Академический Документы
Профессиональный Документы
Культура Документы
20114635
1. INTRODUCTION
The interaction between underhood-airflows and external
the grill, the cooling air outlet positions are at the transmission-
squareback
engine
notchback
transmission
radiator
(1)
(2)
115
(4-7)
2.2. Wind-tunnel
Experiments were performerd in the Wind Tunnel B of the
(3)
for the boundary conditions of the real wind tunnel, therefore the
semi-empirical
and table, the diffuser and the plenum was resolved in the
(3)
equations.
(11)
The
result
was
quadratic
Copyright 2011 Society of Automotive Engineers of Japan, Inc. All rights reserved
116
c pTotal
mass-flow points. If the target mass flow is not hit, the value can
be inter/extrapolated to the necessary cooling mass-flow and the
resulting cooling-drag can be compared to the basic setup.
c pTotal
c pTotal
c pTotal
planes were 100 mm and 500 mm behind the end of the vehicle,
tangential to the main flow direction. Measurements were done
(16)
Copyright 2011 Society of Automotive Engineers of Japan, Inc. All rights reserved
117
c pTotal
are shown.
c pTotal
(13)
simulation. Blue is
(8)
direction) of the wake leads to different suction of the wheelhouse vortex due to cooling-air which results in different
positions. Furthermore the different wake structures and its
Copyright 2011 Society of Automotive Engineers of Japan, Inc. All rights reserved
118
(15)
Copyright 2011 Society of Automotive Engineers of Japan, Inc. All rights reserved
119
(14)
mini-belts
are
added
WR.
The
different
configurations of cooling outlets were investigated for both rearFig. 14 Influence of the ground simulation on the cooling drag.
(CGS) and full ground simulation (WR) with closed rim design.
1) CGS
4) WR
cdc
cdc
NB STD
0.023
0.024
SB STD
0.019
0.019
As it can be seen, the cooling drag for the configurations 1)3) does not alter very much. Adding the wheel rotation changes
this behavior especially for the cooling-outlet located at the
wheel-houses. The drag can increase strongly, dependent on the
vehicle shape. The interference effects of the notchback are
5. CONCLUSION
the vehicle. The highest cooling drag could be measured for the
cooling drag due to wheel rotation for the case with closed
drag
contributions
could
be
given
with
total-pressure
120
(2005).
that the cooling air exiting the wheelhouses has a higher cooling
(2005).
closed rims, the cooling-drag does not correlate with the wheel
rotation.
6. ACKNOWLEDGMENTS
REFERENCES
(1) Christoffersen, L., Sderblom, D., Lfdahl, L., Jnson,
A.
01-0097, (2008).
NOMENCLATURE
Aref
cc
cd
cdc
c pTotal
m2
cooling coefficient
drag coefficient
cooling-drag coefficient
total-pressure
coefficient
c pTotal
delta total-pressure
coefficient
m& c
Re
u
cooling-air mass-flow
kg/s
Reynolds-Number
free-stream velocity
m/s
fluid density
kg/m3
Maschinenwesen, (2005).
Copyright 2011 Society of Automotive Engineers of Japan, Inc. All rights reserved
121