scholarly journals Refinement of the characteristics of the aerodynamic resistance to the movement of special wheeled chassis and tractors based on the use of computational gas dynamics methods

2021 ◽  
Vol 7 (3) ◽  
pp. 270-279
Author(s):  
V.I. Tarichko ◽  
◽  
P.I. Shalupina ◽  
Keyword(s):  
Gas Dynamics ◽  
Aerodynamic Drag ◽  
Aerodynamic Resistance ◽  
Cfd Modeling ◽  
Modeling Methodology ◽  
Calculation Results ◽  
Aerodynamic Drag Coefficient ◽  
Wheeled Vehicles ◽  
Selection Of ◽  
Preliminary Selection

An accurate assessment of the characteristics of the aerodynamic resistance to movement is important for the preliminary selection of the parameters of the engine, transmission and chassis of a special wheeled chassis or tractor. The strength of the movement resistance affects the dynamic characteristics of the car. The existing calculation methods allow for a wide variation of the aerodynamic drag coefficient, which complicates the task of preliminary selection of car parameters. The purpose of this article is to clarify and develop the engineering methodology for carrying out traction-dynamic calculations of special wheeled vehicles and tractors based on the results of computer modeling performed using computational fluid and gas dynamics (CFD modeling) methods. The modeling methodology and calculation results of a special wheeled chassis manufactured by JSC «BAZ» are considered.

Aerodynamic Analysis of a Vehicle Tanker

2009 ◽  
Vol 131 (4) ◽  
Author(s):  
Ramon Miralbes Buil ◽  
Luis Castejon Herrer
Keyword(s):  
Fluid Dynamics ◽  
Computational Fluid Dynamics ◽  
Drag Coefficient ◽  
Aerodynamic Drag ◽  
Positive Impact ◽  
Aerodynamic Resistance ◽  
Independent Contribution ◽  
Aerodynamic Drag Coefficient ◽  
Computational Fluid Dynamics Cfd ◽  
Selection Of

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.

Application of Response Surface Model on Aerodynamic Characteristic of Airfoil

2014 ◽  
Vol 610 ◽  
pp. 70-73
Author(s):  
Cheng Long Liu ◽  
Hui Zhu ◽  
Zhi Gang Yang
Keyword(s):  
Response Surface ◽  
Aerodynamic Drag ◽  
Lift Coefficient ◽  
Response Surface Model ◽  
Surface Model ◽  
Aerodynamic Drag Coefficient ◽  
Sample Points ◽  
Computational Resources ◽  
Development And Validation ◽  
Selection Of

To reduce the computational resources, experimental design and response surface method (RSM) were employed to investigate the aerodynamic drag coefficient (CD) and lift coefficient (CL) of airfoils by using CFD methods. The selection of sample points, development and validation of response surface model and the effects of different sample points on approximation model were discussed. The results indicates that the number and distribution of sample points have a significant impact on model accuracy and optimize results. Also this method can greatly reduce calculation amount.

scholarly journals Limitations of vehicle movement resistances: aerodynamic resistance

2018 ◽  
Vol 19 (12) ◽  
pp. 252-255
Author(s):  
Piotr Wrzecioniarz ◽  
Wojciech Ambroszko ◽  
Aleksandra Pindel
Keyword(s):  
Drag Coefficient ◽  
Drag Force ◽  
Aerodynamic Drag ◽  
Aerodynamic Resistance ◽  
Aerodynamic Drag Coefficient ◽  
Vehicle Movement

In the paper limitations and exemplary methods of aerodynamic drag force minimization in different kinds of vehicles are described. Changes of value of aerodynamic drag coefficient during years are present-ed. Conclusions about future possible new solutions in different kinds of vehicles are formulated.

Evaluation of Various Turbulence Models in Predicting Airflow and Turbulence around a Generic Vehicle Model

2014 ◽  
Vol 989-994 ◽  
pp. 3468-3472 ◽  
Author(s):  
Cheng Wu ◽  
Yi Ping Wang ◽  
Xue Yang
Keyword(s):  
Flow Field ◽  
Drag Coefficient ◽  
Turbulence Model ◽  
Aerodynamic Drag ◽  
Lift Coefficient ◽  
Turbulence Models ◽  
Separation Flow ◽  
Rans Turbulence Models ◽  
Aerodynamic Drag Coefficient ◽  
Selection Of

For vehicle external aerodynamic computation, the selection of the turbulence model is very important. In current research, ten RANS turbulence models were introduced to compute the time-averaged flow field around the Ahmed model with 25° backlight angle. In order to evaluate the feasibility of the turbulence model, the results were compared with the related published experimental data. The results showed that the two equations RANS turbulence models were more favorable to compute the vehicle external flow field, but parts of the two equations turbulence model just could predict the aerodynamic drag coefficient or lift coefficient effectively. However, the results further revealed that the realizable k-ε could obtain the more accurate drag coefficient and lift coefficient simultaneously, and simulate the complex separation flow in the wake.

Catacomb culture wagons of the Eurasian steppes

Antiquity ◽  
2014 ◽  
Vol 88 (340) ◽  
pp. 378-394 ◽  
Author(s):  
N.I. Shishlina ◽  
D.S. Kovalev ◽  
E.R. Ibragimova
Keyword(s):  
Stable Isotope ◽  
Isotope Analysis ◽  
Burial Mound ◽  
Careful Selection ◽  
Southern Russia ◽  
The Subject ◽  
The Individual ◽  
Wheeled Vehicles ◽  
Selection Of ◽  
Catacomb Culture

The origin and development of wheeled vehicles continues to fascinate today no less than when Stuart Piggott (1974) first wrote about the subject inAntiquity40 years ago. A growing number of examples from the steppes of southern Russia and Ukraine are providing new insights into the design and construction of these complex artefacts. A recent example from the Ulan IV burial mound illustrates the techniques employed and the mastery of materials, with careful selection of the kinds of wood used for the wheels, axles and other elements. Stable isotope analysis of the individual interred in this grave showed that he had travelled widely, emphasising the mobility of steppe populations.

scholarly journals Obsidian from the Neolithic Layers of “Grotta di San Michele Arcangelo di Saracena” (Cosenza), Italy. A Preliminary Report

2021 ◽  
Vol 7 (1) ◽  
pp. 615-630
Author(s):  
Vincenza Forgia ◽  
Robert H. Tykot ◽  
Andrea Vianello ◽  
Elena Natali
Keyword(s):  
Preliminary Report ◽  
Second Phase ◽  
Early Neolithic ◽  
Late Neolithic ◽  
Resources Management ◽  
Lithic Assemblage ◽  
Wear Analysis ◽  
Selection Of ◽  
Preliminary Selection

Abstract The paper presents the results obtained by techno-typological analysis of a lithic assemblage from the Neolithic layers of Grotta San Michele Arcangelo di Saracena (Cosenza) together with the results of micro-wear analysis obtained from a preliminary selection of obsidian artifacts with different provenances distinguished by pXRF analysis. The site provides one of the best preserved Neolithic sequences in the area, from the earliest Impressed Wares (or Impresse Arcaiche) (early sixth millennium BC) to the Spatarella pottery style (end fifth – early fourth millennium BC). Along the Neolithic sequence, it is possible to observe some major changes within lithic resources management. In particular, it is possible to notice some techno-typological breakages between the Early Neolithic and the further stages, until the second phase of the Late Neolithic, when another rupture, corresponding to the Spatarella facies, is evident.

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