Scholarlink

<p>This study utilizes computationally affordable and reliable methods to numerically analyze the aerodynamic performance of class 3 vehicles: 25.25&#xa0;m long combinations of semi-trailers and trailers commonly used in Europe. The main goal is to evaluate the aerodynamic performance of different combinations in order to address the environmental impact of heavy-duty, long vehicles. While utilizing Reynolds-averaged Navier–Stokes (RANS) equations based computational fluid dynamics (CFD) techniques in this study, it is acknowledged that the findings reported here are meant to be guiding the decision-making processes for the most efficient vehicle types with new geometric improvements. The findings indicate that the Case A (tractor/semi-trailer/center axle trailer configuration) has 18% lower drag coefficient (C<sub>D</sub>) than the Case B (truck/dolly/semi-trailer configuration). In addition, covering the gap in Case A leads to an additional 5.4% reduction in drag coefficient. Lowering this gap distance however, increases the drag. Simple but effective approaches presented here can lead to considerable cuts in fuel consumption as well as emissions for these commercial vehicles.</p>

错误：搜索内容不能为空，请输入英文关键词
错误：关键词超出字数限制，请精简
高级检索

Aerodynamic Characterization and Improvement of European Modular System Class-3 Road Vehicle Combinations Using Numerical Models

  • 期刊论文

  • 发表日期：

    2025年10月22日

查看全文
  • Ahmet Ozan Çelik,
  • Volkan Kiriççi

摘要

This study utilizes computationally affordable and reliable methods to numerically analyze the aerodynamic performance of class 3 vehicles: 25.25 m long combinations of semi-trailers and trailers commonly used in Europe. The main goal is to evaluate the aerodynamic performance of different combinations in order to address the environmental impact of heavy-duty, long vehicles. While utilizing Reynolds-averaged Navier–Stokes (RANS) equations based computational fluid dynamics (CFD) techniques in this study, it is acknowledged that the findings reported here are meant to be guiding the decision-making processes for the most efficient vehicle types with new geometric improvements. The findings indicate that the Case A (tractor/semi-trailer/center axle trailer configuration) has 18% lower drag coefficient (CD) than the Case B (truck/dolly/semi-trailer configuration). In addition, covering the gap in Case A leads to an additional 5.4% reduction in drag coefficient. Lowering this gap distance however, increases the drag. Simple but effective approaches presented here can lead to considerable cuts in fuel consumption as well as emissions for these commercial vehicles.