• Proceedings of the KSME Conference
• /
• 2008.11a
• /
• pp.1441-1445
• /
• 2008

Insect flight is adapted to cope with each circumstance by controlling a variety of the parameters of wing motion in nature. Many researchers have struggled to solve the fundamental concept of insect flight, but it has not been solved yet clearly. In this study, to find the most effective flapping wing kinematics, we conducted to analyze CFD data on fixing some of the optimal parameters of wing motion such as stoke amplitude, flip duration and wing rotation type and then controlled the deviation angle by fabricating wing tip motion. Although all patterns have the similar value of lift coefficient and drag coefficient, pattern A(pear-shape type) indicates the highest lift coefficient and pattern H(pear-shape type) has the lowest lift coefficient among four wing tip motions and three deviation angles. This result suggest that the lift and drag coefficient depends on the angle of attack and the deviation angle combined, and it could be explained by delayed stall effect.

• Journal of the Korean Society of Fisheries and Ocean Technology
• /
• v.42 no.4
• /
• pp.217-227
• /
• 2006

This research aims at establishing the application of canvas kite to the fishing gear through the analysis of the lift/drag tests of the kites have been performed in our previous finding. Now that several methodologies were designed to find the most effective triangular model as a buoyancy device applied to the fishing gear. Comparisons of drag/lift were made by installing the model in an installation frame instead of the prototype. Also, we have considered the application of canvas kite to the prototypic fishing gear by calculation using the result of this test. The results obtained from the above approaches are summarized as follows, where attack angle, lift coefficient, maximum lift coefficient and drag coefficient are denoted as $B,\;C_L,\;C_Lmax\;and\;C_D$ respectively. The camber showed a gradual increase with an increase of fluid velocity. There was a big discrepancy in B=20 unlike B=30. Even if the kite retreats along the fluid flow, there is little relationship with the velocity variation. Lifts calculated with the kites were bigger and drags were smaller than those of the calculations with the float only. The kite as the buoyancy device will be very useful when the appropriate applications and the stability are met.

• Journal of computational fluids engineering
• /
• v.17 no.3
• /
• pp.68-74
• /
• 2012

Near-wall effect on wakes behind particles is one of the important factors in precise tracking of particles in turbulent flows. However, most aerodynamic force models for particles did not fully consider the wall effect. In the present study, we focused on changes of hydrodynamic forces acting on a particle depending on wall proximity. To this end, we developed an immersed boundary method with multi-direct forcing incorporated to a fully implicit decoupling procedure for incompressible flows. We validate the present immersed boundary method through two-dimensional simulations of flow over a circular cylinder. Comprehensive parametric studies on the effect of the wall proximity on the drag and lift forces acting on an immersed circular cylinder in a channel flow are performed in order to investigate general flow patterns behind the circular cylinder for a wide range of Reynolds number (0.01 ${\leq}$ Re ${\leq}$ 200). As the cylinder is closer to the wall, the drag coefficient decreases while the lift coefficient increases with a local maximum. Maximum drag and lift coefficients for different wall proximities decrease with increment of Reynolds number. Normalized drag and lift coefficients by their maximum values show universal correlations between the coefficients and wall proximity in a low Reynolds number regime (Re ${\leq}$ 1).

• International Journal of Aeronautical and Space Sciences
• /
• v.15 no.4
• /
• pp.366-373
• /
• 2014

A conceptual design of a three-surface strike fighter was studied and stealth performance was taken into account to enhance survivability and battle effectiveness. CATIA was used to design the aircraft's three-dimensional prototype model and the weapon carriage arrangement was also studied. The aircraft's RCS characteristics and distributions under X, S, C, and L bands were simulated using the RCSPlus software, which is based on the PO method. Pressure and velocity distributions of the flow field were also simulated using CFD. A turbulence model was based on standard $k-{\varepsilon}$ function and N-S functions were used during the CFD computation. Lift coefficients, drag coefficients, and lift-to-drag ratio were obtained by aerodynamic simulation. The results showed that: (1) the average value of head-on RCS between ${\pm}30^{\circ}$ is below -3.197 dBsm, and (2) the lift coefficient is 0.34674, the drag coefficient is 0.04275, and the lift-to-drag ratio is 8.11087 when the attack angle is $2.5^{\circ}$.

• Wind and Structures
• /
• v.31 no.3
• /
• pp.255-267
• /
• 2020

A systematic set of low-speed wind tunnel experiments was performed at Re = 6.5×10⁴ and 1.1×10⁵ to study the mean wind loading experienced by surface-mounted finite-height square prisms for different aspect ratios, incidence angles, and boundary layer thicknesses. The aspect ratio of the prism was varied from AR = 1 to 11 in small increments and the incidence angle was changed from α = 0° to 45° in increments of 1°. Two different boundary layer thicknesses were used: a thin boundary layer with δ/D = 0.8 and a thick boundary layer with δ/D = 2.0-2.2. The mean drag and lift coefficients were strong functions of AR, α, and δ/D, while the Strouhal number was mostly influenced by α. The critical incidence angle, at which the prism experiences minimum drag, maximum lift, and highest vortex shedding frequency, increased with AR, converged to a value of α_c = 18° ± 2° once AR was sufficiently high, and was relatively insensitive to changes in δ/D. A local maximum value of mean drag coefficient was identified for higher-AR prisms at low α. The overall behaviour of the force coefficients and Strouhal number with AR suggests the possibility of three flow regimes.

• Journal of Industrial Technology
• /
• v.17
• /
• pp.183-189
• /
• 1997

The computation of the flow around a supercritical airfoil with a divergent trailing edge(DTE) modification(DLBA 243) is compared to that of original supercritical airfoil(DLBA 186). For this computation, Reynolds-Averaged Navier-Stokes equations are solved with a linearized block implicit ADI method and a mixing length turbulence model. Results show the effects of the shock and separated flow regions on drag reduction due to DTE modification. Results also show that DTE modification accelerates the boundary layer flow near the trailing edges which has an effect similar to a chordwise extension that increases circulation and is consistent with the calculated increase in the recirculation region in the wake. Airfoil with DTE modification achieves the same lift coefficient at a lower incidence and thus at a lower drag coefficient, so that lift-to-drag ratio is increased in transonic cruise conditions compared to the original airfoil. The reduction in drag due to DTE modification is associated with weakening of shock strength and delay of shock which is greater than the increase in base drag.

• Journal of Industrial Technology
• /
• v.22 no.A
• /
• pp.59-65
• /
• 2002

The objective of this study is to provide the quantitative and qualitative computational data about the aerodynamic performance of Gurney flap on NACA 00XX airfoils and to show the optimum Gurney flap height for each airfoil. The test was performed on 7 different airfoils from NACA 0006 to NACA0024, which have a 3% chord(=c) thickness interval. For every NACA 00XX airfoil, Gurney flap heights were changed by 0.5% or 0.25% chord interval from 0 to 2.0%c to study their effects. The aerodynamic characteristics of clean and Gurney flap airfoil were compared, and the influences of Gurney flap on each airfoil were compared. As a CFD (Computational Fluid Dynamics) solver, FLUENT, based on Navier-Stokes code, was used to calculate the flow field around the airfoil. The fully-turbulent results were obtained using the standard $k-{\varepsilon}$ two-equation turbulence model. The test results showed that Gurney flap increased the lift coefficient much more than the drag coefficient over a certain range of the lift coefficient, so the lift-to-drag ratio, which is the important index of airfoil performance, was increased. Based on the test results, the relationship between the airfoil thickness and the optimum Gurney flap heights was suggested.

• 한국전산유체공학회:학술대회논문집
• /
• 2008.03b
• /
• pp.134-137
• /
• 2008

In this study, a computational analysis is conducted to investigate the effects of porous surfaces on the lift and drag forces of the flat plate. With the porous treatment, it is found that the strength of the Karman vortex as well as its influences over the trailing-edge surface are much weakened, resulting in significant reduction of the pressure fluctuations over the flat plate. The drag and lift coefficients are decreased by 85% and 18%, respectively, compared to the solid surface. The computed results also indicate that the size of the porous surface area does not have much influences but the back side of the flat plate has non-negligible effects on the interaction between the wall and the Karman vortex. As a result, the lift coefficient for the solid back side case is decreased only by 50.5% compared to the solid case and the drag coefficient is even increased by 65%.

• Transactions of the Korean Society of Mechanical Engineers
• /
• v.13 no.2
• /
• pp.277-286
• /
• 1989

Turbulent flows around two-dimensional vehicle-like bodies in ground proximity are numerically simulated. The Reynolds averaged Navier-Stokes equations with a k-.epsilon. turbulence model are numercally solved, and a body-fitted coordinate system is used. It is shown that the simulation is acceptable in comparison with limitted data measured in the wind-tunnel. According to numerical simulations, drag coefficients are under-estimated and lift coefficients are over-estimated during the model test in the wind-tunnel if the ground is fixed. Such ground effects are reduced as Reynolds number is increased. Reducing the gap between the vehicle and the ground make drag coefficients smaller and lift coefficients larger. The changes in static pressure distributions on the bottom and the rear surface play dominent roles in determination of the drag and the lift of the body in ground proximity. Drag component less than 10% of the total amount is contributed by skin-frictions. When the slant-angle of the body is reduced, the drag shows its minimum value and the lift shows its maximum value at about 22 degree.

• Journal of computational fluids engineering
• /
• v.19 no.4
• /
• pp.75-79
• /
• 2014

In the paper, a study on the analysis of the effects of trailing edge thickness on the aerodynamic characteristics of an airfoil is described. In this research, modification of the formula representing NACA symmetric airfoil is studied to change the airfoil shape with different trailing edge thickness of user's choice. According to the result of aerodynamic characteristics, as the trailing edge thickness increases the maximum lift coefficient increases while the lift-to-drag ratio decreases. In this paper flow calculation results are demonstrated and the analysis on those results and findings on the effects of non-zero thickness of trailing edge are suggested.