By G. Sovran (auth.), Gino Sovran, Thomas Morel, William T. Mason Jr. (eds.)
These complaints include the papers and oral discussions awarded on the Symposium on AERODYNAMIC DRAG MECHANISMS of Bluff our bodies and street Vehides held on the normal automobiles study Laboratories in Warren, Michigan, on September 27 and 28, 1976. This foreign, invitational Symposium was once the 20th in an annual sequence, each having been in a unique technical self-discipline. The Symposia supply a discussion board for components of technological know-how and expertise which are of well timed curiosity to the study Laboratories as weIl because the technical group at huge, and during which team of workers of the Laboratories are actively concerned. The Symposia provide a chance for the trade of principles and present wisdom among partaking examine experts from academic, business arid governmental associations and serve to stimulate destiny examine job. the current world-wide power state of affairs makes it hugely fascinating to minimize the strength required to maneuver street automobiles throughout the surroundings. an important volume of the entire power ate up for transportation is expended in overcoming the aerodynamic resistance to movement of those autos. discount rates during this aerodynamic drag can accordingly have a wide impression on floor transportation power requisites. even if aerodynamic improvement paintings on street vehides has been played for a few years, it has now not been commonly suggested or observed through a lot easy research.
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Additional resources for Aerodynamic Drag Mechanisms of Bluff Bodies and Road Vehicles
5 percent. 3 percent. 4 diameters ahove the truck trailer. 4 diameters to either side of the tractor-trailer. 4 diameters upstream of the tractor-trailer. 9 for the truck. 8 mm at the modellocation in an empty test section. 3 mm gap hetween their flats and the groundplane. 64 mm could he maintained for the hus. No adjustments were made to the aerodynamic coefficients for model hlqckage, tunnel wall effects, groundplane houndary layer thickness, or wheel-to-ground air gaps. Some additional detail on the test setup can he found in Mason (1975).
13 m downstream from the groundplane leading edge. Test velocities were set using a calibration between the contraction pressure-drop and the empty test section dynamic pressure. No adjustments were made for any changes that may have been caused by the models. 7 kPa. The groundplane housed a six-component strain-gage platform-type balance under the turntahle. All TRUCK AND BUS DRAG 49 force coefficients were determined from 30-second simultaneous integrations of the halance output and the contraction pressure-drop.
The photographs in Fig. 21 show the different flow regimes. The flow separates at the leading edge when it is sharp. Reattachment can be observed somewhere downstream, its location depending on the curvature of the face and on the width-to-Iength ratio of the van. 024, separation can still be detected, but the point of reattachment has moved upstream. At the optimum radius separation no longer exists, nor at any larger radii. This interpretation of the flow pictures is confirmed by the pressure-distribution measurements shown in Fig.
Aerodynamic Drag Mechanisms of Bluff Bodies and Road Vehicles by G. Sovran (auth.), Gino Sovran, Thomas Morel, William T. Mason Jr. (eds.)