减阻装置对平头货车气动特性影响的分析及优化

doi:10.3969/j.issn.1674-8484.2024.06.013

摘要/Abstract

摘要：

为减低侧风环境下平头货车的气动阻力系数，提高行驶稳定性，提出安装减阻装置和优化造型参数的减阻方案。采用空气动力学数值模拟技术，在0°~15°间6种横摆角下分别研究了安装导流罩、尾流板、复合减阻装置的平头货车简化模型的气动特性，并基于自适应协同优化算法（SHERPA）对安装复合减阻装置的模型进行参数优化。结果表明：导流罩在横摆角为12°时减阻效果最佳，减阻率为17.0%；尾流板的减阻率在无侧风时达到最大为5.7%；复合减阻装置的平均减阻率为19.0%，最大减阻率为22.9%；经 SHERPA算法优化后，安装复合减阻装置的货车模型平均气动阻力系数进一步降低4.3%。此项研究为侧风环境下货车气动特性优化提供了理论基础。

关键词: 平头厢式货车, 气动特性, 减阻装置, 自适应协同优化算法（SHERPA）, 气动阻力系数, 横摆角

Abstract:

A drag reduction scheme of installing drag reduction devices and optimizing modeling parameters was proposed to reduce the aerodynamic drag coefficient of flat head trucks in crosswind environment and improve driving stability. The aerodynamic characteristics of the simplified model of flat head truck with fairing, wake plate and composite drag reduction device were studied under six yaw angles from 0° to 15° with using aerodynamic numerical simulation technology, and the parameters of the model with composite drag reduction device were optimized based on the Adaptive Collaborative Optimization Algorithm (SHERPA). The results show that the drag reduction effect is the best and the drag reduction rate is 17% when the yaw angle is 12°; The drag reduction rate of the wake plate reaches the maximum of 5.7% without crosswind; The average drag reduction rate of the composite drag reduction device is 19.0%, and the maximum drag reduction rate is 22.9%; After the optimization of SHERPA algorithm, the average aerodynamic drag coefficient of freight car model with composite drag reduction device is further reduced by 4.3%. This study provides a theoretical basis for the optimization of aerodynamic characteristics of freight cars in crosswind environment.

Key words: flat-head van truck, aerodynamic characteristics, fairing, adaptive collaborative optimization algorithm (SHERPA), aerodynamic drag coefficient, yaw angle

中图分类号:

U461.1

吴素珍, 丁祺睿. 减阻装置对平头货车气动特性影响的分析及优化[J]. 汽车安全与节能学报, 2024, 15(6): 915-922.

WU Suzhen, DING Qirui. Analysis and optimization of the influence of drag reduction device on the aerodynamic characteristics of flat truck[J]. Journal of Automotive Safety and Energy, 2024, 15(6): 915-922.

图/表 18

图1 平头厢式货车简化模型

β / (°)	v / (km·h^-1)	v₁ / (km·h^-1)	v₂ / (km·h^-1)
0	90	90	0
3	90.124	90	4.717
6	90.496	90	9.459
9	91.122	90	14.255
12	92.011	90	19.130
15	93.175	90	24.115

表1 不同横摆角下来流速度、车速和侧风速度

图2 网格加密域示意图

计算域范围，L×W×H	13 m×11 m×6 m
湍流模型	可实现K-Epsilon模型
入口速度，v	90 km/h
出口压力，p	0 Pa
壁面	滑移
地面	滑移+非滑移
基础尺寸	0.1 m
最小表面尺寸	2 mm
棱柱层数	5层
棱柱层总厚度	8 mm
一层加密尺寸	128 mm
二层加密尺寸	64 mm
三层加密尺寸	16 mm

表2 数值仿真条件设置

图3 安装导流罩的货车简化模型示意图

图4 车身纵对称面压力对比云图

图5 原始模型和安装导流罩模型气动阻力系数变化趋势

图6 安装尾流板的货车简化模型示意图

图7 距离车尾1.5 m截面处湍动能对比云图

图8 原始模型和安装尾流板模型气动阻力系数变化趋势

图9 安装复合减阻装置的货车模型示意图

图10 Y = 1截面处的湍动能对比云图

图11 原始模型和安装复合减阻装置模型气动阻力系数变化趋势

图12 复合减阻装置模型的造型优化参数

设计变量	基准值	增量	取值范围	设计变量优化值
R₁ / m	0.005	0.001	[0，0.010]	0.002
R₂ / m	0.001	0.001	[0.001，0.005]	0.005
R₃ / m	0.001	0.001	[0.001，0.010]	0.010
R₄ / m	0.060	0.005	[0.06，0.080]	0.065
R₅ / m	0.001	0.002	[0.001，0.011]	0.007
L / m	0.402	0.050	[0.402，0.702]	0.502

表3 设计变量的基准值、增量、取值范围以及设计变量优化值

图13 传统优化算法与SHERPA算法的区别

图14 车身纵对称面处的湍动能对比云图

图15 3种模型气动阻力系数变化趋势

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