• The KSFM Journal of Fluid Machinery
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• v.5 no.4 s.17
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• pp.54-60
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• 2002

Experimental study was conducted to obtain the air velocity profiles in turbulent pipe flow. The acrylic smooth pipe (${\phi}=80mm$) was used for the test section of the flow loop. It was known that the velocity profiles of turbulent flow were different with Reynolds numbers and the viscous sublayer was usually quite thin. The following conclusions were drawn from the experimental investigations. Maximum velocity of the pipe center and flow-rate are useful for the duct design on the spot. The velocity profiles of high Reynolds number was flatter than those of low Reynolds number. It was known that the exponent, n, for power-law velocity profiles was $6{\sim}9$ depending on Reynolds number ranging from $10^4$ to $10^5$ in the turbulent flow, However, in this experiment study, it was $9{\sim}14$ depending on Reynolds number ranging from 17,000 to 123,727 in the turbulent flow, and $1.7{\sim}3.5$ depending on Reynolds number ranging from 2,442 to 4,564 in the transition region.

• 한국지구물리탐사학회:학술대회논문집
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• 2007.06a
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• pp.75-79
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• 2007

To investigate the shear-wave velocity structures of the Korean peninsula, exploded seismic signals were recorded for 120 s along a 294-km WNW-ESE line and 150 s along a 335-km NNW-SSE line in 2002 and 2004, respectively. First arrival times of shear wave were inverted to derive the velocity tomograms. Initial shear-wave 1-D models were built using the initial P-wave velocity models used by Kim et al. and $V_p/V_s$ ratios of the IASP91 model. The raypaths indicate existence of mid-crust interfaces at the depth of 2-3 km and 16 km. The deepest significant interface corresponding to the Moho discontinuity varies in depth from 32 km to 36 km. The refraction velocity along the interface varies from 4.4 km/s to 4.6 km/s. The velocity tomograms also indicate existence of a low-velocity zone at the depth of 7.8 km under the Okchon fold belt.

• Journal of the Society of Naval Architects of Korea
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• v.41 no.4
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• pp.30-37
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• 2004

Flow characteristics of the inflow ahead of a rotating propeller attached to a container ship model were investigated using a two-frame PIV (Particle Image Velocimetry) technique. Ensemble-averaged mean velocity fields were measured at four different blade phases. The mean velocity fields show the acceleration of inflow due to the rotating propeller and the velocity deficit in the near-wake region. The axial velocity distribution of inflow in the upper plane of propeller is quite different from that in the lower plane due to the thick hull boundary layer. The propeller inflow also shows asymmetric axial velocity distribution in the port and starboard side. As the inflow moves toward the propeller, the effect of phase angle variation of propeller blade on the inflow becomes dominant. In the upper plane above the propeller axis the inflow has very low axial velocity and large turbulent kinetic energy, compared with the lower plane. The boundary layer developed along the bottom surface of stern hull forms a strong shear layer affecting vortex structure of the propeller near-wake.

• Nuclear Engineering and Technology
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• v.51 no.1
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• pp.310-316
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• 2019

Fluidelastic instability is a key issue in steam generator tube bundles subjected in cross-flow. With a low flow velocity, a large amplitude vibration of the tube observed by many researchers. However, the mechanism of this vibration is seldom analyzed. In this paper, the mechanism of cross-flow effects on fluidelastic instability of tube bundles was investigated. Analysis reveals that when the system reaches the critical state, there would be two forms, with two critical velocities, and thus two expressions for the critical velocities were obtained. Fluidelastic instability experiment and numerical analysis were conducted to obtain the critical velocity. And, if system damping is small, with increases of the flow velocity, the stability behavior of tube array changes. At a certain flow velocity, the stability of tube array reaches the first critical state, a dynamic bifurcation occurs. The tube array returns to a stable state with continues to increase the flow velocity. At another certain flow velocity, the stability of tube array reaches the second critical state, another dynamic bifurcation occurs. However, if system damping is big, there is only one critical state with increases the flow velocity. Compared the results of experiments to numerical analysis, it shows a good agreement.

• Transactions of the Korean Society of Mechanical Engineers
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• v.12 no.4
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• pp.847-864
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• 1988

The main purpose of this study is to investigate the local velocity acceleration in a boundary layer diffusion flame over a flat plate. In order to know the effect of separation on the local velocity acceleration, two typical cases, flows with and without separation, are considered. For these cases, flow visualization using paraffine smoke tracers has been made. Mean velocity and r.m.s. value of fluctuating velocity are measured by using a laser Doppler velocimeter. In addition, measurements of time-mean concentration and time-mean temperature have been made. Time-mean density profiles have been obtained from the data of concentration and temperature. The obtained results are summarized as follows : (1) In the case without separation, the local velocity acceleration is clearly observed near the visible flame zone for all flow conditions. On the while, in the case with serration, the local velocity acceleration is observed only at low free stream velocity and high fuel injection velocity. As increasing the free stream velocity or decreasing the fuel injection velocity, it is not distinctly observed in the mean velocity profile. (2) The r.m.s. value of fluctuating velocity is significantly decreased by combustion in the case with separation. But in the case without separation, the r.m.s. value is increased near the visible flame zone in comparison with cold flow. In both cases, the peak value of r.m.s. appeared just at the visible flame zone, where the mean velocity gradient is not too high.

• Proceedings of the KOSOMBE Conference
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• v.1994 no.12
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• pp.153-156
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• 1994

An in vitro steady flow experiment was performed in order to test the accuracy of velocity measurement obtained through a pulsed Doppler echocardiography. A flow phantom was designed for the use in a wide velocity range at a given flow rate. The results showed that the pulsed Doppler velocity measurement obtained in this flow phantom is accurate at low flow rates. However, ultrasound velocity measurement should be performed under a careful considerations of PRF and Doppler gain settings, especially at higher flow rates.

• 제어로봇시스템학회:학술대회논문집
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• 2001.10a
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• pp.147.5-147
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• 2001

This paper describes a gait algorithm and a velocity limitation method for a Leg-Wheel Robot. The gait algorithm enables the robot to preserve continuous locomotion even if the velocity command varies extensively. The velocity limitation method restricts the commanded velocity when it exceeds the mechanical limitation of the robot. Combined use of the velocity limitation method with the gait algorithm ensures the continuity of locomotion, and makes the gait pattern efficient with a long step length and low frequency of leg phase change. These methods can be applied to locomotion on unexplored rough terrain even if the range of roughness is unknown.

• 한국기계연구소 소보
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• s.18
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• pp.29-35
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• 1988

When low sliding velocities in the boundary lubrication range are operating, irregular movements frequently occur which are a result of the stick-slip phenomenon. Such slide motions are undesirable in precision machine tools, particularly with feed back systems used in numerical and adaptive control machine tools. Accordingly, this paper reports analytical and experimental studies in the stick-slip characteristic of machine tool feeding system. The main conclusions of this study are as follows; The tendency towards stick-slip effects may be reduced by; 1). Reducing the drop in friction coefficient in the Stribeck curve(on the rising part of the friction characteristic at higher sliding speeds, the system is stable all the time) 2). Reducing the transition velocity by the use of a higher viscosity lubricating oil. 3). Increasing the stiffness(Damping)and reducing normal load(Sliding mass) Therefore, the Critical velocity is decided from the above conclusions and in designing of machine tool, feed rates(sliding velocity)must be design the more than critical velocity.

• Proceedings of the KIEE Conference
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• 1994.07b
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• pp.1339-1341
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• 1994

In this paper, the flow velocity/mass sensor which is based on the principle of CCT(Constant Chip Temperature) and its digital operating circuit and system have been developed and tested. The experimental result for flow velocity shows that the sensitivity is $644.01{\mu}W^2/[m/sec]$ for air, and there is nearly no hysteresis for full measured range of velocity. Response tine is between 1 second and 8 seconds for low and large velocity variation, respectively.

• Proceedings of the KSR Conference
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• 2003.10c
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• pp.247-251
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• 2003

The velocity of train which is measured from pulse generator attached to TM is used for displaying or control signal of inverter and so on. Measured signals increase and decrease step-by-step by pulse counting or monotonously by F/V conversion. But noises and signal distortions by measuring error like alias make it difficult to provide correct velocity infomation and estimate the acceleration. In this paper, we investigated the performance of Smoothing method for suppressing the noises in velocity signals. And the difference between Smoothed signal and origin velocity signals is inspected and the comparison with low pass filtering show applicable of Smoothing method for noise rejection and the estimation of signal. Finally, acceleration curves estimated from Smoothing method are compared with real accelerator signal attached to train.