• 대기
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• 제14권3호
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• pp.19-28
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• 2004

In this study, two years Automatic Weather Station (AWS) data observed near the coast and islands are used to evaluate gust factors only when time averaged wind speed is higher than 5 ms. The gust factors are quite different in spatial and temporal domain according to analysis method. As the averaged time is increased, the gust factors are also increased. But the gust factors are decreased when wind speed is increased. It is because each wind speed is averaged one and a maximum wind is the greatest one for each time interval. The result from t-test is shown that all data are included within the 99% significance level. A sample standard deviation of ten minutes and one minute are 0.137~0.197, 0.067~0.142, respectively. Recently, the gust factor provided at the Korea Meteorological Administration (KMA) Homepage is calculated with one-hour averaged method. All though this method is hard to use directly for forecasting the strong wind over sea and coast, the result will be a great help to express Ocean Storm Flash in the Regional Meteorological Offices and the Meteorological Stations.

• 대한기계학회:학술대회논문집
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• 대한기계학회 2001년도 춘계학술대회논문집B
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• pp.495-500
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• 2001

The dynamic behavior of high speed train is very important because it should be safe and is satisfied with the ride comfort of passengers. The railway is composed of many suspension components-1st springs, 1st dampers, 2nd springs, 2nd dampers etc- that have an influence on the dynamic characteristics of high speed train. Also, the wheel/rail shapes, the track condition and geometry and many environmental factors-rain, snow, wind etc-are affected the dynamic behavior of high speed train. This paper is reviewed the effect of wind(gust) on the dynamic behavior of high speed train. Vampire program is used for this simulation. The result of simulation shows that high speed train should not be operated when the gust speed is beyond 34.5m/sec.

• Wind and Structures
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• 제9권5호
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• pp.369-386
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• 2006

A combination Aerodynamic/Atmospheric Boundary Layer (AABL) Wind and Gust Tunnel with a unique active gust generation capability has been developed for wind engineering and industrial aerodynamics applications. This facility is a cornerstone component of the Wind Simulation and Testing (WiST) Laboratory of the Department of Aerospace Engineering at Iowa State University (ISU). The AABL Wind and Gust tunnel is primarily a closed-circuit tunnel that can be also operated in open-return mode. It is designed to accommodate two test sections ($2.44m{\times}1.83m$ and $2.44m{\times}2.21m$) with a maximum wind speed capability of 53 m/s. The gust generator is capable of producing non-stationary gust magnitudes around 27% of the mean flow speed. This paper describes the motivation for developing this gust generator and the work related to its design and testing.

• Wind and Structures
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• 제35권1호
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• pp.21-34
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• 2022

Gust factor is an important parameter for the conversion between peak gust wind and mean wind speed used for the structural design and wind-related hazard mitigation. The gust factor of typhoon wind is observed to show a significant dispersion and some differences with large-scale weather systems, e.g., monsoons and extratropical cyclones. In this study, insitu measurement data captured by 13 meteorological towers during a strong typhoon Morakot are collected to investigate the statistical characteristics, height and wind speed dependency of the gust factor. Onshore off-sea and off-land winds are comparatively studied, respectively to characterize the underlying terrain effects on the gust factor. The theoretical method of peak factor based on Gaussian assumption is then introduced to compare the gust factor profiles observed in this study and given in some building codes and standards. The results show that the probability distributions of gust factor for both off-sea winds and off-land winds can be well described using the generalized extreme value (GEV) distribution model. Compared with the off-land winds, the off-sea gust factors are relatively smaller, and the probability distribution is more leptokurtic with longer tails. With the increase of height, especially for off-sea winds, the probability distributions of gust factor are more peaked and right-tailed. The scatters of gust factor decrease with the mean wind speed and height. AS/NZ's suggestions are nearly parallel with the measured gust factor profiles below 80m, while the fitting curve of off-sea data below 120m is more similar to AIJ, ASCE and EU.

• 한국신재생에너지학회:학술대회논문집
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• 한국신재생에너지학회 2008년도 춘계학술대회 논문집
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• pp.290-292
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• 2008

we applied Wind Field Module of PHRLM so that disaster prevention agency concerned can effectively estimate the possible strong wind damages by typhoon. In this study, therefore, we estimated wind speed at 300m level using 700hPa wind according to the research method by Franklin(2003), PHRLM(2003), and Vickery and Skerlj(2005). Then we calculated wind speed at 10m level using the estimated wind speed at 300m level, and finally, peak 3.second gust on surface. The case period is from 18LST August 31 to 03LST September 1, 2002, when the typhoon Rusa in 2002 was the most intense. Among disaster prediction models in the US, Wind Field Module of PHRLM in Florida was used for the 2002 typhoon Rusa case. As a result, peak 3.second gust on the surface increased $10\sim20%$ in the typhoon's 700hPa wind speed.

• 한국철도학회논문집
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• 제13권4호
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• pp.376-381
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• 2010

본 연구에서는 주요 간선 철도 노선의 고속화 시 열차풍 예측을 위하여 KTX 열차, 누리로 열차 및 TTX 열차를 대상으로 호남선과 경부선에서 Kiel-probe를 이용한 열차풍 측정 프루브 어레이와 다채널 압력측정 시스템을 이용하여 열차풍 현장 측정 시험을 수행하였다. 시험 결과, 열차가 통과하는 동안의 열차하부 평균유속을 열차의 속도로 나눈 값은 열차 속도에 무관하고 차량의 종류에만 관계하기 때문에, 주어진 열차의 종류와 열차 속도에 대하여 열차 하부의 유속을 예측할 수 있는 것으로 나타났다. 또한 열차 하부 형상과 하부 열차풍특성의 관계에 대해서도 논하였다.

• 한국철도학회논문집
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• 제8권5호
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• pp.454-459
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• 2005

In this study, the relationship between tie shape and underbody train gust of high-speed train is numerically investigated. To this end, complex train underbody/railroad model is replaced by simple plate/tie model. And it is tried to find a most important parameter for reduction of underbody train gust through the Taguchi method and orthogonal array. As a result, it is verified that the height of tie is most sensitive to the underbody train gust because of the cavity effect between ties. When the width and distance between ties are decreased, underbody train gust is also reduced. Consequently, the heighter is examined which can give the similar effect of higher tie without replacement of tie. The 5cm heighter can reduce underbody train gust about $73\%$, which value is only $7\%$ less than the higher tie.

• Wind and Structures
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• 제19권3호
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• pp.339-352
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• 2014

This paper discusses the appropriate duration for basic gust wind speeds in wind loading codes and standards, and in wind engineering generally. Although various proposed definitions are discussed, the 'moving average' gust duration has been widely accepted internationally. The commonly-specified gust duration of 3-seconds, however, is shown to have a significant effect on the high-frequency end of the spectrum of turbulence, and may not be ideally suited for wind engineering purposes. The effective gust durations measured by commonly-used anemometer types are discussed; these are typically considerably shorter than the 'standard' duration of 3 seconds. Using stationary random process theory, the paper gives expected peak factors, $g_u$, as a function of the non-dimensional parameter ($T/{\tau}$), where T is the sample, or reference, time, and ${\tau}$ is the gust duration, and a non-dimensional mean wind speed, $\bar{U}.T/L_u$, where $\bar{U}$ is a mean wind speed, and $L_u$ is the integral length scale of turbulence. The commonly-used Durst relationship, relating gusts of various durations, is shown to correspond to a particular value of turbulence intensity $I_u$, of 16.5%, and is therefore applicable to particular terrain and height situations, and hence should not be applied universally. The effective frontal areas associated with peak gusts of various durations are discussed; this indicates that a gust of 3 seconds has an equivalent frontal area equal to that of a tall building. Finally a generalized gust response factor format, accounting for fluctuating and resonant along-wind loading of structures, applicable to any code is presented.

• Advances in aircraft and spacecraft science
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• 제4권2호
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• pp.125-144
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• 2017

This paper summarises the design of a gust generator and the comparison between high fidelity numerical results and experimental results. The gust generator has been designed for a low subsonic wind tunnel in order to perform gust response experiments on wings and assess load alleviation. Special attention has been given to the different design parameters that influence the shape of the gust velocity profile by means of CFD simulations. Design parameters include frequency of actuation, flow speed, maximum deflection, chord length and gust vane spacing. The numerical results are compared to experimental results obtained using a hot-wire anemometer and flow visualisation by means of a tuft and smoke. The first assessment of the performance of the gust generator showed proper operation of the gust generator across the entire range of interest.

• 한국전산유체공학회:학술대회논문집
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• 한국전산유체공학회 2005년도 추계 학술대회논문집
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• pp.275-279
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• 2005

The vortex convection and induced flow field behind the KARI 3m x 4m LSWT gust generator was computed by using Computational Fluid Dynamics. For the accurate simulation of vortex convection, inviscid, laminar, Spalart-Allmars k-e and k-w turbulence models were tested with the NAL gust generator configuration and Spalart-Allmaras turbulence model was selected for the prediction of induced flow field behind the KARI LSWT gust generator. The wind tunnel test was also carried out at KARI LSWT and the results were compared with CFD prediction.