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Research Papers: Fundamental Issues and Canonical Flows

Aerodynamic Analysis of a Vehicle Tanker

[+] Author and Article Information
Ramon Miralbes Buil

Research Group in Vehicles and Road Safety (VEHIVIAL), CPS, University of Zaragoza, Zaragoza 50012, Spain

Luis Castejon Herrer

Research Group in Vehicles and Road Safety (VEHIVIAL), CPS, University of Zaragoza, Zaragoza 50012, Spain

J. Fluids Eng 131(4), 041204 (Mar 11, 2009) (17 pages) doi:10.1115/1.3077135 History: Received September 01, 2008; Revised December 05, 2008; Published March 11, 2009

The aim of this article is the presentation of a series of aerodynamic improvements for semitrailer tankers, which reduce the aerodynamic resistance of these vehicles, and, consequently, result in a positive impact on fuel consumption, which is substantially reduced (up to 11%). To make the analysis the computational fluid dynamics (CFD) methodology, using FLUENT , has been used since it allows simulating some geometries and modifications of the geometry without making physical prototypes that considerably increase the time and the economical resources needed. Three improvements are studied: the aerodynamic front, the undercarriage skirt, and the final box adaptor. First they are studied in isolation, so that the independent contribution of each improvement can be appreciated, while helping in the selection of the most convenient one. With the aerodynamic front the drag coefficient has a reduction of 6.13%, with the underskirt 9.6%, and with the boat tail 7.72%. Finally, all the improvements are jointly examined, resulting in a decrease of up to 23% in aerodynamic drag coefficient.

Copyright © 2009 by American Society of Mechanical Engineers
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References

Figures

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Figure 14

Longitudinal speed of the original configuration at a plane parallel to the plane of symmetry and in the tire area

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Figure 15

Longitudinal speed of the original configuration at a plane parallel to the plane of symmetry tangential to the tank

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Figure 16

k turbulence parameter on a horizontal plane in the tire area

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Figure 17

Aerodynamic undercarriage skirt in a configuration with the box in the lower part versus linebase one

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Figure 18

k turbulence parameter in the aerodynamic undercarriage skirt area

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Figure 19

Speed in the aerodynamic undercarriage skirt area

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Figure 20

Detail of areas A (right) and C (left) of the aerodynamic undercarriage skirt

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Figure 21

Vehicle tanker with an aerodynamic front versus linebase one

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Figure 22

Vehicle tanker with an aerodynamic front versus linebase one. Top view.

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Figure 23

k turbulence parameter on the plane of symmetry and on a vertical plane 2 m above the ground in the king-pin area for a vehicle with an aerodynamic front

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Figure 24

Flow lines at the plane of symmetry and on a vertical plane 2 m above the ground in the king-pin cavity area for a vehicle with an aerodynamic front

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Figure 25

k turbulence parameter on a horizontal plane 2 m above the ground and at the plane of symmetry for a rear box configuration without improvements

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Figure 26

k turbulence parameter at the plane of symmetry for a rear box configuration without improvements

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Figure 27

Final box adaptor versus baseline one

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Figure 28

Detail of the flow lines at the plane of symmetry in a vehicle with final box adaptor

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Figure 29

k turbulence parameter at the plane of symmetry in a vehicle with final box adaptor

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Figure 30

Front area of a vehicle with all the aerodynamic improvements, regardless of box configuration and equipped with a rear box in the rear area

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Figure 31

Speed at the plane of symmetry in a vehicle with lower box configuration and all the improvements

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Figure 32

Flow lines on a vertical plane 1 m above the ground in a vehicle with lower box configuration and all the improvements

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Figure 33

k turbulence parameter at the plane of symmetry in a vehicle with a lower box and the improvements

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Figure 34

Speed at the plane of symmetry in a vehicle with rear box configuration and all the improvements

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Figure 35

Flow lines on a vertical plane 1 m above the ground in a vehicle with a rear box and all the improvements

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Figure 36

k turbulence parameter on a vertical plane 1 m above the ground in a vehicle with a rear box and improvements

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Figure 11

k turbulence parameter of the configuration original at the vehicle’s plane of symmetry

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Figure 12

k turbulence parameter on a horizontal plane 2 m above the road

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Figure 13

Flow lines and associated speeds of the original configuration at the vehicle’s plane of symmetry for the cab and rear areas

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Figure 1

Wind-averaged drag values for an articulated vehicle with a square box (4)

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Figure 3

Aerodynamic fairings

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Figure 4

Aerodynamic undercarriage skirt

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Figure 5

Baseline equipment trailer

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Figure 6

Baseline equipment trailer

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Figure 7

Mesh of the baseline equipment trailer (rear zone)

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Figure 8

Mesh of the baseline equipment trailer (middle zone and tractor)

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Figure 9

Flow around a semitrailer tanker (side view)

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Figure 10

Longitudinal speed of the original configuration at the vehicle’s plane of symmetry

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