|
| Numerical Simulation of Ground Flow Field in Automotive Climate Wind Tunnel |
| Received:March 14, 2023 Revised:May 10, 2023 |
| View Full Text View/Add Comment Download reader |
| DOI：10.7643/issn.1672-9242.2023.08.014 |
| KeyWord:automotive climate wind tunnel chassis dynamometer ground flow field wind tunnel test numerical simulation boundary layer suction rate |
| Author | Institution |
| LI Jian |
School of Energy and Environmental Engineering, Hebei University of Technology, Tianjin , China |
| ZHANG Chang-ping |
School of Energy and Environmental Engineering, Hebei University of Technology, Tianjin , China |
| XU Xiang |
China Automotive Technology and Research Center Co., Ltd., Tianjin , China |
| WANG Dan |
China Automotive Technology and Research Center Co., Ltd., Tianjin , China |
| ZHANG Yi-lun |
China Automotive Technology and Research Center Co., Ltd., Tianjin , China |
| MU Lian-song |
China Automotive Technology and Research Center Co., Ltd., Tianjin , China |
|
| Hits: |
| Download times: |
| Abstract: |
| Automotive climate wind tunnel test is an essential test in the process of automotive research and development. The chassis dynamometer in wind tunnel will affect the accuracy of wind tunnel test results to some extent. The work aims to explore the flow field law in the ground area of the automobile climate wind tunnel, obtain the optimal suction rate of the boundary layer suction device in the wind tunnel and the effect law of the chassis dynamometer on the boundary layer thickness, wind speed, total pressure and static pressure in the wind tunnel ground area, and compare the accuracy of the MRF method and the rotating wall method in the simulation of the hub rotation of the chassis dynamometer. The CFD method was used to simulate the flow field in the automobile climate wind tunnel. The optimal suction rate of the boundary layer suction device corresponding to the nozzle wind speed of 120 km/h is 0.048. The total pressure in the chassis dynamometer area showed a downward trend. Compared with the presence of chassis dynamometer, when there was no chassis dynamometer in the automotive climate wind tunnel, the boundary layer thickness at the same position in the chassis dynamometer area increased by 1.28~ 12.22 mm. There was a high wind speed area on the front, upper and rear sides of the front hub and the upper and rear sides of the rear hub. The wind speed in the area was about 1%~4% higher than the set wind speed. Compared to the absence of the chassis dynamometer, the static pressure value in the area was lower by 0.32~46.02 Pa. There was a low wind speed area in the concave part connected with the ground at the front and rear sides of the front and rear rotating hub. The wind speed in the area was about 1%~5% lower than the set wind speed. Compared to the absence of the chassis dynamometer, the static pressure value in the area was higher by 0.08~49.34 Pa. The hub rotation of chassis dynamometer increased the thickness of the ground boundary layer in the nearby area. At the front of the hub, the thickness of the ground boundary layer increased by nearly 8 mm by using the rotating wall method compared with the MRF method. In other positions, the difference between the two simulation methods for the boundary layer thickness was less than 1.5 mm. MRF method and rotating wall method had the same accuracy in the simulation of wind speed and static pressure distribution in the chassis dynamometer region, while the rotating wall method was more accurate in the simulation of total pressure trend. Chassis dynamometer will affect boundary layer thickness, wind speed, total pressure and static pressure in a certain range of ground area. The rotating wall method is more suitable for the simulation of ground boundary layer thickness, wind speed, total pressure and static pressure in chassis dynamometer area than MRF method. |
| Close |
|
|
|