• Advances in aircraft and spacecraft science
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• v.5 no.5
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• pp.581-594
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• 2018

This paper is the follow-on of a previous paper by the author where it was pointed out that the forthcoming, manned exploration missions to Mars, by means of complex geometry spacecraft, involve the study of phenomena like shock wave-boundary layer interaction and shock wave-shock wave interaction also along the entry path in Mars atmosphere. The present paper focuses the chemical effects both in the shock layer and on the surface of a test body along the Mars orbital entry and compares these effects with those along the Earth orbital re-entry. As well known, the Mars atmosphere is almost made up of Carbon dioxide whose dissociation energy is even lower than that of Oxygen. Therefore, although the Mars entry is less energized than the Earth re-entry, one can expect that the effects of chemistry on aerodynamic quantities, both in the shock layer and on a test body surface, are different from those along the Earth re-entry. The study has been carried out computationally by means of a direct simulation Monte Carlo code, simulating the nose of an aero-space-plane and using, as free stream parameters, those along the Mars entry and Earth re-entry trajectories in the altitude interval 60-90 km. At each altitude, three chemical conditions have been considered: 1) gas non reactive and non-catalytic surface, 2) gas reactive and non-catalytic surface, 3) gas reactive and fully-catalytic surface. The results showed that the number of reactions, both in the flow and on the nose surface, is higher for Earth and, correspondingly, also the effects on the aerodynamic quantities.

• Advances in aircraft and spacecraft science
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• v.2 no.2
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• pp.125-168
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• 2015

Dynamic aeroelastic behavior of structurally nonlinear Joined Wings is presented. Three configurations, two characterized by a different location of the joint and one presenting a direct connection between the two wings (SensorCraft-like layout) are investigated. The snap-divergence is studied from a dynamic perspective in order to assess the real response of the configuration. The investigations also focus on the flutter occurrence (critical state) and postcritical phenomena. Limit Cycle Oscillations (LCOs) are observed, possibly followed by a loss of periodicity of the solution as speed is further increased. In some cases, it is also possible to ascertain the presence of period doubling (flip-) bifurcations. Differences between flutter (Hopf's bifurcation) speed evaluated with linear and nonlinear analyses are discussed in depth in order to understand if a linear (and thus computationally less intense) representation provides an acceptable estimate of the instability properties. Both frequency- and time-domain approaches are compared. Moreover, aerodynamic solvers based on the potential flow are critically examined. In particular, it is assessed in what measure more sophisticated aerodynamic and interface models impact the aeroelastic predictions. When the use of the tools gives different results, a physical interpretation of the leading mechanism generating the mismatch is provided. In particular, for PrandtlPlane-like configurations the aeroelastic response is very sensitive to the wake's shape. As a consequence, it is suggested that a more sophisticate modeling of the wake positively impacts the reliability of aerodynamic and aeroelastic analysis. For SensorCraft-like configurations some LCOs are characterized by a non-synchronous motion of the inner and outer portion of the lower wing: the wing's tip exhibits a small oscillation during the descending or ascending phase, whereas the mid-span station describes a sinusoidal-like trajectory in the time-domain.

• Transactions of the Korean Society of Automotive Engineers
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• v.17 no.1
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• pp.105-113
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• 2009

The performance of a direct-injection type diesel engine often depends on the strength of swirl or squish, shape of combustion chamber, the number of nozzle holes, etc. This is of course because the combustion in the cylinder was affected by the mixture formation process. In this paper, combustion process of biodiesel fuel was studied by employing the piston which has several grooves with inclined plane on the piston crown to generate swirl during the compression stroke in the cylinder in order to improve the atomization of high viscosity fuel such as biodiesel fuel and toroidal type piston generally used in high speed diesel engine. To take a photograph of flame, single cylinder, four stroke diesel engine was remodeled into two stroke visible engine and high speed video camera was used. The results obtained are summarized as follows; (1) In the case of toroidal piston, when biodiesel fuel was supplied to plunger type injection system which has very low injection pressure as compared with common-rail injection system, the flame propagation speed was slowed and the maximum combustion pressure became lower. These phenomena became further aggravated as the fuel viscosity gets higher. (2) In the case of swirl groove piston, early stage of combustion such as rapid ignition timing and flame propagation was activated by intensifying the air flow in the cylinder. (3) Combustion process of biodiesel fuel was improved by the reason mentioned in paragraph (2) above. Consequently, the swirl grooves would also function to improve the combustion of high viscosity fuel.

• Journal of the Korean Institute of Rural Architecture
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• v.24 no.2
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• pp.13-20
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• 2022

In this study, a general low-rise building was selected to compare the new shear wall reinforcement method, which is a general method among the existing reinforcement methods, and the reinforcement method using sinusoidal corrugated web reinforcement. And it was confirmed that the following effects can be expected. Sinusoidal corrugated web members can be carried out in a short period of time as it does not require the removal of the masonry filling wall, the reinforcement of reinforcing bars, and the curing period of the concrete. It is effective in preventing damage that may occur when masonry filling wall is overturned in the out-of-plane direction, and the burden of the foundation is also reduced, and thus the construction period and cost required for reinforcement can greatly be reduced. By adjusting the number of sinusoidal corrugated web member, details of joints, and reinforcement positions, the flow of load can be induced to have an advantageous effect on the building. It can be considered as the most suitable reinforcement plan in terms of life safety. Unlike the shear wall that fills between the columns, the sinusoidal corrugated web members, which has a width of 1.5m, can install openings between two columns depending on the purpose of use, and can be expected to have a great effect in terms of usability due to its free installation location. As mentioned above, the seismic reinforcement using a sinusoidal corrugated web members, can expect great effect compared to conventional reinforcement methods in terms of usability, economic feasibility, and stability.

• Plant Journal
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• v.14 no.4
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• pp.48-54
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• 2018

As the emission limits for NOx in power generation facilities were strengthened, HRSGs installed in the 1990s became necessary to install additional DeNOx system. However, since there is no space in the HRSG for installing the entire the catalyst and ammonia injection grid, as an alternative, the catalyst was installed inside of the HRSG and the ammonia injection device was installed in the exhaust duct of the gas turbine. Experiments were conducted in horizontal HRSG of Incheon combined cycle power plant. Experimental results show that the ammonia injection method in the gas turbine exhaust duct is 1.2 times higher than the HRSG internal ammonia injection method. However when operating a HRSG for 30 years as its life span, ammonia injection method in the gas turbine exhaust duct is more economical than the cost of new HRSG construction.

• The Journal of the Acoustical Society of Korea
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• v.26 no.5
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• pp.220-226
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• 2007

The two major objectives of acoustical measurements in a cavitation tunnel are measuring the noise levels generated by rotating propellers behind a hull and localizing possible noise sources in order to reduce noise levels. Propeller noise measurement experiments were performed in MOERI cavitation tunnel at December, 2006. In order to put the propeller into cavitating conditions, a wake-generating dummy body was devised. In addition, ten hydrophones are put inside a wing-shaped casing in order to minimize the unexpected flow induced self noise around hydrophone itself. After measuring both of the noises of the rotating propeller behind the dummy body and signals generated by a virtual source, respectively the data were matched field processed using the frequency incoherent Bartlett processor to localize noises on the propeller plane. In this paper, we presented the measured noise analysis and the localization results.

• Journal of the Korean Society for Aeronautical & Space Sciences
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• v.49 no.8
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• pp.699-708
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• 2021

In this paper, the aerodynamic and aeroacoustic characteristics that vary depending on the rotation axial distance between the upper and lower rotor, which is one of the design parameters of the coaxial rotor, is analyzed in the hovering condition using the computational fluid dynamics. Aerodynamic analysis using the Reynolds Averaged Navier Stokes equation and the aeroacoustic analysis using the Ffowcs Williams ans Hawkings equation is performed and the results were compared. The upper and lower rotor of the coaxial rotor have different phase angle which changes periodically by rotation and have unsteady characteristics. As the distance between the upper and lower rotors increased, the aerodynamic efficiency of the thrust and the torque was increased as the flow interaction decreased. In the aeroacoustic viewpoint, the noise characteristics radiated in the direction of the rotational plane showed little effect by axis spacing. In the vertical downward direction of the axis increased, the SPL maintains its size as the frequency increases, which affects the increase in the OASPL. As the axial distance of the coaxial rotor increased, the noise characteristics of a coaxial rotor were similar with the single rotor and the SPL decreased significantly.

• Plant Journal
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• v.16 no.1
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• pp.38-43
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• 2020

In this study, Seochon Thermal Power Plant No.1 for anthracite coal was tested to find the proper operation range of limestone slurry pH in the absorber tower which can be operated continuously in compliance with the Air Quality Preservation Act and Seocheon Thermal Power Division's internal regulation, sulfur dioxide average emission regulation. When operating the sulfur dioxide concentration [ppm] in the combustion gas flowing into the desulfurization absorption tower at 370, 400, 460 and 550 ppm while the main operating elements such as the flow rate of the combustion gas were fixed, the proper slurry pH Were 4.4, 4.5, 4.8 and 5.1, respectively. Therefore, it is recommended to operate with the correlation equation, R_pH=0.004×C_in+2.93 derived using sulfur dioxide and the appropriate slurry pH.

• International Journal of Fluid Machinery and Systems
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• v.3 no.4
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• pp.315-323
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• 2010

This work investigates the influence of water compressibility on pressure pulsations induced by rotor-stator interaction (RSI) in hydraulic machinery, using the commercial CFD solver ANSYS-CFX. A pipe flow example with harmonic velocity excitation at the inlet plane is simulated using different grid densities and time step sizes. Results are compared with a validated code for hydraulic networks (SIMSEN). Subsequently, the solution procedure is applied to a simplified 2.5-dimensional pump-turbine configuration in prototype with different speeds of sound as well as in model scale with an adapted speed of sound. Pressure fluctuations are compared with numerical and experimental data based on prototype scale. The good agreement indicates that the scaling of acoustic effects with an adapted speed of sound works well. With respect to pressure fluctuation amplitudes along the centerline of runner channels, incompressible solutions exhibit a linear decrease while compressible solutions exhibit sinusoidal distributions with maximum values at half the channel length, coinciding with analytical solutions of one-dimensional acoustics. Furthermore, in compressible simulation the amplification of pressure fluctuations is observed from the inlet of stay vane channels to the spiral case wall. Finally, the procedure is applied to a three-dimensional pump configuration in model scale with adapted speed of sound. Normalized Pressure fluctuations are compared with results from prototype measurements. Compared to incompressible computations, compressible simulations provide similar pressure fluctuations in vaneless space, but pressure fluctuations in spiral case and penstock may be much higher.

• Transactions of the Korean Society of Mechanical Engineers
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• v.10 no.3
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• pp.357-366
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• 1986

The flow characteristics of two-dimensional turbulent offset jet which is discharged parallel to a solid wall has been studied experimentally and numerically. In the experiment, 3-hole pitot tube and 2 channel constant temperature hot-wire anemometer are used to measure local mean velocity, turbulence intensity and Reynolds stress while scannivalve is used to measure the wall pressure distribution. It is confirmed experimentally that local mean velocity is closely related to wall pressure distribution. It is also verified that for large Reynolds numbers and fixed step height there exists a similarity in the distribution of wall pressure coefficient. The maximum values of turbulence intensity occur in the top and bottom mixing layers and the magnitude of Reynolds stress becomes large in the lower mixing layer than in the top mixing layer due to the effect of streamline curvature and entrainment. In the numerical analysis, standard k-.epsilon. model based on eddy viscosity model and Leschziner and Rodi model based on algebraic stress model are adopted. The numerical analyses predict shorter reattachment lengths than the experiment, and this difference is judged to be due mainly to the problem of turbulence model constants and numerical algorithm. This also causes the inconsistency between the two results for other turbulence quantities in the recirculation region and impingement region, which constitutes a subject of a continued future study.