• 대한조선학회논문집
• /
• 제50권4호
• /
• pp.217-223
• /
• 2013

This paper presents the wet damping estimation of the segmented hull model using the random decrement technique together with the continuous wavelet transform. The tested 16 sea states are grouped together based on the speed of the ship in order to figure out the possible influence of the ship speed on the damping ratio. The measured time histories of vertical bending moment for each tested sea state were processed with random decrement technique to derive the free decay signal, from which the damping ratios are estimated. Also, the autocorrelation functions of the filtered signal were calculated and comparison was made with the free decay signal obtained from the random decrement technique. Then the wet damping ratios for each sea state group, as well as precise wet natural frequencies, are estimated by using continuous wavelet transform. It turned out that the wet natural frequencies derived from the measured signal did not show any significant discrepancy compared with those obtained by wet hammering test, whereas the damping ratio did. It was considered that the discrepancy of the damping ratio between in calm and moving water may be attributed to the viscous effects caused by dramatically different flow pattern and relative velocity between the vibrating structure and surrounding fluid particles.

• 대한기계학회논문집B
• /
• 제38권7호
• /
• pp.625-638
• /
• 2014

본 연구에서는 천연가스 유량 측정에 사용되는 임계유동함수(CFF)를 AGA8-dc 상태방정식으로 계산할 때 CFF 계산값의 불확도를 평가하였다. CFF 계산에 사용되는 엔탈피, 엔트로피, 음속 식은 불확도 분석이 가능하도록 무차원 헬름홀츠 자유에너지(Helmholtz free energy, HFE)와 이의 편도함수로 표현하였고, HFE의 불확도를 추정하였다. 압축인자의 불확도에 의해 유발되는 종속 변수의 불확도를 반영하기 위해 AGA8-dc 압축인자 식을 해당 불확도만큼 편차가 생기는 형태로 변형하였고, 각 불확도 요인별로 불확도 기여도 평가 모델을 만들었으며, 이를 CFF 계산 프로그램에 적용하였다. 그 결과 CFF의 불확도는 압력 10, 50, 100 bar 에서 각각 0.025, 0.055, 0.112 % 정도로 평가 되었고 압력에 비례하여 증가하는 것을 확인하였다. 또한 본 결과를 기존 CFF 국제비교시험결과(1999년)에 적용한 결과 각 기관별 CFF 값의 차이를 적절히 설명하는 것도 알 수 있었다.

• 열처리공학회지
• /
• 제20권4호
• /
• pp.175-180
• /
• 2007

The hardness of cold-forged products is in close relationship with its effective strain. This study presented the estimating method of hardness for cold-forged SKH9 products without hardness tests in view of resistance to plastic deformation using finite element code, DEFORM$^{TM}$. The flow stress equation obtained from the compression test was only used as a basic data to estimate the relationship between effective strain and hardness. In addition, this new estimating method was applied to the cold-forged product which was widely used in industrial field to show the feasibility. As a result, the predicted hardness numbers through FE simulation showed good agreement with the measured hardness numbers. It is possible to estimate the hardness not by hardness tests, but by only computer simulations for the deformed products. Also, effective strain values were possibly estimated by measuring hardness numbers, and vice versa.

• 대한교통학회지
• /
• 제28권5호
• /
• pp.141-153
• /
• 2010

본 연구는 주행속도 프로파일 모형의 구성요소 중 주행속도 예측모형과 관련한 것으로서 지방부 왕복 4차로 도로를 대상으로 하고 있으며, 기존 연구들과는 대상도로, 속도 조사방법론 및 선형유형 구분에서 그 차별점이 있다. 기존의 대다수 연구들은 평면곡선부 및 평면직선부 중앙의 지점속도를 측정하고 이 자료를 활용하여 각각의 주행속도 예측모형을 개발하였다. 이러한 방법은 감가속이 평면직선부에서만 발생하고 평면곡선부에서는 일정한 속도를 유지한다는 주행행태에 대한 전통적인 가정에 기반한 것으로서, 구축된 모형에 의해 예측된 주행속도가 과대 과소추정 되거나 또는 실제 운전자의 주행행태를 제대로 묘사하지 못할 가능성이 높다는 한계가 있다. 이와 비교하여 본 연구는 현장에서 약100m 간격으로 연속 조사된 속도자료를 활용하여 실제 도로상에서 관측되는 주행속도 프로파일을 작성하였으며, 연속적인 속도변화를 분석한 결과를 토대로 모형구축에 활용될 자료를 추출하였다. 주행속도 예측모형은 평면선형과 종단선형의 조합에 따라 6가지 선형유형으로 구분되어 개발되었다. 본 연구에서 활용한 주행속도 조사방법 및 선형유형 구분은 주행속도 예측모형에 활용되는 자료 및 이를 기반으로 개발된 모형의 신뢰도를 제고함과 더불어, 연속적인 속도 변화 흐름을 상세하게 분석 평가할 수 있도록 하여 가감속 행태 분석 등 향후 주행행태 관련 분석에 효과적으로 활용될 수 있으며, 더 나아가 설계속도 기반의 현 도로설계기준을 주행속도 기반의 기준으로 보완하는데 활용되어 도로설계자 또는 정책결정자가 아닌 실제 도로를 이용하는 운전자의 관점에서 도로가 설계될 수 있도록 하는데 기여할 것으로 기대된다.

• 대한기계학회:학술대회논문집
• /
• 대한기계학회 2002년도 학술대회지
• /
• pp.55-58
• /
• 2002

Parallel finite element code has been recently developed for the analysis of the incompressible Wavier-Stokes equations using domain decomposition method. Metis and MPI libraries are used for the domain partitioning of an unstructured mesh and the data communication between sub-domains, respectively. For unsteady computation of the incompressible Navier-Stokes equations, 4-step splitting method is combined with P1P1 finite element formulation. Smagorinsky and dynamic model are implemented for the simulation of turbulent flows. For the validation performance-estimation of the developed parallel code, three-dimensional Laplace equation has been solved. It has been found that the speed-up of 40 has been obtained from the present parallel code fir the bench mark problem. Lastly, the turbulent flows around the MIRA model and Tiburon model have been solved using 32 processors on IBM SMP cluster and unstructured mesh. The computed drag coefficient agrees better with the existing experiment as the mesh resolution of the region increases, where the variation of pressure is severe.

• 한국항공운항학회지
• /
• 제14권3호
• /
• pp.1-6
• /
• 2006

The altitude engine test is a sort of engine performance tests carried out to measure the performance of a engine at the simulated altitude and flight speed environments prior to that at the flight test. During the performance test of a engine, various values such as pressures and temperatures at different positions, air flow rate, fuel flow rate, and the load by thrust are measured. These measured values are used to derive the representative performance values such as the net thrust and the specific fuel consumption through a momentum equation. Hence each of the measured values has certain effects on the total uncertainty of the performance values. In this paper, the combined standard uncertainties of the performance variables at the engine test were estimated by the uncertainty analysis of the measurement values and the repeatability and reproducibility of the altitude test measurement were assessed by the analysis of variation on the repeated test data with different operator groups.

• 한국추진공학회:학술대회논문집
• /
• 한국추진공학회 2004년도 제22회 춘계학술대회논문집
• /
• pp.513-520
• /
• 2004

A steady-state/transient performance simulation model was newly developed for the propulsion system of the CRW (Canard Rotor Wing) type UAV (Unmanned Aerial Vehicle) during flight mode transition. The CRW type UAV has a new concept RPV (Remotely Piloted Vehicle) which can fly at two flight modes such as the take-off/landing and low speed forward flight mode using the rotary wing driven by engine bypass exhaust gas and the high speed forward flight mode using the stopped wing and main engine thrust. The propulsion system of the CRW type UAV consists of the main engine system and the duct system. The flight vehicle may generally select a proper type and specific engine with acceptable thrust level to meet the flight mission in the propulsion system design phase. In this study, a turbojet engine with one spool was selected by decision of the vehicle system designer, and the duct system is composed of main duct, rotor duct, master valve, rotor tip-jet nozzles, and variable area main nozzle. In order to establish the safe flight mode transition region of the propulsion system, steady-state and transient performance simulation should be needed. Using this simulation model, the optimal fuel flow schedules were obtained to keep the proper surge margin and the turbine inlet temperature limitation through steady-state and transient performance estimation. Furthermore, these analysis results will be used to the control optimization of the propulsion system, later. In the transient performance model, ICV (Inter-Component Volume) model was used. The performance analysis using the developed models was performed at various flight conditions and fuel flow schedules, and these results could set the safe flight mode transition region to satisfy the turbine inlet temperature overshoot limitation as well as the compressor surge margin. Because the engine performance simulation results without the duct system were well agreed with the engine manufacturer's data and the analysis results using a commercial program, it was confirmed that the validity of the proposed performance model was verified. However, the propulsion system performance model including the duct system will be compared with experimental measuring data, later.

• 한국해안해양공학회지
• /
• 제4권2호
• /
• pp.63-71
• /
• 1992

연흔(ripple)이 발랄할 수 있는 이동상 해저면에서 파낭과 해류가 함께 작용할 때의 마찰력을 구하는 해법을 개발하였다. 본 해법에서 연흔의 형상에 대한 판별은 경험식을 이용하였다. 해법의 주요 골격은 프란틀의 혼합거리리논이며 해류의 감속률을 구하기 위한 확산계수비를 계산할 때 임의각의 합성영향을 고려하였으며, 모든 수치적분식의 解는 약산식으로 표현하여 계산효율을 증진시켰다. 또한 연흔을 고려하여 구한 마찰력을 기존 토사이동양 산정식에 적용하였으며 이를 발표된 실험자료와 비교하여 보았다.

• 산업기술연구
• /
• 제17권
• /
• pp.87-93
• /
• 1997

A Special purpose program, based on the dimensional analysis, was developed to estimate the wide band turbulent noise in the blower of vehicle airhandling system. Acoustic power level was measured at 4 rating points around the operating condition. The experiment was performed on the reference blower model using international standard chamber, which could measure acoustic power according to the air-handling performance. Analytical model of the blower noise was determined by the measured data. Using the analytical acoustic model, it was possible to estimated the effect by the change of the operating condition, such as flow rate, static pressure and wheel rotating speed, furthermore, the diameter and the width of blower.

• 한국공작기계학회논문집
• /
• 제10권2호
• /
• pp.124-129
• /
• 2001

The level surface approach for following flame front propagating in a premixed medium is adapted to incorporate the flameholding scheme. This allows one to follow the flameholding scheme. This allows one to follow the motion of an N-1 dimensional surface in N space dimensions. The flame speed may be an arbitrary function of flame geometry and the front is passively advected by an underlying flow field. This algorithm provides and accurate calculation of the flame curvature which may be needed for the flame propagation computation and thereby the estimation of curvature-dependent flame speeds. A numerical demonstration of this method-ology is applied to simulate the excursion of an anchored V-flame and locate the final equilibrium position.