• Journal of the Korean Society for Aeronautical & Space Sciences
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• v.47 no.1
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• pp.17-25
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• 2019

An intake of Aircraft becomes S-shaped geometry due to spatial limitation or procuring survivability. But curvature of the S-shaped geometry makes secondary flow or flow separation which is the cause of non-uniform pressure distribution. In this study, boundary layer suction is applied to RAE M 2129 S-Duct by attaching sub duct. Design variable is suction location and angle. A mass flow rate drawn out by suction at the sub duct outlet is constant over every model. A grid dependency test was conducted to verify validity of computation. The comparison among the CFD (Computation Fluid Dynamics), ARA experimental result, and ARA computation result of non-dimensional pressure distribution on the Port side and Starboard Side confirmed the validity of CFD. In this study, Distortion Coefficient was used for evaluating aerodynamic performance of S-Duct. The analysis, which was about flow separation, vortex, mass flow rate distribution, and pressure distribution were also investigated. Maximum 26.14% reduction in Distortion Coefficient was verified.

• Journal of the Korean Society of Food Science and Nutrition
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• v.17 no.4
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• pp.371-375
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• 1988

Tubular ultrafiltration membranes were used to investigated mass transfer characteristics of waste cheese whey. The effects of bulk concentration and flow velocity on permeat flux, mass transfer coefficient and apparent rejection coefficient were measured. Mass transfer coefficient was increased linearly with increasing flow velocity, and following relationship between mass transfer coefficient(k) and linear velocity(u) was obtained. $k=0.87{\times}10^{-5}u^{1-1}$ It is interjecting to note that plots for all linear velocity tend to converge to the same point for zero permeating flux, and the maximum bulk concentration that can be achieved with cheese whey extracts was 38(w/v %). In general, membrane rejection coefficient increased with increasing flow velocity and the rejection coefficients of cheese whey solution and that of lactose in cheese whey solution were obtained $0.40{\sim}0.65$, $0.15{\sim}0.30$, respectively.

• Membrane and Water Treatment
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• v.11 no.2
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• pp.111-121
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• 2020

The fouling of Nanofiltration membrane (NF) was examined using wastewater containing reactive black dye RB5 of 1500 Pt/Co color concentrations with 16890 mg/l TDS collected from El-alamia Company for Dying and Weaving in Egypt. The NF-unit was operated at constant pressure of 10 bars, temperature of 25℃, and flowrate of 420 L/min. SEM, EDX, and FTIR were used for fouling characterization. Using the ROIFA-4 program, the total inorganic fouling load was 1.07 mM/kg present as 49.3% Carbonates, 10.1% Sulfates, 37.2% Silicates, 37.2% Phosphates, and 0.93% Iron oxides. The permeate flux, recovery, salt rejection and mass transfer coefficients of the dye molecules were reduced significantly after fouling. The results clearly demonstrate that the fouling had detrimental effect on membrane performance in dye removal, as indicated by a sharp decrease in permeate flux and dye recovery 68%. The dye mass transfer coefficient was dropped dramatically by 34%, and the salt permeability increased by 14%. In this study, all the properties of the membrane used and the fouling that caused its poor condition are identified. Another study was conducted to regeneration fouled membrane again by chemical methods in another article (Abdel-Fatah et al. 2017).

• Transactions of the Korean Society of Mechanical Engineers B
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• v.27 no.8
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• pp.1051-1060
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• 2003

The heat and mass transfer on two kinds of tube surfaces (bare stainless steel tube and Teflon coated tube) in steam-air mixture flow are experimentally studied to obtain design data for the heat exchanger of the latent heat recovery from flue gas. In the test section, 3-tubes are horizontally installed, and steam-air mixture is vertically flowed from the top to the bottom. The pitch between tubes is 67mm, the out-diameter of tube is 25.4mm, and the thickness is 1.2mm ; blockage factor (cross sectional tube area over the cross sectional area of the test section) is about 0.38. All of sensors and measurement systems (RTD, pressure sensor, flow-meter, relative humidity sensor, etc.) are calibrated with certificated standard sensors and the uncertainty for the heat transfer measurement is surveyed to have the uncertainty within 7%. As experimental results, overall heat transfer coefficient of the Teflon (FEP) coated tube is degraded about 20% compared to bare stainless tube. The degradation of overall heat transfer coefficient of Teflon coated tube comes from the additional heat transfer resistance due to Teflon coating. Its magnitude of heat transfer resistance is comparable to the in-tube heat transfer resistance. Nusselt and Sherwood numbers on Teflon (FEP) coated surface and bare stainless steel surface are discussed in detail with the contact angles of the condensate.

• Transactions of the Korean Society of Mechanical Engineers B
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• v.39 no.8
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• pp.669-675
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• 2015

In this study, we investigate the performance variations of an automotive turbocharger compressor with respect to the height variation of the recirculating casing treatment (RCT). We use three RCT heights, namely 1.2 mm, 1.5 mm, and 1.8 mm. We vary the compressor speed from 90,000 to 150,000 rpm, and the flow rate from 0.015 kg/s to 0.08 kg/s. The calculation results of the total pressure ratio and isentropic efficiency showed good agreement with the performance data provided by the manufacturer within a 0.7 percent error. The results showed that the RCT heights of 1.2 mm, 1.8 mm, and 1.5 mm, in that order, exhibited a more uniform pressure distribution, higher pressure ratio, and wider operational range. As the number of revolutions per minute increased, we obtained typical characteristics of a compressor map having a narrower operational range in the region of higher pressure ratio.

• Journal of the Korean Wood Science and Technology
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• v.22 no.2
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• pp.61-70
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• 1994

This study was executed to find the applicability of press drying of tree disk by investigating the shrinkage and drying defect and to form appropriate model by comparing the actual moisture content(MC) and internal temperature in respect of drying time with calculated values based computer simulation to which was applied finite difference method. In press drying disk, heating period, constant drying rate period maintained plateau temperature at 100$^{\circ}C$ and falling drying rate period were significantly distinguished. Actual MC and internal temperature were analogous to those calculated at comparing points. Heat transfer model formed by Fourier's law using specific heat of moist wood and conduction coefficient considering fractional volume of each element of wood cell wall, bound water, free water and air showed applicability as basic data to developing heat expansion, shrinkage and drying stress during press drying. Also mass transfer model formed by Fick's diffusion law using water vapor diffusion coefficient showed applicability. Longitudinal shrinkage was developed by pressure of hot press and tangential shrinkage was restrained by hygrothermal recovery. The heart check, surface check and ring failure were occurred differently in species, but V-shaped crack didn't develop.

• Proceedings of the Korean Society of Propulsion Engineers Conference
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• 2008.03a
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• pp.456-459
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• 2008

The purpose of this paper is to examine the aerodynamic characteristics of three hypersonic configurations including pure liftbody configuration, pure waverider configuration and liftbody integrated with waverider configuration. Hypersonic forbodies were designed based on these configurations. For the purpose to integrate with ramjet or scramjet, all the forebodies were designed integrated with hypersonic inlet. To better understand the forebody performance, three dimensional flow field calculation of these hypersonic forebodies integrated with hypersonic inlet were conducted in the design and off design conditions. The computational results show that waverider offer an aerodynamic performance advantage in the terms of higher lift-drag ratios over the other two configurations. Liftbody offer good aerodynamic performance in subsonic region. The aerodynamic performance of the liftbody integrated with waverider configuration is not comparable to that of pure waverider in the terms of lift-drag ratios and is not comparable to that of pure liftbody in subsonic. But the liftbody integrated with waverider configuration exhibit good lateral-directional and longitudinal-directional stability characteristics. Both pure waverider and liftbody integrated with waverider configuration can provide relatively uniform flow for the inlet and offer good aerodynamic characteristics in the terms of recovery coefficient of total pressure and uniformity coefficient.

• Wind and Structures
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• v.11 no.4
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• pp.257-273
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• 2008

A number of passive aerodynamic drag reduction methods were applied separately and then in different combinations on an intercity bus model, through wind tunnel studies on a 1:20 scale model of a Mercedes Benz Tourismo 15 RHD intercity bus. Computational fluid dynamics (CFD) modelling was also conducted in parallel to assist with flow visualisation. The commercial CFD package $CFX^{TM}$ was used. It has been found that dramatic reductions in coefficient of drag ($C_D$) of up to 70% can be achieved on the model using tapered and rounded top and side leading edges, and a truncated rear boat-tail. The curved front section allows the airflow to adhere to the bus surfaces for the full length of the vehicle, while the boat-tails reduce the size of the low pressure region at the base of the bus and more importantly, additional pressure recovery occurs and the base pressures rise, reducing drag. It is found that the CFD results show remarkable agreement with experimental results, both in the magnitude of the force coefficients as well as in their trends. An analysis shows that such a reduction in aerodynamic drag could lead to a significant 28% reduction in fuel consumption for a typical bus on intercity or interstate operation. This could translate to a massive dollar savings as well as significant emissions reductions across a fleet. On road tests are recommended.

• Proceedings of the KSME Conference
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• 2001.06e
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• pp.813-818
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• 2001

The flow characteristics of the vaned diffuser were complicated with geometric shapes. We have studied the effects of various vaned diffuser configurations, such as divergence angles and rectangular and conical cross-section shapes. Numerical analyses are carried out for the diffuser and casing. The pressure recovery coefficient was calculated to estimate the performance of the diffuser, and then compared with the measure data. Results show that the shapes and the divergence angles of the diffuser strongly influence on the performance of the small-size turbo-compressor.

• Journal of Advanced Marine Engineering and Technology
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• v.10 no.4
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• pp.67-77
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• 1986

The information on the heat transfer characteristics, flow pattern and pressure drop, are very important for the desing of general heat exchanger, refrigerating system, air conditioning system and energy recovery system. In these systems, water or lubricating oil contained in working fluid affects greatly the flow and heat transfer condition and this phenomena must be considered in the practical design. An experiment has been performed for studying the flow and heat transfer characteristics of the forced convective horizontal flow of R-113 under the range of the liquid single phase state to the boiling flow state. Basic experimental results are obtained in the case that water or lubricating oil does not contaminate in the test fluid. Experimental results are as follows; (1) The local heat transfer coefficients in the nucleate boiling region and transition boiling region are almostly ten times as large as that of liquid single phase flow. (2) The measured heat transfer coefficient in the present experimental range is relatively agreed well with the predicted value from the various experimental results for the boiling flow.