论文部分内容阅读
安装在车辆尾部1边和2边上的导流装置在降低大后壁车辆气动阻力中的作用和机理已在前面的实验中得出,为了搞清安装在车辆尾部3边和4边上的导流装置在降低大后壁车辆气动阻力中的作用和机理,本文利用1/16缩比的公共汽车模型及两种类型的导流装置,在一带有可移动地面和边界层吸收装置的开放型风洞中,进行了在车辆后端面的上、下、侧边的3边和4边分别安装导流装置时车辆后部尾流区的压强恢复及气动阻力降低的实验。对每一组合的导流装置,其与车辆表面的间隙尺寸是从0mm增加到5mm,间隔为1mm。通过对不同组合、不同间隙的导流装置的压强恢复效果和阻力降低效果的实验对比和分析,最终找出了能使车辆的气动阻力降低16%左右的最佳位置组合,为新型车辆的设计和改造提供了有利依据。
The function and mechanism of the deflector installed on the sides 1 and 2 of the rear of the vehicle in reducing the aerodynamic drag of the vehicle with a large rear wall have been obtained in the previous experiments. In order to find out the effect and mechanism of the deflector installed on the sides 3 and 4 of the rear of the vehicle The role and mechanism of the deflector in reducing the aerodynamic drag on the large rear wall vehicle In this paper, a 1/16 reduced bus model and two types of deflector devices are used in a vehicle with a movable ground and boundary layer absorber Type wind tunnel, the pressure recovery and the aerodynamic drag reduction in the wake area of the rear of the vehicle when the flow guiding device is attached to each of the three sides and the four sides of the upper, lower and side edges of the rear end of the vehicle are performed. For each combined deflector, its clearance from the vehicle surface is increased from 0 mm to 5 mm with an interval of 1 mm. Through the experimental comparison and analysis of the pressure recovery effect and the resistance reduction effect of the diversion devices with different combinations and gaps, the optimal position combination that can reduce the aerodynamic drag of the vehicle by about 16% is finally found out, and the design of a new type of vehicle And provide a good basis for transformation.