• 유체기계공업학회:학술대회논문집
• /
• 2001.11a
• /
• pp.37-42
• /
• 2001

A computerized axial flow fan design system is developed with the capabilities for predicting the aerodynamic performance and the noise characteristics of fan. In the present study, the basic fan blading design is made by combining vortex distribution scheme with camber line design, airfoil selection, blade thickness distribution and stacking of blade elements. With the designed fan blade geometry, the through-flow field and the performance of fan are analyzed by using the streamline curvature computing scheme with spanwise total pressure loss and flow deviation models. Fan noise is assumed to be generated due to the pressure fluctuation induced by wake vortices of fan blades and to radiate as dipole distribution. The vortex-induced fluctuating pressure on blade surface is calculated by combining thin airfoil theory and the predicted flow field data. The predicted performances, sound pressure level and noise directivity patterns of fan by the present method are favorably compared with the test data of actual fans. Furthermore, the present method is shown to be very useful in designing the blade geometry of new fan and optimizing design variables of the fan to achieve higher efficiency and lower noise level.

• Proceedings of the KSME Conference
• /
• 2003.04a
• /
• pp.2089-2094
• /
• 2003

The flow around a circular cylinder was controlled by attaching O-rings to reduce drag force acting on the cylinder. Four experimental models were tested in this study; one smooth cylinder of diameter D (D=60mm) and three cylinders fitted with O-rings of diameters d=0.0167D, 0.05D and 0.067D with pitches of PPD=1D, 0.5D and 0.25D. The drag force, mean velocity and turbulent intensity profiles in the near wake behind the cylinders were measured for Reynolds numbers based on the cylinder diameter in the range of $Re_D=7.8{\times}10^3{\sim}1.2{\times}10^5$. At $Re_D=1.2{\times}10^5$, the cylinder fitted with O-rings of d=0.0167D in a pitch interval of 0.25D shows the maximum drag reduction of about 5.4%, compared with the smooth cylinder. The drag reduction effect of O-rings of d=0.067D is not so high. For O-ring circulars, as the Reynolds number increases, the peak location of turbulence intensity shifts downstream and the peak magnitude is decreased. Flow field around the cylinders was visualized using a smoke-wire technique to see the flow structure qualitatively. The size of vortices and vortex formation region formed behind the O-ring cylinders are smaller, compared with the smooth cylinder.

• Journal of computational fluids engineering
• /
• v.17 no.3
• /
• pp.87-92
• /
• 2012

The presence of a layer of vegetation which is relevant in river engineering or coastal engineering can modify the overall flow resistance, turbulent characteristics of flow. The patch of vegetation can be modelled and studied in a simple porous cylinder by previous researchers. Fully three dimensional Large Eddy Simulation is conducted in flow past a porous cylinder with a solid volume fraction (SVF) 0f 20%. The porous cylinder of diameter D contains 89 smaller cylinders which diameter is 0.048D in a regular staggered way. Reynolds number based on porous cylinder diameter D and the bulk velocity is 10,000. The large scale shedding is qualitatively similar to the one observed in the non-porous case (SVF=100%). The difference in the dynamics of the separated shear layer and the streamwise flow penetrating through the porous cylinder are compared with those in the non-porous cylinder. In particular, the wake billows form a larger distance from the back of the porous cylinder.

• International Journal of Aeronautical and Space Sciences
• /
• v.17 no.2
• /
• pp.139-148
• /
• 2016

The passive control methods such as horizontal and vertical fences on the lower surface of the bluff body were applied to suppress the vortex shedding and enhance the aerodynamic stability of flow. For investigating the effects of the passive control methods, wind tunnel experiments on the unsteady flow field around a bluff body near a moving ground were performed. The boundary layer and velocity profiles were measured by the Hot Wire Anemometer (HWA) system and the vortex shedding patterns and flow structures in a wake region were visualized via the Particle Image Velocimetry (PIV) system. Also, it is a measuring on moving ground condition that the experimental values of the critical gap distances, Strouhal numbers and aerodynamic force FFT analyses. Through the experiments, we found that the momentum supply due to moving ground caused the vortex shedding at the lower critical gap distance rather than that of fixed ground. The horizontal and vertical fences increase the critical gap distance and it can suppress the vortex shedding. Consequently, the stability characteristics of the bluff body near a moving ground could be effectively enhanced by the simple passive control such as the vertical fences.

• Transactions of the Korean Society of Mechanical Engineers B
• /
• v.28 no.7
• /
• pp.780-788
• /
• 2004

This paper reports the fluid flow and heat transfer around a module cooled by forced air flow generated by a piezoelectric(PZT) cooling fan. The fluids are locally accelerated by a flexible PZT fan which deflects inside a fluid transport system of comparatively simple structure mounted on a PCB in a parallel-plate channel(450${\times}$80${\times}$700㎣). Input voltages of 20-100V and a resonance frequency of 23㎐ were used to vibrate the cooling fan. Input power to the module was 4W. The fluid flow around the module was visualized by using PIV system. The temperature distributions around a heated module were visualized by using liquid crystal film(LCF). The cooling effect using a PZT fan was independent of the vent area ratios at the channel inlet and was similar to the forced convection cooling. We found that the flow type was Y-shape and the cooling effect was increased by the wake generated by a piezoelectric cooling fan.

• Journal of the Korean Society for Aeronautical & Space Sciences
• /
• v.32 no.10
• /
• pp.118-126
• /
• 2004

The propulsive characteristics of oscillating flat plates are investigated using a discrete vortex method. The plates and their wakes are represented by discrete point vortices. To analyze the closely coupled aerodynamic interference between the plates, a vortex core model and a vortex core addition scheme are combined. A calculated wake shape for a flat plate in heaving oscillation is compared with flow visualization. The effect of wake shapes on the propulsive characteristics of the plates in pitching oscillation is investigated. The propulsive characteristics of oscillating plates with three cases (1. one is stationary and another is oscillating, 2. both oscillating in phase, 3. both oscillating out of phase) are calculated. The plates oscillating out of phase showed the largest thrust force among the three cases.

• Journal of the Society of Naval Architects of Korea
• /
• v.50 no.3
• /
• pp.145-152
• /
• 2013

Recently, with oil price jumping and environmental issues, Green ship is paid deep attention to by ship owner, operator, builder, class and government. Fuel efficiency and reduction of $CO_2$ emissions are expected to have a strong influence on the design and operation of merchant ships. Many ship owners and operators are seeking the more economic method by the best operating route and the application of reliable and effective energy saving devices. With the Energy Efficiency Design Index (EEDI) in 2013 attention will more than ever be focused at achieving maximum fuel economy in the hydrodynamic design of hull forms, their appendages and propellers. IMO requirements for $CO_2$ emission for ships will now be implemented for vessels ordered from 1st January 2013. So far, a lot of new idea and patents have been proposed, tested, claimed and applied for various kinds of ship type. This paper shows numerical and experimental work related to a study on a energy saving devices particularly for fuller ship such as merchant vessel of Tanker and Bulker. From the bare hull wake measurements, typical upper/lower asymmetry of hull wake at the propeller disk was found. The pre-swirl duct have been designed and reviewed to recover the loss of propeller running in that condition. The general function of the pre-swirl duct was set to work against this asymmetry of wake and generate pre-swirled flow into the propeller against the propeller rotating direction.

• Journal of the Korean Society for Aeronautical & Space Sciences
• /
• v.33 no.7
• /
• pp.9-17
• /
• 2005

The wake patterns and thrust characteristics of dual flapping airfoils in a biplane configuration are investigated using an unsteady panel method. To trace complicated wake shapes behind airfoils, a core addition scheme, a vortex core model, and the fourth order Runge-Kutta convection scheme are employed. Present results are verified by comparing them with flow visualization, exact solution and published computed results. The thickness and camber of thick airfoils has an effect of decreasing thrust. The airfoils produce maximum thrust when the phase angles between plunging and pitching motions are both 90 and 120 degrees. Thrust increases as the plunge velocity is increased, which is also found as the pitch amplitude is stepped up. Thrust decreases when the distance between the airfoils is less than 0.6c.

• Journal of the Society of Naval Architects of Korea
• /
• v.60 no.1
• /
• pp.1-9
• /
• 2023

In order to improve the propeller cavitation performance composed of Cavitation Inception Speed (CIS), cavitation extent and pressure fluctuation, it needs to improve the wake distribution that flows into the propeller. The warship propeller cavitation is strongly influenced by the wake created at the V-strut of various appendages. The inflow characteristics of the V-strut were investigated using Computational Fluid Dynamics (CFD) and the twisted angles of the V-strut were aligned with upstream flow. The resistance and self-propulsion tests for the model ship with the existing and modified V-struts were conducted in Towing Tank (TT), and wake distribution, CIS, cavitation observation and pressure fluctuation tests were conducted in Large Cavitation Tunnel (LCT). The propeller behind the modified V-strut showed better cavitation characteristics than that behind the existing V-strut. Another model test was conducted to investigate rudder cavitation performance by the change of the V-strut. The rudder cavitation characteristics were not improved by the change of the operating conditions. On the basis of the present study, it is thought that the stern appendages for better propeller cavitation performance would be developed.

• Journal of Mechanical Science and Technology
• /
• v.20 no.8
• /
• pp.1256-1265
• /
• 2006

The supersonic flows around tandem cavities were investigated by two-dimensional and three-dimensional numerical simulations using the Reynolds-Averaged Navier-Stokes (RANS) equation with the k- ω turbulence model. The flow around a cavity is characterized as unsteady flow because of the formation and dissipation of vortices due to the interaction between the freestream shear layer and cavity internal flow, the generation of shock and expansion waves, and the acoustic effect transmitted from wake flow to upstream. The upwind TVD scheme based on the flux vector split with van Leer's limiter was used as the numerical method. Numerical calculations were performed by the parallel processing with time discretizations carried out by the 4th-order Runge- Kutta method. The aspect ratios of cavities are 3 for the first cavity and 1 for the second cavity. The ratio of cavity interval to depth is 1. The ratio of cavity width to depth is 1 in the case of three dimensional flow. The Mach number and the Reynolds number were 1.5 and $4.5{\times}10^5$, respectively. The characteristics of the dominant frequency between two- dimensional and three-dimensional flows were compared, and the characteristics of the second cavity flow due to the first cavity flow was analyzed. Both two dimensional and three dimensional flow oscillations were in the 'shear layer mode', which is based on the feedback mechanism of Rossiter's formula. However, three dimensional flow was much less turbulent than two dimensional flow, depending on whether it could inflow and outflow laterally. The dominant frequencies of the two dimensional flow and three dimensional flows coincided with Rossiter's 2nd mode frequency. The another dominant frequency of the three dimensional flow corresponded to Rossiter's 1st mode frequency.