Aerodynamic drag reduction of class 8 heavy vehicles: a full-scale wind tunnel study

Ortega, Jason; Salari, Kambiz; Brown, André; Schoon, Ron

doi:10.2172/1073121

Cited by 22 publications

(6 citation statements)

References 49 publications

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“…Therefore, proper design of the cabin can significantly affect the drag reduction. Previous studies 10,11 investigated the effects of different types of roof deflectors, side deflectors, and chassis fairings on vehicle aerodynamic improvements. Mazyan 10 analyzed the effect of applying drag reducing devices on a sedan, sports utility vehicle (SUV), and a tractor-trailer model to improve the fuel consumption of the vehicle.…”

Section: Introductionmentioning

confidence: 99%

“…They used computational fluid dynamic (CFD) to analyze the percent drag reduction due to the use of different drag reducing devices. Ortega et al 11 employed a full-scale wind tunnel to investigate the changes in the drag coefficient that arise from the installation of supplementary devices for class 8 heavy vehicles. They obtained a better understanding of how different devices affect the performance of other devices installed simultaneously.…”

Section: Introductionmentioning

confidence: 99%

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Optimal design of aerodynamic force supplementary devices for the improvement of fuel consumption and emissions

Pourasad

Ghanati²,

Khosravi

2016

Energy & Environment

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One of the primary concerns in the automotive industry is energy saving, protecting the global environment and fuel consumption reduction. The main purpose of this study is to develop optimal supplementary parts for reduction of aerodynamic force of highway tractor and trailer combinations to reduce aerodynamic drag, without negatively affecting the usefulness or profitability of the vehicles. In this article, the possibility to improve the aerodynamic performance for boosting fuel economy of trucks is studied by optimal designing of supplementary devices. That will be carried out by using integrated computational fluid dynamic and genetic algorithm for simulation and geometry optimization of applied devices. Also, simulation results are verified by experimental results in wind tunnel. For this purpose, effects of various supplementary devices and configuration are added to space between cabin and cargo compartment to stabilize the vortex and decrease the drag resistance force. Finally, the geometry of appended device with considering the installation and packing conditions is optimized by using a genetic algorithm. Through the analysis of airflow contours and optimization procedure, results indicate that using two plates at the sidewalls of the gap with optimized length and installation angle can reach the maximum reduction of drag force and fuel consumption by 20 and 10%, respectively.

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Section: Introductionmentioning

confidence: 99%

Section: Introductionmentioning

confidence: 99%

Optimal design of aerodynamic force supplementary devices for the improvement of fuel consumption and emissions

Pourasad

Ghanati²,

Khosravi

2016

Energy & Environment

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“…At the vehicle midheight (2.1 m), the average crosswind throughout North America is about 11.3 km/h (7 mph) (3), translating to 1.4 • ≤ |ψ| ≤ 6.1 • at highway speed and assuming that the crosswind approaches the vehicle with equal probability from any direction (9,10). Recent efforts have focused upon reducing the aerodynamic drag of heavy vehicles by installing multiple drag reduction devices (11,12). For example, boat-tail (BT) plates (13,14) increase the trailer base pressure in quiescent and crosswind conditions, while trailer skirts (15) and tractor side and roof extenders (16), both of which have become widely utilized in recent years (17), function by decreasing the amount of crosswind flow impinging upon the front faces of the trailer and the trailer wheels, respectively (Fig.…”

mentioning

confidence: 99%

Aerodynamic integration produces a vehicle shape with a negative drag coefficient

Salari¹,

Ortega²

2021

Proc. Natl. Acad. Sci. U.S.A.

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Negative drag coefficients are normally associated with a vessel outfitted with a sail to extract energy from the wind and propel the vehicle forward. Therefore, the notion of a heavy vehicle, that is, a semi truck, that generates negative aerodynamic drag without a sail or any external appendages may seem implausible, especially given the fact that these vehicles have some of the largest drag coefficients on the road today. However, using both wind tunnel measurements and computational fluid dynamics simulations, we demonstrate aerodynamically integrated vehicle shapes that generate negative body-axis drag in a crosswind as a result of large negative frontal pressures that effectively “pull” the vehicle forward against the wind, much like a sailboat. While negative body-axis drag exists only for wind yaw angles above a certain analytical threshold, the negative frontal pressures exist at smaller yaw angles and subsequently produce body-axis drag coefficients that are significantly less than those of modern heavy vehicles. The application of this aerodynamic phenomenon to the heavy vehicle industry would produce sizable reductions in petroleum use throughout the United States.

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“…• 기호설명 세계 각국은 운송 과정에서 발생하는 물류 비용 중 가장 큰 비중을 차지하고 있는 화물차의 유류비를 절감시키기 위해 많은 노력을 기울이고 있다 (1)(2) . 우리나라도 고유가 시대에 대비하고 온실가스 감축 목표를 달성하기 위해 화 물자동차의 연료 소비를 절감 시킬 수 있는 기술 개발이 시급하다.…”

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Wind tunnel study on drag reduction of a 5 ton truck using additive devices

Lee¹,

Hwang²,

Kim³

et al. 2015

Journal of the Korean Society of Visualization

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Abstract. There have been many attempts to reduce the cost of transportation. Especially, drag reduction of heavy vehicles has enormous influence on energy saving by reducing the driving power of the vehicles. In this study, the effects of drag-reducing additive devices such as side skirt, boat tail and cab-roof fairing on the drag reduction of a 5 ton truck model were experimentally investigated. The aerodynamic performance of these flow-control devices attached to heavy vehicle was evaluated through wind tunnel test. In addition, flow patterns around the truck model were visualized by using smoke tube method. The drag coefficient is reduced by up to 5.7%, 7.16% and 22.2% by the side skirt, boat tail and cab-roof fairing, respectively. The interactive effect of the side skirt and boat tail was also investigated.

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Aerodynamic drag reduction of class 8 heavy vehicles: a full-scale wind tunnel study

Cited by 22 publications

References 49 publications

Optimal design of aerodynamic force supplementary devices for the improvement of fuel consumption and emissions

Optimal design of aerodynamic force supplementary devices for the improvement of fuel consumption and emissions

Aerodynamic integration produces a vehicle shape with a negative drag coefficient

Wind tunnel study on drag reduction of a 5 ton truck using additive devices

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