• 한국전산유체공학회지
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• 제4권3호
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• pp.63-70
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• 1999

A Direct simulation Monte-Carlo (DSMC) code is developed, which employs the Monte-Carlo statistical sampling technique to investigate hypersonic rarefied gas flows accompanying chemical reactions. The DSMC method is a numerical simulation technique for analyzing the Boltzmann equation by modeling a real gas flow using a representative set of molecules. Due to the limitations in computational requirements. the present method is applied to a flow around a simple two-dimensional object in exit velocity of 7.6 km/sec at an altitude of 90 km. For the calculation of chemical reactions an air model with five species (O₂, N₂, O, N, NO) and 19 chemical reactions is employed. The simulated result showed various rarefaction effects in the hypersonic flow with chemical reactions.

• 한국전산유체공학회:학술대회논문집
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• 한국전산유체공학회 2008년도 학술대회
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• pp.84-91
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• 2008

Generalized hydrodynamic (GH) theory for multi-species gas and the computational models are developed for the numerical simulation of hypersonic rarefied gas flow on the basis of Eu's GH theory. The rotational non-equilibrium effect of diatomic molecules is taken into account by introducing excess normal stress associated with the bulk viscosity. The numerical model for the diatomic GH theory is developed and tested. Moreover, with the experience of developing the dia-tomic GH computational model, the GH theory is extended to a multi-species gas including 5 species; O$_2$, N$_2$, NO, O, N. The multi-species GH model includes diffusion relation due to the molecular collision and thermal phenomena. Two kinds of GH models are developed for an axisymmetric flow solver. By compar-ing the computed results of diatomic and multi-species GH theories with those of the Navier-Stokes equations and the DSMC results, the accuracy and physical consistency of the GH computational models are examined.

• 한국전산유체공학회:학술대회논문집
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• 한국전산유체공학회 2008년 추계학술대회논문집
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• pp.84-91
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• 2008

Generalized hydrodynamic (GH) theory for multi-species gas and the computational models are developed for the numerical simulation of hypersonic rarefied gas flow on the basis of Eu's GH theory. The rotational non-equilibrium effect of diatomic molecules is taken into account by introducing excess normal stress associated with the bulk viscosity. The numerical model for the diatomic GH theory is developed and tested. Moreover, with the experience of developing the dia-tomic GH computational model, the GH theory is extended to a multi-species gas including 5 species; $O_2,\;N_2$, NO, O, N. The multi-species GH model includes diffusion relation due to the molecular collision and thermal phenomena. Two kinds of GH models are developed for an axisymmetric flow solver. By compar-ing the computed results of diatomic and multi-species GH theories with those of the Navier-Stokes equations and the DSMC results, the accuracy and physical consistency of the GH computational models are examined.

• 한국전산유체공학회:학술대회논문집
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• 한국전산유체공학회 1995년도 추계 학술대회논문집
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• pp.235-240
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• 1995

The paper describes hypersonic rarefied flow of helium and nitrogen over a flat plate by the direct simulation Monte Carlo (DSMC) method. The effect of incomplete accommodation and plate thickness are analyzed and the computational results are compared with wind tunnel test data. Also computational aspects of the method are outlined.

• 한국항공우주학회지
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• 제30권5호
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• pp.32-40
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• 2002

희박상태나 극소장치에 관련된 기체운동을 해석하는 문제가 최근 중요한 연구주제로 부각되고 있다. 잘 알려진 DSMC와 더불어 모우멘트 기법, Chapman-Enskog 기법으로 분류되는 고차 비평형 유동 해석모델들이 이 문제에 적용되어 왔다. 본 연구에서는 Eu의 일반유체역학을 근간으로 이원자 기체에 관한 고차 해석모델을 개발하고자 한다. 회전 비평형 효과는 기체의 용적 점성계수에 관한 초과 수직응력을 고려하여 감안하였다. 개발된 계산모델을 일차원 충격파 내부구조와 단순 형상 외부의 희박 극초음속 유동장 해석에 적용하였다. 충격파 내부구조 및 전단유동 해석을 통해 회전 비평형에 의한 용적 점성계수 효과가 중요함을 확인하였다. 충격파 내부구조에 관한 이론적 예측이 실험과 잘 일치함도 확인하였다.

• Advances in aircraft and spacecraft science
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• 제2권1호
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• pp.45-56
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• 2015

The attitude aerodynamic control is an important subject in the design of an aerospace plane. Usually, at high altitudes, this control is fulfilled by thrusters so that the implementation of an aerodynamic control of the vehicle has the advantage of reducing the amount of thrusters fuel to be loaded on board. In the present paper, the efficiency of a wing-flap has been evaluated considering a NACA 0010 airfoil with a trailing edge flap of length equal to 35% of the chord. Computational tests have been carried out in hypersonic, rarefied flow by a direct simulation Monte Carlo code at the altitudes of 65 and 85 km, in the range of angle of attack 0-40 deg. and with flap deflection equal to 0, 15 and 30 deg.. Effects of the flap deflection have been quantified by the variations of the aerodynamic force and of the longitudinal moment. The shock wave-boundary layer interaction and the shock wave-shock wave interaction have been also considered. A possible interaction of the leading edge shock wave and of the shock wave arising from the vertex of the convex corner, produced on the lower surface of the airfoil when the flap is deflected, generates a shock wave whose intensity is stronger than those of the two interacting shock waves. This produces a consistent increment of pressure and heat flux on the lower surface of the flap, where a thermal protection system is required.

• 한국전산유체공학회:학술대회논문집
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• 한국전산유체공학회 2004년도 춘계 학술대회논문집
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• pp.126-131
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• 2004

The interaction between the hypersonic free stream and the side jet flow at high altitudes is investigated by direct simulation Monte Carlo(DSMC) method. Since there is a great difference in density between the free stream and the side jet flow, the weighting factor technique which could control the number of simulation particles, is applied to calculate these two flows simultaneously. Chemical reactions are not considered in the calculation. For validation, the corner flow passing between a pair of plates that are perpendicularly attached is solved. The side jet flow is then injected into this comer flow and solution is found for the merged flow. Results are compared with the experiments. For a more realistic rocket model, the flow past a blunted cone cylinder shape is solved. The leeward or windward jet injection is merged with this flow. The effect on the rocket surface is observed at various flow angles. The lambda effect and the wake structure are found like low attitudes. High interaction between the free stream and the side jet flow is observed when the side jet is injected in the windward direction.

• 한국항공우주학회지
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• 제37권10호
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• pp.947-954
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• 2009

본 연구에서는 다화학종 희박유동의 해석을 위해, GH(Generalized Hydrodynamic) 방정식을 기반으로 한 축대칭 유동 해석이 가능한 다화학종 GH 수치해석 기법을 전산유체역학 수치해석자로서 개발하였다. 최초로 구현된 다화학종 GH 수치기법은 축대칭 형상의 물체 주위의 극초음속 희박유동을 대상으로 하여, DSMC(Direct Simulation Monte Carlo) 및 N-S(Navier-Stokes) 방정식의 결과와의 비교를 통해 정확도를 검증하고자 하였다. GH 해석자의 정확도 향상을 위해 고체 벽면에서의 여러 가지 slip-wall 경계조건을 적용하고 각각의 결과를 비교하였다. 또한, 높은 Knudsen 수의 1차원 수직 충격파 구조 문제를 통해 GH 방정식의 엔트로피 특성 및 정확성을 고찰하였다.

• Advances in aircraft and spacecraft science
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• 제4권5호
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• pp.503-514
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• 2017

The attitude control of an aircraft is usually fulfilled by means of thrusters at high altitudes. Therefore, the possibility of using also aerodynamic surfaces would produce the advantage of reducing the amount of fuel for the thrusters to be loaded on board. For this purpose, Zuppardi already considered some aerodynamic problems linked to the use of a wing flap in a previous paper. A NACA 0010 airfoil with a trailing edge flap of 35% of the chord, in the range of angle of attack 0-40 deg and flap deflections up to 30 deg was investigated. Computer tests were carried out in hypersonic, rarefied flow by a direct simulation Monte Carlo code at the altitudes of 65 and 85 km of Earth Atmosphere. The present work continues this subject, considering the same airfoil and free stream conditions but two flap extensions of 45% and 25% of the chord and two flap deflections of 15 and 30 deg. The main purpose is to compare the influence of the flap dimension with that of the flap deflection. The present analysis is carried out in terms of: 1) percentage variation of the global aerodynamic coefficients with respect to the no-flap configuration, 2) increment of pressure and heat flux on the airfoil lower surface due to the Shock Wave-Shock Wave Interaction (SWSWI) with respect to the same quantities with no SWSWI or in no-flap configuration, 3) flap hinge moment. Issues 2) and 3) are important for the design of the mechanical and thermal protection system and of the flap actuator, respectively. Under the above mentioned test and geometrical conditions, the flap deflection is aerodynamically more effective than the flap extension, because it involves higher variation of the aerodynamic coefficients. However, tests verify that a smaller deflection angle involves the advantage of a smaller increment of pressure and heat flux on the airfoil lower surface, due to SWSWI, as well as a smaller hinge moment.

• Advances in aircraft and spacecraft science
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• 제2권4호
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• pp.427-443
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• 2015

The present paper is the follow-on of a former work in which the influence of the gas-surface interaction models was evaluated on the aerodynamic coefficients of an aero-space-plane and on a section of its wing. The models by Maxwell and by Cercignani-Lampis-Lord were compared by means of Direct Simulation Monte Carlo (DSMC) codes. In that paper the diffusive, fully accommodated, semi-specular and specular accommodation coefficients were considered. The results pointed out that the influence of the interaction models, considering the above mentioned accommodation coefficients, is pretty strong while the Cercignani-Lampis-Lord and the Maxwell models are practically equivalent. In the present paper, the comparison of the same models is carried out considering the dependence of the accommodation coefficients on the angle of incidence (or partial accommodation coefficients). More specifically, the normal and the tangential momentum partial accommodation coefficients, obtained experimentally by Knetchel and Pitts, have been implemented. Computer tests on a NACA-0012 airfoil have been carried out by the DSMC code DS2V-64 bits. The airfoil, of 2 m chord, has been tested both in clean and flapped configurations. The simulated conditions were those at an altitude of 100 km where the airfoil is in transitional regime. The results confirmed that the two interaction models are practically equivalent and verified that the use of the Knetchel and Pitts coefficients involves results very close to those computed considering a diffusive, fully accommodated interaction both in clean and flapped configurations.