pumps or inline centrifugal pumps. In order to achieve an optimum inlet geometry and to explain the interactions between the different geometric configurations, the three dimensional computational fluid dynamics and the design of experiment methods have been applied. Geometric design variables describing the cross sectional area distribution through the inlet were selected. The objective functions are defined as the non-uniformity of the velocity distribution at the passage exit which is just in front of the impeller eyes. From the 2k factorial design results, the most important design variable was found and the performance of the side suction inlet was improved compared to the base line shape.

• Transactions of the Korean Society of Mechanical Engineers A
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• v.32 no.3
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• pp.217-222
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• 2008

Equal channel angular pressing (ECAP) is one of the effective methods to produce bulk-nano materials by accumulating plastic strain into the workpiece without changing its cross-sectional shape in the multi-pass processing. However, the forming load becomes higher for manufacturing large specimens using conventional solid or split dies because of friction, flash formation, and usage of dummy specimen. In the present investigation, better split die was designed to reduce the forming loads and improve the geometrical accuracy of the specimen in the multi-pass ECAP. The new die exit channel was also designed to reduce the friction effect. Experiments with AA1050 specimens with a square cross-section were carried out to examine the design goal using the proposed split dies for routes A and C up to four passes. The numerical forming simulations were used to determine the effective geometry of various die models in the present work.

• Transactions of the Korean Society of Mechanical Engineers B
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• v.23 no.1
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• pp.58-68
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• 1999

The entry compression wave, which forms at the entrance of a high-speed railway tunnel, is closely related to the pressure transients in the train/tunnel systems as well as an impulsive noise appearing at the exit of the tunnel. In order to alleviate such undesirable phenomena, some control strategies have been applied to the compression wave propagating inside the tunnel. The objective of the current work is to investigate the effect of tunnel entrance hoods on the entry compression wave at the vicinity of the tunnel entrance. Three types of entrance hoods were tested by the numerical method using the characteristics of method for a wide range of train speeds. The results show that the maximum pressure gradient of compression wave can be considerably reduced by the tunnel entrance hood. Optimum hood shape necessary to reduce the pressure transients and impulsive noise was found to be of an abrupt type hood with its cross-sectional area 2.5 times the tunnel area. It is believed that the current results are highly useful in predicting the effects of entrance hoods and in choosing the shape of proper hood.

• Transactions of the Korean Society of Mechanical Engineers B
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• v.28 no.3
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• pp.304-314
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• 2004

An experimental study has been conducted to measure the temperature fields and the local film cooling effectiveness for two and three staggered rows of the rectangular shaped-holes with various blowing rates. The hydraulic diameter of rectangular-shaped hole is 10mm. To compare with the film cooling performance of rectangular-shaped hole, two kinds of circular holes are tested. One has the same hydraulic diameter as the rectangular hole and the other has the same cross sectional area. Also, rectangular holes with expanded exit with same inlet area as rectangular ones are tested. Temperature fields are measured using a thermocouple rake attached on three-axis traversing system. Adiabatic film cooling effectiveness on the surface are obtained based on experimental results of thermochromic liquid crystals. The film cooling effectiveness is measured for various blowing rates and compared with the results for the cylindrical holes. In case of 2 rows, the rectangular holes has better performance than circular holes due to its slot-like geometry. In case of 3 rows, the effecta of hole shape is not clear.

• Journal of KSNVE
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• v.7 no.6
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• pp.959-966
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• 1997

In general, the booming noise intensity at tunnel exit is strongly related to the gradient of the compression wave front created by high speed train entering the tunnel. This paper presents some results in relation with the compression wave front produced when the high speed train enters a tunnel. Four kinds of tunnel entrance shape with real dimensions were studied to investigate the formation of compression wave front inside tunnel by train entering tunnel. Computations were carried out using three-dimensional compressible Euler equation with vanishing viscosity and conductivity of fluid. According to the results, the flow disturbances occured at tunnel entrance were eliminated by tunnel hood with same cross sectional area. The compression wave front is formed completely at 30-40m from tunnel entrance. The maximum pressure gradient of compression wave front is reduced by 29.8% for the inclined tunnel hood and reduced by 21.5% for the tunnel hood with holes at the top face with tunnel without hood. The length of the inclined hood is 15m and the length of the hood with holes is 20m.