• Computational Structural Engineering
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• v.10 no.2
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• pp.203-211
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• 1997

In the design of tall building system, the wind loading can be more dominant factor than earthquake loading, and thus, it is important to check the stability and human comfort against wind. Experimental wind tunnel test is usually performed to predict wind behavior of a tall building, however, the test is not cost-effective in the preliminary stage for various structural models of tall building systems. In this regard, the study is focused on the numerical wind analysis of the tall building with and without tuned mass dampers based on the three dimensional model of wind loads and building behavior. As a numerical result, an asymmetrical 102-story tall building is presented to show the results of root mean squares of build responses with and without tuned mass dampers.

• Journal of the Korean Society for Aeronautical & Space Sciences
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• v.42 no.7
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• pp.561-566
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• 2014

Our Korean traditional cultural inheritance Bangpae Kite has the stable rectangular shield shape decorated with artistic paint or poem and a good flight performance due to the central wind hole. In this paper, to analyse the wind hole effect to kite performance we performed the wind tunnel testing of the various design factor of kite model and air flow visualization passing through the wind hole. As the result of aerodynamic analysis, we knew that the wind hole of kite displays similar function of slot system for the wing high lift device. This fact demonstrates that our ancestor understood the function of slot system and applied effectively to the development of kite flight performance.

• Proceedings of the KSR Conference
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• 2011.10a
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• pp.88-93
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• 2011

The aerodynamic drag characteristics of HEMU-400X which has been being developed for the maximum speed of 430km/h were analyzed experimentally as the variations of the pantograph cover configurations to reduce the acoustic noise and the aerodynamic drag of the pantograph system. The wind tunnel tests were performed with three pantograph cover models upon 1/20 scaled 5-car model of HEMU-400X. Two kinds of wedge shapes which induce up-flow in the vicinity of the pantograph and one cone shape which reduces the whole train drag were used in order to compare the aerodynamic characteristics as the pantograph cover shape changes. The each axial force of 5 each car was measured at a time with the test velocities, 30, 40, 50, 60m/s. Through the wind tunnel test the base drag forces of HEMU-400x model and the forces by the pantograph cover on the train model were investigated and the aerodynamic drag characteristics of the train model by the pantograph cover configurations were analyzed.

• Journal of Korean Society of Steel Construction
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• v.23 no.1
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• pp.73-81
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• 2011

The wind force coefficient of a transmission tower frame shows several characteristics when the section shape, solidity ratio, and wind direction angle are changed. In this study, the wind force characteristics of a transmission tower frame with a basic structure were evaluated using different solidity ratios and wind direction angles in a wind tunnel test. According to the solidity ratio, the size of the structure and the rectangular-frame model of the transmission tower were changed by adding a two-dimensional (2D) or three-dimensional (3D) structure. The transmission tower's rectangular frame was tested by changing the wind direction angle of the 2D-type structure from 0 to $90^{\circ}$ and by changing the wind direction angle of the 3D-type structure from 0 to $45^{\circ}$ Based on the results that were obtained, it can be concluded that the wind force coefficient of a transmission tower frame can be used as preliminary data in deciding the transmission tower's wind load.

• Journal of Navigation and Port Research
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• v.32 no.3
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• pp.251-255
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• 2008

Container cranes are vulnerable structure about difficult weather conditions bemuse there is no shielding facility to protect them from the strong wind. This study was carried out to analyze the wind load which have an effect on container crane according to the various wind direction. The container crane is a model of a 61-ton class that used broadly in the current ports. The external fluid field was figured as a cylinder which was set up $500m{\times}200m$. In this study, we applied mean wind load conformed to 'Design Criteria of Wind Load' in 'Load Criteria of Building Structures' and an external fluid field was divided as interval of 10 degrees to analyze effect according to a wind direction In this conditions, we carried out the computation fluid dynamic analysis using the CFX-10. As we compared computation fluid dynamic analysis with wind tunnel test, we analyzed the wind load which was needed to design the container crane.

• Journal of the Korean Society for Aeronautical & Space Sciences
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• v.39 no.5
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• pp.385-390
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• 2011

The purpose of this research is to determine the dynamic Magnus effect data of a spinning projectile in wind-tunnel testing. In the present work, the high-speed wind-tunnel tests for the Magnus effect measurements were conducted on a 155-mm spin-stabilized projectile model in the Agency for Defense Development's Tri-Sonic Wind Tunnel at spin rates about 12,000 rpm. The test Mach numbers ranged from 0.7 to 2.0, and the angles of attack ranged from -4 to +10 deg. The validity of the wind-tunnel measurement techniques was evaluated by comparing them with the previous test results on the same configuration. The experimental results show that fair to good agreement is obtained with resonable accuracy.

• Proceedings of the KSR Conference
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• 2007.05a
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• pp.119-125
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• 2007

The equation of Resistance to motion of the Korean high-speed train has been calculated and evaluated using train speed measurements gathered from coasting tests in the speed range from 30km/h to 300km/h and wind tunnel test of 1/25th scale model. The factors of resistance to motion have been decomposed into various coefficients which compose the coefficients of Davis equation referring the general resistance to motion equation of KTX train. The coefficients of Korean high-speed train has been calculated using the measurements of coasting tests and the results of wind tunnel test has been implemented to consider the minor shape modification after the coasting tests.

• International Journal of Aeronautical and Space Sciences
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• v.4 no.1
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• pp.19-25
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• 2003

A low speed wind tunnel test for the canard airplane model was conducted in KARI LSWT. To measure the required level of accuracy, the image system was applied for all elevator deflection and different canard incidence conditions. By doing so, the difference in aerodynamic characteristics between the forward swept and straight canards can be precisely evaluated, and the pros and cons of both canards arrangements can be discussed. Compared with both canard configurations at the same incidence angle setting, the straight canard has benefits in lift and drag, and the slope of pitching moment increases more moderately than the forward swept canard. The listed data and discussion would be useful to whom wants to design a canard airplane.

• Wind and Structures
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• v.23 no.4
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• pp.275-300
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• 2016

Synchronous multi-pressure measurements were carried out with relatively long time duration for a double-layer reticulated shell roof model in the atmospheric boundary layer wind tunnel. Since the long roof is open at two ends for the storage of coal piles, three different testing cases were considered as the empty roof without coal piles (Case A), half coal piles inside (Case B) and full coal piles inside (Case C). Based on the wind tunnel test results, non-Gaussian time-dependent statistics of net wind pressure on the shell roof were quantified in terms of skewness and kurtosis. It was found that the direct statistical estimation of high-order moments and peak factors is quite sensitive to the duration of wind pressure time-history data. The maximum value of COVs (Coefficients of variations) of high-order moments is up to 1.05 for several measured pressure processes. The Mixture distribution models are proposed for better modeling the distribution of a parent pressure process. With the aid of mixture parent distribution models, the existing translated-peak-process (TPP) method has been revised and improved in the estimation of non-Gaussian peak factors. Finally, non-Gaussian peak factors of wind pressure, particularly for those observed hardening pressure process, were calculated by employing various state-of-the-art methods and compared to the direct statistical analysis of the measured long-duration wind pressure data. The estimated non-Gaussian peak factors for a hardening pressure process at the leading edge of the roof were varying from 3.6229, 3.3693 to 3.3416 corresponding to three different cases of A, B and C.

• International Journal of Naval Architecture and Ocean Engineering
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• v.13 no.1
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• pp.889-901
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• 2021

The tension of cables and motion response significantly affect safety of an immersed tunnel element in the immersion process. To investigate those, a hydrodynamic scale-model test was carried out and the model experiments was conducted under wind, current and wave loads simultaneously. The immersion standby (the process that the position of the immersed tunnel element should be located before the immersion process) and immersion process conditions have been conducted and illustrated. At the immersion standby conditions, the maximum force of the cables and motion is much larger at the side of incoming wind, wave and current, the maximum force of Element-6 (6 cables directly tie on the element) is larger than for Pontoon-8 (8 cables tie on pontoon of the element), and the flexible connection can reduce the maximum force of the mooring cables and motion of element (i.e. sway is expecting to decrease approximate 40%). The maximum force of the mooring cables increases with the increase of current speed, wave height, and water depth. The motion of immersed tunnel element increases with increase of wave height and water depth, and the current speed had little effect on it. At the immersion process condition, the maximum force of the cables decrease with the increase of immersion depth, and dramatically increase with the increase of wave height (i.e. the tension of cable F4 of pontoons at wave height of 1.5 m (83.3t) is approximately four times that at wave height of 0.8 m). The current speed has no much effect on the maximum force of the cables. The weight has little effect on the maximum force of the mooring cables, and the maximum force of hoisting cables increase with the increase of weight. The maximum value of six-freedom motion amplitude of the immersed tunnel element decreases with the increase of immersion depth, increase with the increase of current speed and wave height (i.e. the roll motion at wave height of 1.5 m is two times that at wave height of 0.8 m). The weight has little effect on the maximum motion amplitude of the immersed tunnel element. The results are significant for the immersion safety of element in engineering practical construction process.