• Transactions of the Korean Society of Mechanical Engineers B
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• v.34 no.7
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• pp.665-670
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• 2010

The effect of a particle's spin is investigated numerically by taking into account the effect of lift forces originating due to difference between the rotations of a particle and of a fluid, such as the Saffman and Magnus lift forces. These lift forces have been ignored in many previous studies on particle-laden turbulence. The trajectory of the particles can be changed by the lift forces, resulting in a significant modification of the stochastic characteristics of heavy particles. Probability density functions and autocorrelations are evaluated from the velocity of solid particle, acceleration of solid particles, and acceleration of fluid at the position of solid particle. Changes in velocity statistics are negligible but statistics related with acceleration are affected by the rotation of particle. When a laden particle encounters coherent structures during its motion, the particle's rotation might significantly affects the motion due to intermittently large fluid acceleration near the coherent structures.

• Journal of Advanced Research in Ocean Engineering
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• v.4 no.3
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• pp.105-114
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• 2018

In the past, traditional methods of research on ship maneuvering performance were estimated in calm waters. However, the course-keeping ability and the maneuvering performance of a ship can be influenced by the presence of waves. Therefore, it is necessary to understand the maneuvering behavior of a ship in waves. In this study, the force acting on a moving ship and a rudder behind the model ship will be performed in regular waves in Changwon National University (CWNU). In addition, the prediction force acting on the rudder in calm waters was carried out and compared with those of Computational Fluid Dynamics (CFD). Model test in regular wave was performed to predict the force acting on the ship and the rudder behind the model ship in various wave directions. The effects of wavelength and wave direction on hydrodynamic forces acting on the ship hull versus rudder angle is discussed.

• Transactions of the Korean Society of Automotive Engineers
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• v.12 no.1
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• pp.106-113
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• 2004

Most of mechanical structures are composed of many substructures connected to one another by various types of mechanical joints. In automotive engineering, it is important to study these connected structures under various dynamic forces for the evaluations of fatigue life and stress concentration exactly. In this study, the dynamic response of vehicle structure to external forces is classified an inverse problem involving strains from the experiment and the analysis. The practical dynamic forces are determined by the combination of the analytical and experimental method with analyzed strain by quasi-static finite element analysis under unit force and with measured strain by a strain gage under driving load, respectively. In a stressed body, inter-molecular chemical bonds are failed beyond the certain magnitude. The failure of molecular structure in material is considered as a time process of which rate is determined by mechanical stress. That is, the failure of inter-molecular chemical bonds is the fatigue lift of material. This kinetic concept is expressed as lethargy coefficient. And S-N curve is obtained with the lethargy coefficient from quasi-static tensile test. Equivalent practical dynamic force is obtained from the identification of practical dynamic force for one loading point. Using the practical dynamic force and S-N curve, fatigue life of a window pillar is analyzed with FEM under the identified force by the procedure of above mentioned.

• Journal of computational fluids engineering
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• v.13 no.4
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• pp.66-71
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• 2008

This research computes the viscous flow field and aerodynamics around the model of a commercial passenger airplane, Boeing 747-400, which cruises in transonic speed. The configuration was realized through the reverse engineering based on the photo scanning measurement. In results, the pressure coefficients at the several wing section on the wing surface of the airplane was described and discussed to obtain the physical meaning. The lift coefficient increased almost linearly up to $17^{\circ}$. Here the maximum lift occurred at $18^{\circ}$ according to the angle of attack. And the minimum drag is expected at $-2^{\circ}$. The maximum lift coefficient occurred at the Mach number 0.89, and the drag coefficient rapidly increased after the Mach number of 0.92. Also shear-stress transport model predicts slightly lower aerodynamic coefficients than other models and Chen's model shows the highest aerodynamic values. The aerodynamic performance of the airplane elements was presented.

• Proceedings of the KSME Conference
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• 2007.05b
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• pp.3080-3085
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• 2007

Shape optimization of the 3-dimensional WIG airfoil with 3.0-aspect ratio has been performed by using the multi-objective genetic algorithm. The WIG ship effectively floating above the surface by the ram effect and the virtual additional aspect ratio by a ground is one of next-generation and cost-effective transportations. Unlike the airplane flying out of the ground effect, a WIG ship has possibility to capsize because of unsatisfying the static stability. The WIG ship should satisfy aerodynamic properties as well as a static stability. They tend to strong contradict and it is difficult to satisfy aerodynamic properties and static stability simultaneously. It is inevitable that lift force has to scarify to obtain a static stability. Multi-objective optimization technique that the individual objectives are considered separately instead of weighting can overcome the conflict. Due to handling individual objectives, the optimum cannot be unique but a set of nondominated potential solutions: pareto optimum. There are three objectives; lift coefficient, lift-to-drag ratio and static stability. After a few evolutions, the non-dominated pareto individuals can be obtained. Pareto sets are all the set of possible and excellent solution across the design space. At any selections of the pareto set, these are no better solutions in all design space

• International Journal of Naval Architecture and Ocean Engineering
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• v.9 no.4
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• pp.382-389
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• 2017

We are developing a prototype underwater glider for subsea payload delivery. The idea is to use a glider to deliver payloads for subsea installations. In this type of application, the hydrodynamic forces and dynamic stability of the glider is of particular importance, as it has implications on the glider's endurance and operation. In this work, the effect of two different wing forms, rectangular and tapered, on the hydrodynamic characteristics and dynamic stability of the glider were investigated, to determine the optimal wing form. To determine the hydrodynamic characteristics, tow tank resistance tests were carried out using a model fitted alternately with a rectangular wing and tapered wing. Steady-state CFD analysis was conducted using the hydrodynamic coefficients obtained from the tests, to obtain the lift, drag and hydrodynamic derivatives at different angular velocities. The results show that the rectangular wing provides larger lift forces but with a reduced stability envelope. Conversely, the tapered wing exhibits lower lift force but improved dynamic stability.

• Journal of the Korean Society of Fisheries and Ocean Technology
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• v.45 no.1
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• pp.34-45
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• 2009

In this study, the hydrodynamic coefficients were measured using various nettings to analyze the change of drag coefficients and lift coefficients as a basic study for deriving hydrodynamic coefficients. The data on hydrodynamic force obtained from the flume tank tests were used to compare and analyze the hydrodynamic coefficients based on Reynolds number. Standardized hydrodynamic coefficients were then assumed during the analysis procedures. The hydrodynamic coefficients were measured using the 9 kinds of nettings in which had the same total projected area with different diameters and mesh-grouping ratio. These different netting systems : mesh-grouping ratio. The results of the test of nettings were as follows; First, the drag coefficients of nettings increased when the higher attack angles applied, and decreased with the increased flow speed and netting twine diameter. Second, the lift coefficients of nettings showed the increased values until the attack angle 30 degree, but decreased for the attack angle over 40 degree. Third, the hydrodynamic coefficients of netting decreased as the Reynolds number increased, and reach at slightly states in the highest numbers. Fourth, the hydrodynamic coefficients were derived from a functional formula considering attack angles and Reynolds number, and presented in the three dimensional space.

• Journal of computational fluids engineering
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• v.21 no.3
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• pp.48-54
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• 2016

In the present work, numerical simulations were conducted on the scaled model of the BWB type UCAV in the subsonic region using ANSYS FLUENT V15. The prediction method was validated through comparison with experimental results and the effect of the twisted wing was investigated. To consider the transitional flow phenomenon, ${\gamma}$ transition model based on SST model was adopted. The coefficients of lift, drag and pitching moment were compared with experimental results and the pressure distribution and streamlines were investigated. The twisted wing decreases the lift force but increases lift-to-drag ratio through delay of stall and leading edge vortex's movement to the front, also the non-linearity of the pitching moment is decreased.

• Proceedings of the KSME Conference
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• 2000.04a
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• pp.426-432
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• 2000

The hydraulic loading system real-time simulator using a PC and I/O interface board is developed to simulate the dynamic characteristics of hydraulic loading system in real time. The simulator receives the digital on-off control signals generated by the operator through the D/I channels, updates the state and output variables of the hydraulic loading system responding to the input signals and draw the moving pictuters of the lift cylinder, lift arm and loading box on the PC monitor in real time. Also, the operator can observe the displacement and pressure of cylinder, the rotatinal angle, reaction force, and safety factors of lift arm representing the operation of hydraulic loading system through the PC monitor in real time. The real-time simulator can be a very useful tool to design industrial dynamic systems and feel the goodness of the system operation since the operator can observe the moving pictures of the operating system in real time as he operates the real time simulator.

• Wind and Structures
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• v.31 no.3
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• pp.255-267
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• 2020

A systematic set of low-speed wind tunnel experiments was performed at Re = 6.5×10⁴ and 1.1×10⁵ to study the mean wind loading experienced by surface-mounted finite-height square prisms for different aspect ratios, incidence angles, and boundary layer thicknesses. The aspect ratio of the prism was varied from AR = 1 to 11 in small increments and the incidence angle was changed from α = 0° to 45° in increments of 1°. Two different boundary layer thicknesses were used: a thin boundary layer with δ/D = 0.8 and a thick boundary layer with δ/D = 2.0-2.2. The mean drag and lift coefficients were strong functions of AR, α, and δ/D, while the Strouhal number was mostly influenced by α. The critical incidence angle, at which the prism experiences minimum drag, maximum lift, and highest vortex shedding frequency, increased with AR, converged to a value of α_c = 18° ± 2° once AR was sufficiently high, and was relatively insensitive to changes in δ/D. A local maximum value of mean drag coefficient was identified for higher-AR prisms at low α. The overall behaviour of the force coefficients and Strouhal number with AR suggests the possibility of three flow regimes.