• Tribology and Lubricants
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• v.34 no.3
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• pp.75-83
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• 2018

Microturbomachinery (< 250 kW) using gas foil bearings can function without oil lubricants, simplify rotor-bearing systems, and demonstrate excellent rotordynamic stability at high speeds. State-of-the-art technologies generally use bump foil bearings or leaf foil bearings due to the specific advantages of each of the two types. Although these two types of bearings have been studied extensively, there are very few studies on leaf-bump foil bearings, which are a combination of the two aforementioned bearings. In this work, we illustrate a simple mathematical model of the leaf-bump foil bearing with leaf foils supported on bumps, and predict its static and dynamic performances. The analysis uses the simple elastic model for bumps that was previously developed and verified using experimental data, adds a leaf foil model, and solves the Reynolds equation for isothermal, isoviscous, and ideal gas fluid flow. The model predicts that the drag torques of the leaf-bump foil bearings are not affected significantly by static load and bearing clearance. Due to the preload effect of the leaf foils, rotor spinning, even under null static load, generates significant hydrodynamic pressure with its peak near the trailing edge of each leaf foil. A parametric study reveals that, while the journal eccentricity and minimum film thickness decrease, the drag torque, direct stiffness, and direct damping increase with increasing bump stiffness. The journal attitude angle and cross-coupled stiffness remain nearly constant with increasing bump stiffness. Interestingly, they are significantly smaller compared to the corresponding values obtained for bump foil bearings, thus, implying favorable rotor stability performance.

• Journal of Bio-Environment Control
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• v.1 no.2
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• pp.142-147
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• 1992

The wind pressure distributions were analyzed to provide fundamental criteria for the structural design on the two-span arched house according to the wind directions through the wind tunnel experiment. In order to investigate the wind force distributions, the variation of the wind force coefficients, the mean wind force coefficients, the drag force coefficients and the lift force coefficients were estimated using the experimental data. The results obtained are as follows : 1. The variation of the wind force with wind directions on the side walls was the greatest at the upwind edge of the walls. 2. The maximum negative wind force along the length of the roof appeared at the upwind edge at the wind direction of 60$^{\circ}$. 3. The maximum negative wind force along the width of the roof appeared at the width ratio and wind direction of 0$^{\circ}$ and 0.4 in the first house and 0.6 and 30$^{\circ}$ in the second house, respectively. 4. The mean negative wind force on the side walls of the first house at the wind direction of 0$^{\circ}$ was far greater than that of the second house, and the maximum negative wind force on the roof occurred at the wind direction of 30$^{\circ}$. 5. The maximum lift force appeared on the second house at the wind direction of 30$^{\circ}$, but the lift force on the first house was far greater than that on the second house at the wind direction of 0$^{\circ}$. 6. The parts to be considered for the local wind forces were the edges of the walls, and the edges of the x-direction and the width ratio, 0.4 of the y-direction in the roofs.

• Journal of the Korean Society of Marine Environment & Safety
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• v.20 no.3
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• pp.323-333
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• 2014

In this paper, the wakes behind a square cylinder were simulated using two kinds of different turbulence models for the eddy viscosity concept such as the zero- and the one-equation model in which the former is the mixing length model and the latter is the k-equation model. For comparison between numerical and analytical solutions, we employed three skill assessments: the correlation coefficient(r) for the similarity of the wake shape, the error of maximum velocity difference(EMVD) for the accuracy of wake velocity and the ratio of drag coefficient(RDC) for the pressure distribution around the structure. On the basis of the numerical results, the feasibility of each model for wake simulation was discussed and a suitable value for the empirical constant was suggested in these turbulence models. The zero-equation model, known as the simplest turbulence model, overestimated the EMVD and its absolute mean error(AME) for r, EMVD and RDC was ranging from 20.3 % to 56.3 % for all test. But the AME by the one-equation model was ranging from 3.4 % to 19.9 %. The predicted values of the one-equation model substantially agreed with the analytical solutions at the empirical mixing length scale $L=0.6b_{1/2}$ with the AME of 3.4 %. Therefore it was concluded that the one-equation model was suitable for the wake simulation behind a square cylinder when the empirical constant for eddy viscosity would be properly chosen.

• International Journal of Naval Architecture and Ocean Engineering
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• v.3 no.4
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• pp.274-285
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• 2011

The supercavitating vehicle is an underwater vehicle that is surrounded almost completely by a supercavity to reduce hydrodynamic drag substantially. Since the cruise speed of the vehicle is much higher than that of conventional submarines, the drag force is huge and a buckling may occur. The buckling phenomenon is analyzed in this study through static and dynamic approaches. Critical buckling load and pressure as well as buckling mode shapes are calculated using static buckling analysis and a stability map is obtained from dynamic buckling analysis. When the finite element method (FEM) is used for the buckling analysis, the solver requires a linear static solver and an eigenvalue solver. In this study, these two solvers are integrated and a consolidated buckling analysis module is constructed. Furthermore, Particle Swarm Optimization (PSO) algorithm is combined in the buckling analysis module to perform a design optimization computation of a simplified supercavitating vehicle. The simplified configuration includes cylindrical shell structure with three stiffeners. The target for the design optimization process is to minimize total weight while maintaining the given structure buckling-free.

• Journal of the Korean Society for Aeronautical & Space Sciences
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• v.47 no.4
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• pp.245-255
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• 2019

This paper describes on aerodynamic analysis based on the truncation rate of guided-weapon nose using computational fluid dynamics. The shape to perform the analysis is only the body of the guided weapon and the diameter to length ratio is 10.7. Three nose shapes were selected and hemisphere, 25% and 50% truncation were compared. For the accurate CFD analysis of the body, the grid method and the analytical method were selected and verified using NASA wind tunnel test data. For the three nose shapes, the drag analysis for the flight Mach number is 6~20% different. This difference was analyzed by the pressure distribution from nose to base.

• Geomechanics and Engineering
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• v.24 no.4
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• pp.389-397
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• 2021

Pile foundation is a typical form of bridge foundation and viaduct, and large-diameter rock-socketed piles are typically adopted in bridges with long span or high piers. To investigate the effect of a mountain slope with a deep overburden layer on the bearing characteristics of large-diameter rock-socketed piles, four centrifuge model tests of single piles on different slopes (0°, 15°, 30° and 45°) were carried out to investigate the effect of slope on the bearing characteristics of piles. In addition, three pile group tests with different slope (0°, 30° and 45°) were also performed to explore the effect of slope on the bearing characteristics of the pile group. The results of the single pile tests indicate that the slope with a deep overburden layer not only accelerates the drag force of the pile with the increasing slope, but also causes the bending moment to move down owing to the increase in the unsymmetrical pressure around the pile. As the slope increases from 0° to 45°, the drag force of the pile is significantly enlarged and the axial force of the pile reduces to beyond 12%. The position of the maximum bending moment of the pile shifts downward, while the magnitude becomes larger. Meanwhile, the slope results in the reduction in the shaft resistance of the pile, and the maximum value at the front side of the pile is 3.98% less than at its rear side at a 45° slope. The load-sharing ratio of the tip resistance of the pile is increased from 5.49% to 12.02%. The results of the pile group tests show that the increase in the slope enhances the uneven distribution of the pile top reaction and yields a larger bending moment and different settlements on the pile cap, which might cause safety issues to bridge structures.

• Wind and Structures
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• v.35 no.1
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• pp.55-66
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• 2022

Tall buildings are often subjected to steady and unsteady forces due to external wind flows. Measurement and mitigation of these forces becomes critical to structural design in engineering applications. Over the last few decades, many approaches such as modification of the external geometry of structures have been investigated to mitigate wind-induced load. One such proven geometric modification involved the rounding of sharp corners. In this work, we systematically analyze the impact of rounded corner radii on the reducing the flow-induced loading on a square cylinder. We perform 3-Dimensional (3D) simulations for high Reynolds number flows (Re=1 × 105) which are more likely to be encountered in practical applications. An Improved Delayed Detached Eddy Simulation (IDDES) method capable of capturing flow accurately at large Reynolds numbers is employed in this study. The IDDES formulation uses a k-ω Shear Stress Transport (SST) model for near-wall modelling that prevents mesh-induced separation of the boundary layer. The effects of these corner modifications are analyzed in terms of the resulting variations in the mean and fluctuating components of the aerodynamic forces compared to a square cylinder with no geometric changes. Plots of the angular distribution of the mean and fluctuating coefficient of pressure along the square cylinder's surface illustrate the effects of corner modifications on the different parts of the cylinder. The windward corner's separation angle was observed to decrease with an increase in radius, resulting in a narrower and longer recirculation region. Furthermore, with an increase in radius, a reduction in the fluctuating lift, mean drag, and fluctuating drag coefficients has been observed.

• Journal of Ship and Ocean Technology
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• v.11 no.3
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• pp.39-50
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• 2007

This study aims the observation of wing-in-ground effect near free surface. Numerical computations are carried out to observe the deformation of free surface and the effects on lift and drag. The detailed flow fields around two- and three-dimensional wings with NACA 0012 section are observed from the results of a commercial CFD program, FLUENT, and the local deformations of free surface are obtained by applying a Rankine panel method. In the present cases, the small deformation of free surface under the wings is observed, but different forces are found between solid wall and free surface when the speed of wings becomes large.

• Proceedings of the KSME Conference
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• 2007.05b
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• pp.2857-2861
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• 2007

Flow and aerodynamic characteristics were analyzed numerically for a commercial passenger airplane, Boeing 747-400, flying in the cruising condition. The model geometry with 100:1 in scale was obtained by the photo scanning measurement with the maximum error of 1.4% comparing with the real airplane dimension. The three-dimensional inviscid steady compressible governing equations were solved by the finite volume method in the unstructured grid system. The convective terms were treated by the Crank-Nicholson and first-order upwind schemes. In the computational results, the strong wing-tip vortices were clearly observed and the pressure contours on the airplane surface were suggested. The lift and drag forces in the wing with engines increase by 1.49% and 3.9%, respectively compared with the case without engines. The aerodynamic forces were estimated quantitatively for each element which consists of the airplane.

• Proceedings of the Korean Society of Tribologists and Lubrication Engineers Conference
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• 1999.06a
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• pp.255-264
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• 1999

Friction characteristics of automotive friction materials containing different metallic fibers rubbing against Al-MMC and cast iron disk specimens have been studied. Friction materials containing aluminum, copper or low steel carbon fiber were tested. Friction tests were composed of three different phases to investigate the effect of temperature, pressure, speed, and drag time. The results showed that the friction material containing Al fibers has lower friction force and wear amount than the others with Cu or Steel fiber. On the other hand, the wear of friction material was severe in the case of using Al-MMC rotors. These results showed that the thermal decomposition of solid lubricants (and organic components), formation of transfer layer, and SiC particles in the AI-MMC rotor play crucial roles in determining the friction characteristics.