• Transactions of the Korean Society of Automotive Engineers
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• v.24 no.3
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• pp.265-272
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• 2016

The objective of vehicle aerodynamic design is on the fuel economy, reduction of the harmful emission, minimizing the vibration and noise and the driving stability of the vehicle. Especially for a sedan, the driving stability of the vehicle is the main concern of the aerodynamic design of the vehicle indeed. In this theoretical study, an evaluation algorithm of aerodynamic driving stability of a vehicle was made to estimate the dynamic stability of a vehicle at the given driving condition on a road. For the stability evaluation of a driving vehicle, CFD simulation was conducted to have the rolling, pitching and yawing moments of a model vehicle and compared the values of the moments to the resistance moments. From the case study, it is found that a model sedan running at 100 km/h in speed on a straight level road is stable under the side wind with 45 m/s in speed. But the different results may be obtained on the buses and trucks because those vehicles have the wide side area. From the case study of the model vehicle moving on 100 km/h speed with 15 m/s side wind is evaluated using the numerical algorithm drawn from the study, the value of yawing moment is $608.6N{\cdot}m$, rolling moment $-641N{\cdot}m$ and pitching moment $3.9N{\cdot}m$. These values are smaller than each value of rotational resistance moment the model vehicle has, and therefore, the model vehicle's driving stability is guaranteed when driving 100 km/h with 15 m/s side wind.

• Wind and Structures
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• v.9 no.3
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• pp.217-230
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• 2006

This paper describes a procedure to develop fragility curves for woodframe structures subjected to lateral wind loads. The fragilities are cast in terms of horizontal displacement criteria (maximum drift at the top of the shearwalls). The procedure is illustrated through the development of fragility curves for one and two-story residential woodframe buildings in high wind regions. The structures were analyzed using a monotonic pushover analysis to develop the relationship between displacement and base shear. The base shear values were then transformed to equivalent nominal wind speeds using information on the geometry of the baseline buildings and the wind load equations (and associated parameters) in ASCE 7-02. Displacement vs. equivalent nominal wind speed curves were used to determine the critical wind direction, and Monte Carlo simulation was used along with wind load parameter statistics provided by Ellingwood and Tekie (1999) to construct displacement vs. wind speed curves. Wind speeds corresponding to a presumed limit displacement were used to construct fragility curves. Since the fragilities were fit well using a lognormal CDF and had similar logarithmic standard deviations (${\xi}$), a quick analysis to develop approximate fragilities is possible, and this also is illustrated. Finally, a compound fragility curve, defined as a weighted combination of individual fragilities, is developed.

• Wind and Structures
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• v.32 no.5
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• pp.439-452
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• 2021

The concept of Performance objective assessment is extended to wind engineering. This approach applies using the Database-Assisted Design technique, relying on the aerodynamic database provided by the National Institute of Standards and Technology (NIST). A structural model of a low-rise building is analyzed to obtain influence coefficients for internal forces and displacements. Combining these coefficients with time histories of pressure coefficients on the envelope produces time histories of load effects on the structure, for example knee and ridge bending moments, and eave lateral drift. The peak values of such effects are represented by an extreme-value Type I Distribution, which allows the estimation of the gust wind speed leading to the mean hourly extreme loading that cause specific performance objective compromises. Firstly a fully correlated wind field over large tributary areas is assumed and then relaxed to utilize the denser pressure tap data available but with considerably more computational effort. The performance objectives are determined in accordance with the limit state load combinations given in the ASCE 7-16 provisions, particularly the Load and Resistance Factor Design (LRFD) method. The procedure is then repeated for several wind directions and different dominant opening scenarios to determine the cases that produce performance objective criteria. Comparisons with two approaches in ASCE 7 are made.

• International Journal of Railway
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• v.7 no.4
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• pp.100-108
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• 2014

A numerical analysis method for predicting aerodynamic noise at inter-coach space of high-speed trains, validated by wind-tunnel experiments for limited speed range, is proposed. The wind-tunnel testing measurements of the train aerodynamic sound pressure level for the new generation Korean high-speed train have suggested that the inter-coach space aerodynamic noise varies approximately to the 7.7th power of the train speed. The observed high sensitivity serves as a motivation for the present investigation on elucidating the characteristics of noise emission at inter-coach space. As train speed increases, the effect of turbulent flows and vortex shedding is amplified, with concomitant increase in the aerodynamic noise. The turbulent flow field analysis demonstrates that vortex formation indeed causes generation of aerodynamic sound. For validation, numerical simulation and wind tunnel measurements are performed under identical conditions. The results show close correlation between the numerically derived and measured values, and with some adjustment, the results are found to be in good agreement. Thus validated, the numerical analysis procedure is applied to predict the aerodynamic noise level at inter-coach space. As the train gains speed, numerical simulation predicts increase in the overall aerodynamic sound emission level accompanied by an upward shift in the main frequency components of the sound. A contour mapping of the aerodynamic sound for the region enclosing the inter-coach space is presented.

• Journal of Institute of Control, Robotics and Systems
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• v.22 no.5
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• pp.315-319
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• 2016

This paper proposes a simple adaptive sliding mode control algorithm for controlling a permanent magnet synchronous generator (PMSG) of a MW-class direct-driven wind turbine system. The proposed adaptive sliding mode controller does not require accurate knowledge of the PMSG parameter or turbine torque values. The proposed controller can accurately track the reference angular speed computed by the maximum power point tracking(MPPT) algorithm. Finally, this paper gives Matlab/Simulink simulation results to verify the practicality and effectiveness of the proposed adaptive sliding mode controller.

• Wind and Structures
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• v.16 no.4
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• pp.355-372
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• 2013

The Gringorten estimator has been extensively used in extreme value analysis of wind speed records to obtain unbiased estimates of design wind speeds. This paper reviews the derivation of the Gringorten estimator for the mean plotting position of extremes drawn from parents of the exponential type and demonstrates how it eliminates most of the bias caused by the classical Weibull estimator. It is shown that the coefficients in the Gringorten estimator are the asymptotic values for infinite sample sizes, whereas the estimator is most often used for small sample sizes. The principles used by Gringorten are used to derive a new Consistent Linear Unbiased Estimator (CLUE) for the mean plotting positions for the Fisher Tippett Type 1, Exponential and Weibull distributions and for the associated standard deviations. Analytical and Bootstrap methods are used to calibrate the bias error in each of the estimators and to show that the CLUE are accurate to better than 1%.

• 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.

• Wind and Structures
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• v.34 no.4
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• pp.355-369
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• 2022

Section model test, as the most commonly used method to evaluate the aerostatic and aeroelastic performances of long-span bridges, may be carried out under different conditions of incoming wind speed, geometric scale and wind tunnel facilities, which may lead to potential Reynolds number (Re) effect, model scaling effect and wind tunnel scale effect, respectively. The Re effect and scale effect on aerostatic force coefficients and aeroelastic characteristics of streamlined bridge decks were investigated via 1:100 and 1:60 scale section model tests. The influence of auxiliary facilities was further investigated by comparative tests between a bare deck section and the deck section with auxiliary facilities. The force measurement results over a Re region from about 1×10⁵ to 4×10⁵ indicate that the drag coefficients of both deck sections show obvious Re effect, while the pitching moment coefficients have weak Re dependence. The lift coefficients of the smaller scale models have more significant Re effect. Comparative tests of different scale models under the same Re number indicate that the static force coefficients have obvious scale effect, which is even more prominent than the Re effect. Additionally, the scale effect induced by lower model length to wind tunnel height ratio may produce static force coefficients with smaller absolute values, which may be less conservative for structural design. The results with respect to flutter stability indicate that the aerodynamic-damping-related flutter derivatives 𝘈^*₂ and 𝐴^*₁𝐻^*₃ have opposite scale effect, which makes the overall scale effect on critical flutter wind speed greatly weakened. The most significant scale effect on critical flutter wind speed occurs at +3° wind angle of attack, which makes the small-scale section models give conservative predictions.

• Journal of the Ergonomics Society of Korea
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• v.36 no.3
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• pp.169-181
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• 2017

Objective: The aim of this study was to explore the influence of outdoor weather conditions on subjective responses during physical activity. Background: The largest difference between indoor and outdoor conditions is the existence of the sun. The heat load from the sun has an influence on the heat gain of the human body and the intense degree of solar radiation affected thermal comfort. Method: Thirty eight people were exposed to a range of climatic conditions in the UK. Weather in England does not have extremely hot and cold temperature, and the current study was conducted under warm (summer and autumn) and cool (spring and summer) climates. Measurements of the climate included air temperature, radiant temperature (including solar load), humidity and wind around the subjects. Subjective responses were taken and physiological measurements included internal body temperature, heart rate and sweat loss. Results: This study was conducted under four kinds of environmental conditions and the environmental measurement was performed in September, December, March, and June. The values for sensation, comfort, preference, and pleasantness about four conditions were from 'neutral' to 'warm', from 'not uncomfortable' to 'slightly comfortable', from 'slightly cooler' to 'slightly warmer', and from 'neither pleasant nor unpleasant' and 'slightly unpleasant', respectively. All subjective responses showed differences depending on air temperature and wind speed, and had correlations with air temperature and wind speed (p<0.05). However, subjective responses showed no differences depending on the radiant temperature. The combined effects of environmental parameters were showed on some subjective responses. The combined effects of air temperature and radiant temperature on thermal sensation and pleasantness were significant. The combined effects of metabolic rate with air temperature, wind speed and solar radiation respectively have influences on some subjective responses. In the case of the relationships among subjective responses, thermal sensation had significant correlations with all subjective responses. The largest relationship was shown between preference and thermal sensation but acceptance showed the lowest relationship with the other subjective responses. Conclusion: The ranges of air temperature, radiant temperature, wind speed and solar radiation were $6.7^{\circ}C$ to $24.7^{\circ}C$, $17.9^{\circ}C$ to $56.6^{\circ}C$, $0.84ms^{-1}$ to $2.4ms^{-1}$, and $123Wm^{-2}$ to $876Wm^{-2}$ respectively. Each of air temperature and wind speed had significant relationships with subjective responses. The combined effects of environmental parameters on subjective responses were shown. Each radiant temperature and solar radiation did not show any relationships with subjective responses but the combinations of each radiant temperature and solar radiation with other environmental parameters had influences on subjective responses. The combinations of metabolic rate with air temperature, wind speed and solar radiation respectively have influences on subjective responses although metabolic rate alone hardly made influences on them. There were also significant relationships among subjective responses, and pleasantness generally showed relatively high relationships with comfort, preference, acceptance and satisfaction. Application: Subjective responses might be utilized to predict thermal stress of human and the application products reflecting human subjective responses might apply to the different fields such as fashion technology, wearable devices, and environmental design considering human's response etc.

• Wind and Structures
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• v.22 no.3
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• pp.307-328
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• 2016

This paper describes an investigation of the net wind loads on solar panels and wind loads on the underlying roof surface for panels mounted parallel to pitched roofs of domestic buildings. Typical solar panel array configurations were studied in a wind tunnel and the aerodynamic shape factors on the panels were put in a form appropriate for the Australian/New Zealand Wind Actions Standard AS/NZS 1170.2:2011. The results can also be used to obtain more refined design data on individual panels within an array. They also suggest values for the aerodynamic shape factors on the roof surface under the panels, based on a gust wind speed at roof height, of ${\pm}0.5$ for wind blowing parallel to the ridge, and ${\pm}0.6$ for wind blowing perpendicular to the ridge. The net loads on solar arrays in the middle portion of the roof are larger than those on the same portion of the roof without any solar panels, thus resulting in increased loads on the underlying roof structure.