• Transactions of the Korean Society of Automotive Engineers
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• v.4 no.2
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• pp.158-165
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• 1996

The knowledge of air flow in an engine room has become more and more important in recent car design. The fluid flow in the engine compartment was investigated by numerical analysis. Due to the complex geometry of the engine compartment, mesh generation is a time-consuming job. In this research, the "ICEM" code was used to generate meshes by the Cartesian mesh model. The Reynolds-averaged Navier Stokes equations, together with the porous flow model for radiator and condenser, were solved. Computation was performed for the steady, incompressible, and high speed viscous flow, adopting the standard K-ε turbulence model. The "STAR-CD" code was used as a solver. The effect of car front openning area on the flow in engine room was also investigated.

• Journal of Mechanical Science and Technology
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• v.18 no.8
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• pp.1338-1348
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• 2004

A simplified method that models the deflagration process occurring in closed or vented vessels is described. When combustion occurs within the spherical or cylindrical vessels, the flame moves spherically or segmentally to the vessel periphery. The volume and area of each element along the propagating flame front are calculated by using simple geometrical rules. For instabilities and turbulence resulting in enhanced burning rates, a simple analysis results in reasonable agreement with the experimental pressure transients when two burning rates (a laminar burning rate prior to the onset of instability and an enhanced burning rate) were used. Pressure reduction caused by a vent opening at predetermined pressure was modeled. Parameters examined in the modeling include ignition location, mixture concentration, vented area, and vent opening pressure. It was found that venting was effective in reducing the peak pressure experienced in vessels. The model can be expected to estimate reasonable peak pressures and flame front distances by modeling the enhanced burning rates, that is, turbulent enhancement factor.

• Journal of the Korean Society of Fisheries and Ocean Technology
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• v.31 no.3
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• pp.228-239
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• 1995

A model experiment on the pair midwater trawl net which is prevailing in Denmark is carried out to get the basic data available for Korean pair bottom trawlers. The model net was made in 1/30 scale considering the Tauti's Similarity law of fishing gear and the dimension of experimental tank. The vertical opening, horizontal opening, towing tension and net working depth of the model net were determined in the tank within the towing velocity 0.46~1.15m/sec, front weight 15.5~62.0g and distance between paired boats 5~8m(which correpond to 2~5k't in towing velocity, 70~280kg in weight and 150~240m in distance respectively in the prototype net). The results got from the model experiment can be converted into the full scale net as follows; 1. Vertical opening showed the largest value of 32m at the condition of 2k't in towing velocity, 280kg in front weight and 150m in the distance between paired boats, and the smallest value of 6m at the condition of 5k't in towing velocity, 70kg in front weight and 240m in the distance between paired boats. 2. Horizontal opening showed the largest value of 45m at the condition of 5k't in towing velocity, 70kg in front weight and 240m in the distance between paired boats, and the smallest value of 33m at the condition of 2k't in towing velocity, 280kg in front weight and 150m in the distance between paired boats. 3. Towing tension showed the largest value of 10, 000kg at the condition of 5k't in towing velocity, 280kg in front weight and 240m in the distance between paired boats, and the smallest value of 1, 600kg at the condition of 2k't in towing velocity, 70kg in front weight and 150m in the distance between paired boats. 4. Net working depth showed the largest value of 38m at the condition of 2k't in towing velocity, 280kg in front weight and 150m in the distance between paired boats, and the smallest value of 6m at the condition of 5k't in towing velocity, 70kg in front weight and 240m in the distance between paired boats. 5. Net opening area showed the largest value of 1, 100m super(2) at the condition of 2k't in towing velocity, 280kg in front weight and 180m in the distance between paired boats, and the smallest value of 250m super(2) at the condition of 5k't in towing velocity, 70kg in front weight and 240m in the distance between paired boats.

• Transactions of the Korean Society of Automotive Engineers
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• v.4 no.4
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• pp.72-79
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• 1996

The recent trend of higher output engines with more auxiliary parts is resulting in greater heat generation in the engine compartment. In order to maximize the heat dissipation and eliminate the inefficient flow in the engine compartment, it is necessary to understand the flow field under the hood. In this respect, experimental study as well as numerical analysis should be conducted. The automated measuring system was constructed to obtain three dimensional mean flow data with high accuracy. The measurements have been made on a vehicle with a steady incoming air flow. The result shows that there exists a high degree of non-uniformity in the mean flow velocity at the front of radiator.

• Journal of the Korean Society of Fisheries and Ocean Technology
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• v.29 no.3
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• pp.200-213
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• 1993

A model experiment on a midwater rope trawl net which is used in the North Pacific to catch alaska pollack is carried out in the circulating tank to examine the basic efficiency of the net. The prototype is the net used by M/S Hanil(1, 179GT, 2, 700PS), a Korean trawler. The model net was made according to the Tauti's Similarity Law of Fishing Gear in 1/100 scale by considering the condition of the tank. To measure the basic efficiency of the standard model net, the vertical opening and width between some points marked on the net were measured, and the hydrodynamic resistance were determined. Then the constructive conditions of the net were varied as follows and the factors were measured again to compare the efficiency of those nets with that of the standard net(A-1 type) front weight multiplied 1.5 times: A-2 type. buoyancy and depressing force multiplied 1.7 times: A-3 type. front weight multiplied 1.5 times on A-3 type: A-4 type. depressors rigged at ground rope: B type. cod-end stuffed with cashmylon wad: C type. The results obtained can be summarized as follows: 1. The vertical opening at the center of head rope was steeply decreased with the flow velocity increasing and the vertical opening H(m) can be expressed in H=1.2v super(-1.2)(v : flow velocity in m/sec). The width of the net varied a little when the flow velocity was over 0.4m/sec, and the width of net mouth showed about 37% of the distance between the fore tips of net pendant. The shape of net mouth was almost a circle at 0.2m/sec and then steeply flatted elliptically with the flow velocity increasing and the area of mouth S(m super(2)) can be expressed in S=(1.65-2.3v)$\times$10 super(-2). The hydrodynamic resistance of the net increased almost linearly with the flow velocity increasing and the resistance R(kg) can be expressed in R=3.2$\times$d/l$\times$abv. where d/l denotes the mean of d(diameter of netting twine) and l(length of a leg in a mesh) from wing tip to the end of bag-net except cod-end on the side pannel, and a denotes the strectched circumference of the net at the fore end of a meshed part and b the stretched length of the whole net from wing tip to the end of cod-end. 2. In the condition-varied nets, the vertical opening of head rope showed some increase in every type net except the C type, and the increase showed the greatest in the B type by 30~54%, whereas it showed decrease in the C type by 5~10%. Variation of the area of net mouth showed almost the same tendency as the vertical opening and the increase showed the greatest in the B type by 20%, whereas it showed decrease in the C type by 12%. Hydrodynamic resistance showed some increase in every type compared with the standard net, and the rate of increase indicated 5~10% in the A-2, A-3 and A-4 type, 22% in the B type and 3% in the C type.

• Journal of the Korean Society of Fisheries and Ocean Technology
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• v.39 no.3
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• pp.189-196
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• 2003

In this study, the vertical opening of the non-float midwater pair trawl net was maintained by controlling the length of upper warp. This was because the head rope was able to be kept linearly and the working depth was not nearly as changed with the variation of flow speed as former experiments in this series of studies have demonstrated. We confirmed that the opening efficiency of the non-float midwater pair trawl net was able to be developed according to the increase in front weight and wing-end weight. In this study, we described the opening efficiency of the non-float midwater pair trawl net according to the variation of front weight and wing-end weight obtained by model experiment in circulation water channel. We compared the opening efficiency of the proto type with that of the non-float type. The results obtained can be summarized as follows：1. The hydrodynamic resistance was almost increased linearly in proportion to the flow speed and was increased in accordance with the increase in front weight and wing-end weight. The increasing rate of hydrodynamic resistance was displayed as an increasing tendency in accordance with the increase in flow speed. 2. The net height of the non-float type was almost decreased linearly in accordance with the increase in flow speed. As the reduced rate of the net height of the non-float type was smaller than that of the net height of the proto type against increase of flow speed, the net height of the non-float type was bigger than that of the proto type over 4.0 knot. The net width of the non-float type was about 10 m bigger than that of the proto type and the change rate of net width varied by no more than 2 m according to the variation of the front weight and wing-end weight. 3. The mouth area of the non-float type was maximized at 1.75 ton of the front weight and 1.11 ton of the wing-end weight, and was smaller than that of the proto type at 2.0∼3.0 knot, but was bigger than that of the proto type at 4.0∼5.0 knot. 4. The filtering volume was maximized at 3.0 knot in the proto type and at 4.0 knot in the non-float type. The optimal front weight was 1.40 ton.

• Transactions of the Korean Society of Mechanical Engineers B
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• v.21 no.9
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• pp.1139-1148
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• 1997

Compression waves propagating in a high-speed railway tunnel develops large pressure fluctuations on the train body or tunnel structures. The pressure fluctuations would cause an ear discomfort for the passengers and increase the aerodynamic resistance of trains. As a fundamental research to resolve the pressure wave phenomenon in the tunnel, experiments were carried out by using a shock tube with an open end. A blockage to model trains inside the tunnel was installed on the lower wall of shock tube, thus forming a sudden cross-sectional area reduction. The compression waves were obtained by the fast opening gate valve instead of a conventional diaphragm of shock tube and measured by the flush mounted pressure transducers with a high sensitivity. The experimental results were compared with the previous theoretical analyses. The results show that the ratio of the reflected to the incident compression wave at the sudden cross-sectional area reduction increases but the ratio of the passing to the incident compression wave decreases, as the incident compression wave becomes stronger. This experimental results are in good agreements with the previous theoretical ones. The maximum pressure gradient of the compression wave abruptly increases but the width of the wave front does not vary, as it passes over the sudden cross-sectional area reduction.

• Journal of the Korean Society of Costume
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• v.35
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• pp.45-66
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• 1997

This thesis is a study on the kaftan styles iin Asia. The purpose of he study was to examine the origin o the kaftan concentrating on the history and cultural backgrounds of nomads in he Western Central and North Eastern Asia. Secondly for more thorough study and expla-nation on how these kaftans contributed to East-West trade along the silk road. wall paintings and miniature illuminations along Oasis roads persia and Saracen period were compared, Also real kaftans were compared and analyzed the characteristics of Western (Turkey palestine) Central(Kazakistan Uz-bekistan Tadzhistan Qyrgyztan Turkmenistan) and the North Eastern Asian(Mongol) area. Thirdly an attempt has been made to provide the North Eastern Asian(Mongol) area. Thirdly an attempt has been made to provide the style classifications according to their peculiarities of the various kaftans as well as how kaftan gave important influences on custumes of different religious sects. The kaftan is a long coat-like garment with front openings fastened with long sash having an extra long sleeves which were worn by middle and high class nomadics throughout the West Central and North Eastern Asia This type of kaftans were a basic clothing for nomadics since they were constantly moving fromone to another areas on their horse back riding. They also wore tight trousers with boots. Kaftans seem to be originated from nomads of Steppe around B.C. 800 On B. C 400 west asian areas such as Solokha Kul-oba Kulogan had pictures sculptues on vases showing kaftans of half coat type length with front opening tied with band. Also the materials used were the products of animals such as wool or felt with animal designs showing Scythian nomads. In the North Eastern Asia Hsiung-Nu were active in Kazakha North Altai and Mongol The Clothing and fabrics exfavated near Noin-ula Pazyrik showed many samples of kaftan with trousers with other interment be-longings with a corpse around B.C 300 to A. D 100 when trades along the silk roads were proven by many historians Kaftans excavated in this area wore red front opening silk materials which suggesting settling down of nomads. in he central Asia Dol-gull near Altai mountain area were mainly miners who later had many trades with Persia and Bizantine. After Dol-gull Bezeklik temple Samarkant Kizil cow Budda sculture wall paintings of Astana tomb showed typical kaftan of this re-gion. These were both hip covered length as well as long coat with narrow sleeves. Es-pecially they had different color band fron the main kaftan with grogeously and splendously designed silk. In perusia during A. D 1400 to 1600 minia-ture illumination showed kaftan as a high class symbol more than clothing purpose. They had best quality silk with extra long sleeves draping and had a layers of kaftans one on top of anther as a symbol of wealth These Kaftans with different colors and designs were even more beautiful with their effective combinations and contrast of colors. On the other hand the lower class common people and servants wore simple kaftan with the front part of the kaftan were slipped into the belt in order to be more active and con-venient to work, The real kaftans discovered at Topkapi Saray palace of Turkey from A. D 1300 to 1900 were also compared. These kaftans were very numerous in numbers as well as designs The materials and designs used were also vari-ous such as Chinese to Italian silk. The shaped and pattern itself were not much different from the previous nomad's Kaftans. The Palestian kaftans remained were from the beginning of 19th and 20th century. Since this area is hot and dry desert they used black and navy blue colors mostly in order to exclude the sun lights. The patterns used were similar to Nomads and Bedouin with cross stiches and patch work decorations. In the central Asia they had similar life style and natural environmental cnditions with Turkish tribe which resulted in similar kaftan styles as nomads. Mongols conserved basic patterns of kaftan since Cinggis Khan with deep folding in order to keep warm. At last the kaftans studided in this thesis were classified in to four such as half coat long coat jacket and vest style. A pattern used in the Central Asia were zigzag and ani-mal design whereas in the West Asia were floral plant arabesk and circle pattern. As I discussed previously kaftan styles of nomads in the Asia maintained its basic pat-tern throughout the history except slight changes in color gusset sleeve shapes. These slight changes were made according to the need to adapt the need of environmental natu-ral conditions, The reason for aboriginality of kaftan in Asia was its simplicity and con-venience Most interesting fact is that for all these years Mongols are still wearing kaftan in their life ensuring us that they art the preserves of old kaftan. Since this thesis dealt enormous Asian regions I had a limitation of not being able to cover the Far Esatern asian areas such as Korea China and Japan how these kaftans were influenced in their clothing history as well as Eastern and Western culture. This topic along with the studies on materials and designs of patterns of kaftan will be another research project in the future.

• Structural Engineering and Mechanics
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• v.30 no.3
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• pp.317-330
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• 2008

Stress intensity factors for a planar crack parallel to a bimaterial interface are considered. The formulation leads to a system of hypersingular integral equations whose unknowns are three modes of crack opening displacements. In the numerical analysis, the unknown displacement discontinuities are approximated by the products of the fundamental density functions and polynomials. The numerical results show that the present method yields smooth variations of stress intensity factors along the crack front accurately. The mixed mode stress intensity factors are indicated in tables and figures with varying the shape of crack, distance from the interface, and elastic constants. It is found that the maximum stress intensity factors normalized by root area are always insensitive to the crack aspect ratio. They are given in a form of formula useful for engineering applications.

• The International Journal of Costume Culture
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• v.6 no.2
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• pp.69-82
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• 2003

The Scythians had a veritable passion for adornment, delighting in decorating themselves no less than their horses and belongings. Their love of jewellery was expressed at every turn. The most magnificent pieces naturally come from the royal tombs. In the area of the neck and chest the Scythian had a massive gold Torques, a symbol of power, made of gold, turquoise, cornelian coral and even amber. The entire surface of the torque, like that of many of the other artefacts, is decorated with depictions of animals. Scythian Torques are worn with the decorative terminals to the front. It was put a Torque on, grasped both terminals and placed the opening at the back of the neck. It is possible the Torque signified its wearer's religious leadership responsibilities. Scythian Torques were divided into several types according to the shape, Torque with Terminal style, Spiral style, Layers style, Crown style, Crescent-shaped pectoral style.