• Journal of computational fluids engineering
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• v.5 no.3
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• pp.23-31
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• 2000

The three-dimensional unsteady compressible Full Navier-Stokes equation solver with sliding multi-block method has been applied to analyze three dimensional characteristics of the viscous flow field and compression wave around the high speed train which is entering into a tunnel. The numerical scheme of AF + ADI was used to efficiently solve Navier-Stokes equations in the curvilinear coordinate system. The vortex formation owing to the viscous interaction around the train was found and the generation of compression wave due to the blockage effects was observed ahead of the train in the form of plane wave. The three dimensional characteristics of the flow field compared to the analytic results were discussed in detail. The variation of pressure of tunnel wall surface and velocity profile of the train are identified as the train enters into a tunnel. The changes in aerodynamic forces and streamlines of each specific sections are also discussed.

• Transactions of the Korean Society of Mechanical Engineers
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• v.18 no.7
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• pp.1697-1704
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• 1994

Elastic wave propagation in discrete random medium studies to predict dynamic effective properties of composite materials containing spherical inclusions. A self-consistent method is proposed which is analogous to the well-known coherent potential approximation. Three conditions that must be satisfied by two effective elastic moduli and effective density are derived for the time without limit of frequency. The derived self-consistency conditions have the physical meaning that the scattering of coherent wave by the constituents in effective medium is vanished on the average. The frequency-dependent complex effective wave speed and coherent attenuation can be obtained by solving the derived self-consistency conditions numerically. The wave speed and attenuation obtained from present theory are shown to be in the better agreements with previous experimental observations than the previous theory.

• Journal of the Korean Society for Nondestructive Testing
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• v.31 no.6
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• pp.656-664
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• 2011

In this work, a numerical model is proposed for the relation between the magnitudes and the depth residual stress with the velocity of Rayleigh wave. Three cases, stress-free, uniform stress and layered stress, are investigated for the change tendency of the Rayleigh wave speed. Using the simulated signal with variation of residual stress magnitude and depth, investigation of the parameters for fitting residual stress and velocity change are performed. The speed change of Rayleigh wave shows a linear relation with the magnitude and an exponential relation with the depth of residual stress. The combination of these two effects could be used for the depth profile evaluation of the residual stress.

• Transactions of the Korean Society of Mechanical Engineers B
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• v.21 no.10
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• pp.1294-1302
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• 1997

For the purpose of investigating the impulsive noise at the exit of high-speed railway tunnel and the pressure transients inside the tunnel, experiments were carried out using a shock tube with an open end. A great deal of experimental data were obtained and explored to analyze the peak pressures and maximum pressure gradients in the pressure waves. The effects of the distance and cross-sectional area ratio between two-continuous tunnels on the characteristics of the pressure waves were investigated. The peak pressure inside the second tunnel decreases for the distance and cross-sectional area ratio between two tunnels to increase. Also the peak pressure and maximum pressure gradient of the pressure wave inside the second tunnel increase as the maximum pressure gradient of initial compression wave increases.

• Ocean and Polar Research
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• v.30 no.4
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• pp.453-466
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• 2008

In order to examine the generation mechanism of long ocean waves along the west coast of Korea and to understand the amplification process of the long ocean waves, sea level, atmospheric pressure and wind data observed every minute from 2007 March 29 to 2007 April 1 were analyzed and onedimensional numerical ocean model experiments were performed. An atmospheric pressure jump propagated southeastward from Backryungdo to Yeonggwang along the west coast of Korea with speed of $13{\sim}27\;m/s$ between 2007 March 30 23:00 and 2007 April 1 1:30. Average magnitude of pressure jump was 4.2 hPa. As a moving atmospheric jump propagated from north to south along the coast, long ocean waves were generated and the sea level abnormally rose or fell at Anheung, Kunsan, Wido and Yeonggwang. Average amplitude of sea level rise (or fall) was about 113.6 cm. In a one-dimensional numerical ocean model, nonlinear shallow water equations were numerically integrated and a moving atmospheric pressure jump with traveling speed of 24 m/s was used as an external force. While the atmospheric pressure jump travels over 60 m depth ocean, a long ocean wave is generated. Because the propagation speed of the atmospheric jump is almost equal to that of the long ocean wave, Proudman resonance occurs and the long ocean wave amplifies. As the atmospheric pressure jump moves into the coastal area shallower than 60 m, the speed of the long ocean wave decreases and Proudman resonance effect decreases. However, the amplitude of the long ocean wave increases and wave length becomes shorter because of shoaling effect. When the long ocean wave hits the land boundary, amplitude of the long ocean wave drastically amplifies due to reflection. Data analysis and numerical experiments suggest that the southeastward propagation of an atmospheric pressure jump over the shallow ocean, which is a necessary condition for Proudaman resonance, generated the long ocean waves along the west coast of Korea on 2007 March 31 and the ocean waves amplified due to shoaling effect in the coastal area and reflection at the shore.

• Proceedings of the Korean Geotechical Society Conference
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• 2010.03a
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• pp.208-212
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• 2010

The high-speed railway consists of tracks, gravel ballast and subgrade, and the dynamic load is passed to subgrade through track and gravel ballast. The relaxation condition of the gravel ballast is able to be evaluate relatively and to be repaired through a continuous management, but it is difficult to evaluate the condition of subgrade, which is final part of supporting dynamic load and to repair it when made a problem. The gravel ballast and subgrade are evaluated by determining shear wave velocity. To evaluate ballast and subgrade, a good method to determine shear wave velocity is a non-destructive experiment such as surface wave tests providing a prompt experiment because an experiment in railway has a lot of tests which are carried out following railway directions and needs to prevent damage of the system. In general, a railway has limitation of an experimental space by narrow width, sleeper and etc., and background noise by a reflector exists. The existing surface wave tests need a minimum space, and it is difficult to get a reliable test results on account of background noise effect. Therefore, it is difficult or impossible to apply to existing surface wave test of subgrade and ballast. In this study, the HWAW method is applied to determine a shear wave velocity profile of the underground. The HWAW method is the experiment which is able to be carried out on a narrow space, and it determines share wave velocity of a site by measuring the wave from surface sources on the same spot. In addition, it removes effects of background noise accordingly to a signal processing using harmonic wavelet transforms, so it is useful to evaluate subgrade of a high-speed railway in the narrow space and the situation of background noise. In order to check an application of the HWAW method, an experiment is carried out on a high-speed railway field and a test result is compared to boring results.

• Journal of Korean Society of Coastal and Ocean Engineers
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• v.34 no.6
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• pp.303-314
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• 2022

The persistence analysis of marine physical environment factors is a basic analysis that must precede the use of sea areas as an analysis required in the coastal engineering such as downtime and design. In this study, the persistence analysis was implemented for wind speed and significant wave height data from four observation points of Deokjeokdo, Oeyeondo, Geomundo, and Geojedo among the marine meteorological observation buoys of the Korea Meteorological Administration. The persistence time means the consecutive time of observation data beyond specific level. The threshold wind speed and significant wave height were set in the range of 1~15 m/s and the range of 0.25~3.0 m, respectively. Then, the persistence time was extracted. As a result of the analysis, the persistence time of wind speed and significant wave height decreased rapidly as the reference value increased. The median persistence times under the maximum reference thresholds were assessed as a maximum of 5 hours for wind speed and a maximum of 8 hours for significant wave height. When the reference wind speed and significant wave height were 15 m/s and 3 m, respectively, the persistence time that could occur with a 1% probability were 52 and 56 hours. This study can be expanded to all coastal areas in Korea, and it is expected that various engineering applications by performing a persistence analysis of the metocean data.

• Journal of Ocean Engineering and Technology
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• v.34 no.5
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• pp.294-303
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• 2020

This study discusses data collection, calculation of wind and wave-induced resistance, and speed-power analysis of an 8,600 TEU container ship. Data acquisition system of the ship operator was improved to obtain the data necessary for the analysis, which was accomplished using SPA (Ship Performance Analysis, Park et al., 2019) in conformation with ISO15016:2015. From a previous operation profile of the container, the standard operating conditions of mean draft were 12.5 m and 13.6 m, which were defined with the mean stowage configuration of each condition. Model tests, including the load-variation test, were conducted to validate new ship performance and for the speed-power analysis. The major part of the added resistance of container ship is due to the wind. To check the reliability of wind-resistance calculation results, the resistance coefficients, added resistance, and speed-power analysis results using the Fujiwara regression formula (ISO15016:2015) and Computational fluid dynamics (Ryu et al., 2016; Jeon et al., 2017) analysis were compared. Wind speed and direction measured using an anemometer were used for wind-resistance calculation and the wave resistance was calculated using the wave-height and direction-data from weather information. Also, measured water temperature was used to calculate the increase in resistance owing to the deviation in water density. As a result, the SPA analysis using measured data and weather information was proved to be valid and able to identify the ship's resistance propulsion performance. Even with little difference in the air-resistance coefficient value, both methods provide sufficient accuracy for speed-power analysis. The differences were unnoticeable when the speed-power analysis results using each method were compared. Also, speed-power analysis results of the 8,600 TEU container ship in two draft conditions show acceptable trends when compared with the model test results and are also able to show power increase owing to hull fouling and aging. Thus, results of speed-power analysis of the existing 8,600 TEU container ship using the SPA program appropriately exhibit the characteristics of speed-power performance in deal conditions.

• 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.

• Journal of Ocean Engineering and Technology
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• v.34 no.1
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• pp.26-36
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• 2020

An extreme value analysis of metocean data which include wave, wind, and current data is a prerequisite for the operation and survival of offshore structures. The purpose of this study was to provide information about the return wave, wind, and current values for the Barents Sea using extreme value analysis. Hindcast datasets of the Global Reanalysis of Ocean Waves 2012 (GROW2012) for a waves, winds and currents were obtained from the Oceanweather Inc. The Gumbel distribution, 2 and 3 parameters Weibull distributions and log-normal distribution were used for the extreme value analysis. The least square method was used to estimate the parameters for the extreme value distribution. The return values, including the significant wave height, spectral peak wave period, wind speed and current speed at surface, were calculated and it will be utilized to design offshore structures to be operated in the Barents Sea.