• International Journal of Automotive Technology
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• v.6 no.3
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• pp.221-227
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• 2005

Aim of this study is to investigate an aerodynamic effect of a drag-reducing device on a heavy-duty truck. The vehicle experiences two different kinds of aerodynamic forces such as drag and uplifting force (or downward force) as it is traveling straight forward at constant speed. The drag force on a vehicle may cause an increase of the rate of fuel consumption and driving instability. The rolling resistance of the vehicle may be increased as result of the negative uplifting or downward force on the vehicle. A device named roof-fairing system has been applied to examine the reduction of aerodynamic drag force on a heavy-duty truck. As for a engineering design information, the drag-reducing system should be studied theoretically and experimentally for the best efficiency of the device. Four different types of roof-fairing model were considered in this study to investigate the aerodynamic effect on a model truck. The drag and downward force generated by vehicle has been obtained from numerical calculation conducted in this study. The forces produced on four fairing models considered in this study has been compared each other to evaluate the best fairing model in terms of aerodynamic performance. The result shows that the roof-fairing mounted truck has bigger negative uplifting or downward force than that of non-mounted truck in all speed ranges, and drag force on roof-fairing mounted truck has smaller than that of non-mounted truck. The drag coefficient $(C_D)$ of the roof-fairing mounted truck (Model-3) is reduced up to $41.3\%$ than that of non-mounted trucks (Model-1). A downward force generated by a roof-fairing mounted on a truck is linearly proportional to the rolling resistance force. Therefore, the negative lifting force on a heavy-duty truck is another important factor in aerodynamic design parameter and should be considered in the design of a drag-reducing device of a tractor-trailer. According to the numerical result obtained from present study, the drag force produced by the model-3 has the smallest of all in all speed ranges and has reasonable downward force. The smaller drag force on model-3 with 2/3h in height may results of smallest thickness of boundary layer generated on the topside of the container and the lowest intensity of turbulent kinetic energy occurs at the rear side of the container.

• Transactions of the Korean Society of Automotive Engineers
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• v.14 no.2
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• pp.194-201
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• 2006

Roof-fairing and deflector system have been used on heavy-duty trucks to minimize aerodynamic drag force not only for driving stability of the truck but also for energy saving by reducing the required driving power of the vehicle. In this study, a numerical simulation was carried out to see aerodynamic effect of the drag reducing device on the model vehicle. Drag and lift force generated on the five different models of the drag reducing system were calculated and compared them each other to see which type of device is efficient on the reduction of driving power of the vehicles quantitatively. An experiment has been done to see airflow characteristics on the model vehicles. Airflow patterns around the model vehicles were visualized by smoke generation method to compare the complexity of airflow around drag reducing device. From the results, the deflector systems(Model 5,6) were revealed as a better device for reduction of aerodynamic drag than the roof-fairing systems(Model 2,3,4) on the heavy-duty truck and it can be expected that over 10% of brake power of an engine can be saved on a tractor-trailer by the aerodynamic drag reducing device at normal speed range($80km/h{\sim}$).

• Transactions of the Korean Society of Mechanical Engineers
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• v.15 no.2
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• pp.575-583
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• 1991

The weld pool convection problem that occurs during the stationary GTA welding has been studied, considering the four driving forces for weld pool convection, i.e., the electromagnetic force, the buoyancy force, the aerodynamic drag force, and the surface tension force at the weld pool surface. In the numerical simulation, the difficulties associated with the irregular moving liquid-solid interface have been successfully overcome by adopting a Boundary-Fitted Coordinate system. In the experiments to show the validity of the numerical analysis, a deep periphery and shallow centerpentrated weld pool shape was observed from the etched specimen. It could be revealed that this type of weld pool shape could be simulated, only when some of aerodynamic drag force distributions are considered. Although slight disagreement arose, the calculated and the observed weld pool shapes were in a reasonable agreement.

• 한국전산유체공학회:학술대회논문집
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• 2003.08a
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• pp.132-138
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• 2003

The optimal design for a leading car considering the aerodynamic resistance is required on the high-speed train due to increasing of ratio of drag force with proportion for the square of velocity. The aerodynamic analysis using CFD in the stage of concept design offers more economical analysis method which is used to estimate the influence of flow and pressure around the leading car than the experimental method using the Mock-up. In this study, we want to assist the artistic design with aerodynamics analysis in order to get the optimal design for leading car with the operation speed of 180km/h. The results of aerodynamic analysis for two leading car models which one is expressed with lineal beauty and the other is with curvaceous beauty are compared with each other and they offer the proposal of modification for two models in order to decrease the drag force. The shape of curvaceous model is better for the pressure force but slightly worse for the viscous force than the other. The Fluent software is used for the calculation of flow profile in this study.

• Journal of Electrical Engineering and Technology
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• v.9 no.5
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• pp.1712-1718
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• 2014

Experimental analysis according to the plasma actuator design variables was performed in order to verify the effects of sliding discharge plasma on aerodynamic drag reduction of a high-speed train. For the study, sliding discharge plasma actuator and high-frequency, high-voltage power supply were developed and experimented to figure out the best design variables for highest ionic wind velocity which could reduce the drag force. And then, 5% reduced-scale model of a high-speed train was built for wind tunnel test to verify it. From the results, it was confirmed that sliding discharge plasma had contribution to reduce the drag force and it had the potential to be applied to real-scale trains.

• Transactions of the Korean Society of Automotive Engineers
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• v.24 no.2
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• pp.198-204
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• 2016

In this study, a wind tunnel test was conducted to measure the aerodynamic characteristics of a streamline-designed high-speed bus with the change of wind direction and speed and the result is compared with the aerodynamic performance of a commercialized high-speed bus model (Model-0) manufactured by Zyle Daewoo Bus Corp. Aerodynamic performance of the existing rear-spoiler was tested to prove its aerodynamic effect on the test model bus. From the study, it was found that 24.6 % of the total drag of the original bus model (Model-0) was reduced on the streamline-designed model bus(model-1) without the rear-spoiler but only 14.3 % of the total drag was reduced with the spoiler on the streamlined model bus. It means that the rear spoiler does not work properly with the streamlined model bus (model-1) and should be noted that an optimum design of a rear-spoiler of a vehicle is important to reduce the induced pressure drag and increase the driving stability of a vehicle against yaw motion. The experimental outcome was also compared to the previous numerical research result to evaluate the reliability of the numerical algorithm of the aerodynamic performance analysis of a vehicle. The error rate (%) of the numerical result to the experimental output is about 5.4 % and it is due to the simplified body configuration of the numerical model bus. The drag increases at the higher yaw angle because the transparent frontal area of the model vehicle increases and the downward force increases with the yaw angle as well. It has a positive effect to the driving stability of the vehicle but the moderated downward force should be kept for the fuel economy of a vehicle.

• Journal of computational fluids engineering
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• v.21 no.3
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• pp.71-76
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• 2016

In speed skiing, aerodynamic forces play an important role in determining performance of the skier. To predict aerodynamic effects of the posture of the skier on alpine downhill skiing, we constructed equation of motion of the skier and performed the corresponding CFD simulations. Comparing drag and lift of three different skier postures, it has been shown that drag decreases significantly by tucking upper body to lower body and stretching arms forward. Also, aerodynamic lift which worked as downforce in standing posture worked upward in tuck posture, reducing friction force between snow and ski. This indicates that tuck posture have advantages over standing posture in dual mechanism, namely by reducing drag and also increasing lift. By this two-dimensional initial study we could reveal the general tendency of the aerodynamic force over the skier's body. This study not only provides a theoretical foundation for the athletes to understand the aerodynamic effects of skier postures but also shed a light on towards more accurate and rational three-dimensional CFD simulation of skiers in the near future study.

• Wind and Structures
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• v.34 no.1
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• pp.137-149
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• 2022

In this paper, the fluctuating lift and drag forces on 5:1 rectangular cylinders with two different geometric scales in three turbulent flow-fields are investigated. The study is particularly focused on understanding the influence of the ratio of turbulence integral length scale to structure characteristic dimension (the length scale ratio). The results show that both fluctuating lift and drag forces are influenced by the length scale ratio. For the model with the larger length scale ratio, the corresponding fluctuating force coefficient is larger, while the spanwise correlation is weaker. However, the degree of influence of the length scale ratio on the two fluctuating forces are different. Compared to the fluctuating drag, the fluctuating lift is more sensitive to the variation of the length scale ratio. It is also found through spectral analysis that for the fluctuating lift, the change of length scale ratio mainly leads to the variation in the low frequency part of the loading, while the fluctuating drag generally follows the quasi-steady theory in the low frequency, and the slope of the drag spectrum at high frequencies changes with the length scale ratio. Then based on the experimental data, two empirical formulas considering the influence of length scale ratio are proposed for determining the lift and drag aerodynamic admittances of a 5:1 rectangular cylinder. Furthermore, a simple relationship is established to correlate the turbulence parameter with the fluctuating force coefficient, which could be used to predict the fluctuating force on a 5:1 rectangular cylinder under different parameter conditions.

• Proceedings of the KSME Conference
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• 2000.04b
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• pp.599-604
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• 2000

In order to study unsteady aerodynamic loads on high speed trains passing by each other at the speed of 350km/h, three-dimensional flow fields around trains during the crossing event are numerically simulated using the three-dimensional Euler equations. The Roe's FDS with MUSCL interpolation is employed to simulate wave phenomena properly. An efficient moving grid system based on domain decomposition techniques is developed to analyze the unsteady flow field induced by the restricted motion of a train on a rail. The numerical simulations of the trains passing by on the double-track are carried out to study the effect of the train nose-shape, the train length and the existence of tunnel when the crossing event occur. Unsteady aerodynamic loads side force and drag force-acting on the train during the crossing are numerically predicted and anlayzed. It is found that the strength of the side force mainly depends on the nose-shape, and that of drag force on tunnel existence. And it is observed that the push-pull like impulsive force successively acts on each car and acts in different directions between the neighborhood cars. The maximum change of the impulsive force reaches about 3 tons. These aerodynamic force data are absolutely necessary for the evaluation of the stability of the high speed multi-car train. The results also indicate the effectiveness of the present numerical method for the simulation of unsteady flow field induced by the bodies in the relative motion.

• Journal of Mechanical Science and Technology
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• v.14 no.8
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• pp.867-878
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• 2000

In order to study unsteady aerodynamic loads on high speed trains passing by each other 350km/h, three-dimensional flow fields around trains during the crossing event are numerically simulated using three-dimensional Euler equations. Roe's FDS with MUSCL interpolation is employed to simulate wave phenomena. An efficient moving grid system based on domain decomposition techniques is developed to analyze the unsteady flow field induced by the restricted motion of a train on a rail. Numerical simulations of the trains passing by on the double-track are carried out to study the effect of the train nose-shape, length and the existence of a tunnel on the crossing event. Unsteady aerodynamic loads-a side force and a drag force-acting on the train during the crossing are numerically predicted and analyzed. The side force mainly depends on the nose-shape, and the drag force depends on tunnel existence. Also. a push-pull (i.e.impluse force) force successively acts on each car and acts in different directions between the neighborhood cars. The maximum change of the impulsive force reaches about 3 tons. These aerodynamic force data are absolutely necessary to evaluate the stability of high speed multi-car trains. The results also indicate the effectiveness of the present numerical method for simulating the unsteady flow fields induced by bodies in relative motion.