KR101934334B1 - vortex modifier for heavy vehicles - Google Patents

Abstract

An aspect of the present invention is to provide a vortex controller for a freight car that suppresses vortex at the tail portion of a freight vehicle to reduce air resistance at the tail portion of the freight vehicle. A vortex controller for a freight car according to an embodiment of the present invention is a vortex controller for a freight car, comprising: a loading box of a box-shaped freight car; and a vortex that is installed on both sides of the top of the rear portion of the loading box to inhibit a longitudinal vortex generated at the end of the rear portion And a control unit.

Description

{Vortex modifier for heavy vehicles}

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vortex controller for a freight vehicle, and more particularly, to a vortex controller for a freight car that controls the flow of air generated in a rear portion of a freight vehicle such as a truck or a tractor-trailer.

Recently, various countries are actively developing various technologies in order to save oil cost, which is the largest portion of logistics costs incurred in transportation.

Among them, transportation fuel cost reduction of freight vehicles, which accounts for 74.1% of the domestic transportation sharing ratio, is very effective against technology development costs and is essential for achieving GHG reduction target while preparing for high oil prices.

In the case of foreign countries, the company is actively promoting the development, certification, promotion and support of air resistance reduction devices for freight vehicles. On the other hand, in Korea, related technology development is in the early stage, and the air resistance reduction devices sold on the market are mostly simulated without the optimization verification, and the effect is questioned.

In accordance with such domestic circumstances, it is desired to delay the flow separation phenomenon occurring in the freight vehicle and to suppress the vortex formed behind the freight vehicle to save the fuel cost. For example, a vortex generator is mounted on the rear end of a vehicle to artificially generate a vortex, which is used to reduce air resistance by delaying the flow separation point of the flow, and often improves driving stability It is also used to reduce the degree of contamination of the car body.

U.S. Patent No. 5,058,837 (Low drag vortex generators) reduces the air resistance of the carrier, such as when attaching the vortex generators to the surface of an aircraft wing or when attaching to the back of a passenger car. International Patent Publication No. 2014162158 discloses various vortex generators to reduce the air resistance of a freight vehicle.

Korea Patent Publication No. 2012-7023082 has installed a small vortex generator in the front corner of the cab of a freight car to reduce pollution on the side of the cab without increasing the air resistance. The aforementioned patents apply a vortex generator to generate a vortex to reduce air resistance.

An aspect of the present invention is to provide a vortex controller for a freight car that suppresses vortex at the tail portion of a freight vehicle to reduce air resistance at the tail portion of the freight vehicle.

A vortex controller for a freight car according to an embodiment of the present invention is a vortex controller for a freight car, comprising: a loading box of a box-shaped freight car; and a vortex that is installed on both sides of the top of the rear portion of the loading box to inhibit a longitudinal vortex generated at the end of the rear portion And a control unit.

The loading box forms a loading space by an area (xz area) set in a direction (xz axis direction) crossing the flow direction (y axis direction) and a length set in the flow direction, and the tail part forms a loading space (In the xz-axis direction).

Wherein the loading box includes a floor having a width and being provided in a frame of the freight vehicle, a top plate spaced apart from the bottom by a height, and a side plate connecting the top and bottom with a height at both sides of the bottom, Can connect the bottom, the top plate and the side plate at the end of the flow direction.

The vortex controller may protrude from the end of the rear portion in the flow direction.

Wherein the vortex controller includes a top plate control plate protruding from a rear side in a flow direction of a corner round portion to which the top plate and the side plate are connected and extending corresponding to the top plate, And a side plate control plate connected to the side plate in correspondence with each other.

Wherein the top plate control plate and the side plate control plate include a round portion connected at a trailing end to a first round of a first radius and connected at a flow direction end to a second round of a second radius smaller than the first radius, The second round is eleventh shift SX11 inward in the width direction (x-axis direction) from the first round, and the 21st shift SZ21 is performed from the first round in the height direction (z-axis direction) .

The boundary line BL1 between the side plate control panel and the round section is shifted to the eleventh shift SX11 inward in the width direction (x-axis direction) from the extension line of the corner round section connecting the upper plate and the side plate, and the boundary line BL2 between the upper plate control panel and the round section is shifted to the bottom side in the height direction (z-axis direction) (SZ21) to form the twenty-first angle? 21 from the upper plate.

In the side plate control panel, the outer end in the width direction (x-axis direction) is twelfth shift (SX12) inward in the width direction (x-axis direction) from the extending surface of the side plate to form the eleventh angle [ (Z-axis direction) from the extending surface of the floor to the upper plate side (SZ22).

(X-axis direction) outward from the extending surface of the side plate, and a third shift (SX13) from the extension surface of the upper plate in the height direction (z-axis direction) (SZ23) from the upper plate to the 21st angle (? 21) from the upper plate.

The round portion may further include a guide plate protruding from a center line in a radially outward direction (-xz-axis direction).

The guide plate is formed at a minimum height in front of the flow direction and may gradually increase toward the rear.

As described above, the vortex controller for a freight vehicle according to an embodiment of the present invention is provided at a rear portion of a freight vehicle to minimize the generation of a longitudinal vortex generated at the end of a freight vehicle, Can be reduced.

In addition, one embodiment includes a vortex control module at the rear of the freight vehicle to mitigate a portion of the rear end that ends at a right angle square to provide a flow of wake through an ideal flow wired The air resistance at the rear portion of the freight vehicle can be reduced.

1 is a rear perspective view of a freight vehicle having a vortex controller for a freight vehicle according to an embodiment of the present invention.
2 is a front view of Fig.
3 is a side view of Fig.
4 is a perspective view of the eddy current control device applied to Fig.
5 is a plan view of Fig.
6 is a front view of Fig.
Figure 7 is a side view of Figure 4;
8 shows a result of numerical analysis comparing the instantaneous velocity contour (m / s) in the prior art (a) without the vortex controller and the embodiment (b) to be.
9 is a graph comparing the time-averaged velocity contour (m / s) in the prior art (a) without the vortex controller and the embodiment (b) It is the result of interpretation.
10 is a graph showing the relationship between the time-averaged pressure field (normalized by the τU ² (inertial force)) and the time-averaged pressure field in the embodiment (b) of FIG. 1 in which the vortex controller is mounted. ) Are compared with each other.
11 is a graph showing the relationship between turbulent kinetic energy (normalized by U ² (flow rate)) and time (in seconds) in the prior art (a) without the vortex controller and the embodiment This is the result of the numerical analysis comparing the average cable.

Hereinafter, embodiments of the present invention will be described in detail with reference to the accompanying drawings so that those skilled in the art can easily carry out the present invention. The present invention may, however, be embodied in many different forms and should not be construed as limited to the embodiments set forth herein. In order to clearly illustrate the present invention, parts not related to the description are omitted, and the same or similar components are denoted by the same reference numerals throughout the specification.

1 is a rear perspective view of a cargo vehicle equipped with a vortex controller for a freight car according to an embodiment of the present invention, FIG. 2 is a front view of FIG. 1, and FIG. 3 is a side view of FIG. 1 to 3, the vortex controller for a freight car according to an embodiment includes a loading box 10 and a vortex controller 20 of a boxed freight car.

The loading box 10 is provided with a loading space for loading cargo by a length set in the flow direction (y-axis direction) and an area (xz area) set in a direction intersecting the flow direction .

In the loading box 10, the tail portion 14 is formed in the direction (x-axis direction) crossing the flow direction (y-axis direction) at the end of the flow direction (y-axis direction). For example, the loading box 10 is provided in the frame F of the freight vehicle and has a floor 11 having a width W set in the x-axis direction, a floor 11 separated from the floor 11 by a height Ht, And a side plate 13 having a height Ht at both sides of the bottom 11 and connecting the top plate 12 and the bottom 11 to each other.

The rear portion 14 connects the bottom 11, the top plate 12 and the side plate 13 at the end in the flow direction (y-axis direction). The present embodiment illustrates a loading box 10 formed in a substantially rectangular parallelepiped.

The vortex controller 20 is installed on both sides of the top of the rear portion of the loading box 10 to reduce the air resistance by suppressing the generation of the longitudinal vortex and controlling the wake.

That is, the vortex controller 20 protrudes in the flow direction (y-axis direction) at the end of the tail portion 14 with a predetermined length L. More specifically, the vortex controller 20 protrudes behind the flow direction (y-axis direction) of the corner round portion 15 to which the top plate 12 and the side plate 13 are connected.

The length L may be formed to be 0.2 to 0.25 Ht based on the height Ht of the pallet 10 to reduce the air resistance of the tail portion 14. [ If the length L1 is less than 0.2 Ht, the effect of decreasing the air resistance in the flow direction is lowered, and if the length L exceeds 0.25 Ht, the air resistance in the flow direction may be increased.

The vortex controller 20 includes a top plate control plate 21 extending in correspondence with the top plate 12 and an upper plate control plate 21 bent at an angle set with the flow direction And a side plate control panel 22 connected thereto.

For example, when the upper plate 12 and the side plate 13 of the loading box 10 are formed at right angles, the bending angle between the upper plate control plate 21 and the side plate control plate 22 is formed at a substantially right angle . The vortex controller 20 may be made of steel plate, plastic or FRP.

Fig. 4 is a perspective view of the vortex controller applied to Fig. 1, Fig. 5 is a plan view of Fig. 4, Fig. 6 is a front view of Fig. 4, and Fig. 7 is a side view of Fig.

4 to 7, in the vortex controller 20, the upper plate control plate 21 and the side plate control plate 22 are connected to the first round of the first radius R1 at the end of the rear portion 14, And a round portion 23 connected to the second round of the second radius R2 smaller than the first radius R1 at the end of the direction (y-axis direction).

That is, the top plate control plate 21 and the side plate control plate 22 are connected to the round portion 23. The round portion 23 is connected in the flow direction (y-axis direction) in the corner round portion 15 connecting the upper plate 12 and the side plate 13.

The second round of the second radius R2 is eleventh shift SX11 inward in the width direction (x-axis direction) from the first round of the first radius R1, (SZ21) to the bottom 11 side.

The side plate control board 22 and the boundary line BL1 between the side plate control board 22 and the round portion are extended in the width direction (x-axis direction) from the extension line E15 of the corner round portion 15 connecting the upper plate 12 and the side plate 13 in the loading box 10, (11) from the side plate (13) to the eleventh angle (11).

For example, the eleventh angle [theta] 11 may be 5 to 20 [ ^deg .] (See FIG. 5). If the eleventh angle 11 is less than 5 ^degrees , the effect of reducing the air resistance in the flow direction is lowered, and if the eleventh angle 11 is more than 20 ^degrees , the air resistance in the flow direction can be increased.

That is, the side plate control panel 22 has a second height H12 which is formed at a large first height H11 in front of the flow direction (y-axis direction) and gradually decreases in a rearward direction. The side plate control plate 22 is tilted inward in the x-axis direction, and gradually becomes lower at the upper end and gradually becomes higher at the lower end. The first height (H11) forms the height of the vortex controller (20).

The outer end in the width direction (x-axis direction) from the side plate 13 is twelfth shift (SX12) inward in the width direction (x-axis direction) from the extending surface of the side plate 13, and the 22nd shift (SZ22) is made toward the upper plate 12 side in the height direction (z-axis direction) from the extending surface of the bottom 11.

The upper board control board 21 and the boundary line BL2 between the upper board 12 and the side board 13 are extended in the height direction (z-axis direction) from the extension line E16 of the corner round portion 15 connecting the upper board 12 and the side board 13, (21) from the top plate (12) to the bottom (11) side by the 21st shift (SZ21).

For example, the twenty-first angle? 21 may be 5 to 20 ^° (see FIG. 7). If the twenty-first angle? 21 is less than 5 ^degrees , the effect of decreasing the air resistance in the flow direction is lowered, and if the twenty-first angle? 21 exceeds 20 ^degrees , the air resistance in the flow direction may be increased.

Namely, the upper plate control plate 21 has a second width W12 formed in a larger first width W11 in front of the flow direction (y-axis direction) and gradually decreasing in a rearward direction. The upper plate control plate 21 is tilted downward in the z-axis direction, tilted gradually inward from the outside in the x-axis direction, and gradually narrows inward from the inside.

The inner end in the width direction (x-axis direction) is shifted from the extending surface of the upper plate 12 to the outer side in the width direction (x-axis direction) (SZ23) from the height direction (z-axis direction) to the bottom 11 side to form the twenty-first angle 21 from the extending surface of the top plate 12. [

The round portion 23 further includes a guide plate 24 protruding from the center line CL in the radially outward direction (-xz-axis direction). That is, the guide plate 24 is formed at the first angle? 1 with respect to the z-axis direction line in the round portion 23 (see FIG. 6).

For example, the first angle [theta] 1 may be 30 to 60 [ ^deg .]. If the first angle [theta] 1 is less than 30 [ ^deg .], The effect of suppressing the vortex generation in the flow direction is lowered, and if the first angle [theta] 1 exceeds 60 [ ^deg.] , The vortex generation in the flow direction may be increased.

The guide plate 24 is formed at a minimum height in the forward direction in the flow direction (y-axis direction) and can gradually increase toward the rear. The guide plate 24 is formed in such a structure that the round portion 23 is gradually lowered. Further, the guide plate 24 is formed to have a minimum thickness in front of the flow direction (y-axis direction) and can gradually increase toward the rear.

In the vortex controller 20, the guide plate 24 suppresses the generation of flow in the flow direction (y-axis direction), and the upper and lower plate control plates 21, 22 are formed in a streamlined shape To change the shape of the wake to the side where the air resistance is reduced.

That is, the vortex controller 20 includes a guide plate 24 to guide a longitudinal vortex, which is a coherent structure occurring in the corner round portion 15 of the cargo hold 10, By suppressing the generation, the magnitude and intensity of the vortex in the flow direction are reduced to obtain an air resistance reduction effect.

Further, since the long-length freight vehicle has a large cross-sectional area (yz cross-sectional area) as compared with the front cross-sectional area (xz cross-sectional area) of the vehicle body, the influence of the lateral force received by the side surface (the side plate 13 of the cargo space) Etc. are much higher than those of ordinary vehicles.

This lateral force may cause flow-induced vibration, which may reduce the driving stability. The vortex controller 20 of the embodiment can reduce the lateral force that can be expressed by the lateral wind force coefficient due to the cross wind to secure the running stability of the freight vehicle.

In addition, the vortex controller 20 achieves a weight-to-weight effect when compared to other air resistance reduction devices such as boat tails and side skirts. Although the vortex controller 20 is mounted at the same position as the boat tail, it can be conveniently used because it is mounted coincidentally without any unfolding and folding action during traveling and unloading.

Hereinafter, examples of the present invention and Comparative Examples 1 and 2 will be described in comparison. Table 1 below shows the result of the wind tunnel test by applying the vortex controller 20 of the embodiment to the model of the 15-ton freight car. In Comparative Example 1, no vortex controller was attached, and in Comparative Example 2, a vortex generator of the conventional wishbone type was installed.

Table 1 compares and analyzes the air resistance coefficient (C _D ) and lateral force coefficient (C _Z ) measured at yaw angle 7 ° with respect to each of Comparative Examples 1 and 2 and Examples by wind tunnel test have.

Specifications (15 ton vans) 1/8 scale model Air resistance coefficient
(C _D ) Air resistance reduction rate
(? C _D / C _D ) Lateral wind force coefficient
(C _Z ) Lateral wind reduction rate
(? CZ / CZ) Comparative Example 1 0.647 standard 0.474 standard Comparative Example 2 0.646 -0.15% 0.474 - Example 0.630 -2.69% 0.461 -2.80%

As shown in Table 1, the air resistance reduction rate (ΔCD / CD) (ie, air resistance improvement amount) was 0.15% in the case of the freight vehicle equipped with the conventional wishbone type vortex generator (Comparative Example 2) .

On the other hand, in the case of the freight vehicle equipped with the vortex controller of the embodiment, the air resistance reduction rate (ΔCD / CD) (ie, air resistance improvement amount) was significantly improved to 2.69%. Therefore, it was confirmed that the fuel efficiency of the freight vehicle can be improved. In addition, the lateral wind force coefficient reduction rate (? CZ / CZ) was improved to 2.80% in the examples. Therefore, it was confirmed that the stability of the freight vehicle can be improved. That is, it has been confirmed that one embodiment can ultimately not only reduce CO ₂ emissions but also improve driving stability.

8 shows a result of numerical analysis comparing the instantaneous velocity contour (m / s) in the prior art (a) without the vortex controller and the embodiment (b) to be.

9 is a graph comparing the time-averaged velocity contour (m / s) in the prior art (a) without the vortex controller and the embodiment (b) It is the result of interpretation.

Figure 10 is a graph showing the time-averaged pressure field (normalized by ρU2 (inertial force)) in the prior art (a) without the vortex control and the embodiment (b) The results are shown in Fig.

11 is a graph showing the relationship between turbulent kinetic energy (normalized by U ² (flow rate)) and time (in seconds) in the prior art (a) without the vortex controller and the embodiment This is the result of the numerical analysis comparing the average cable.

The numerical analysis was carried out under the assumption that the freight vehicle travels the expressway at 90 km / h. The instantaneous velocity field (FIG. 8), the time-averaged velocity field (FIG. 9) and the time-averaged pressure field (FIG. 10) are shown in a plane at 50% of the height H of the vortex controller 20 (CP1), turbulent kinetic energy and commercial average streamline (Fig. 11) are shown at a plane (CP2) of 50% of the height Ht of the loader 10 (Fig.

Referring to FIGS. 8 to 11, the flow field changes according to the comparative example 1 (prior art (a)) in which the vortex controller is not mounted and the vortex controller are mounted are analyzed and shown through numerical analysis.

8 and 9, by installing the vortex controller, it can be seen that the embodiment of the wake flow field in the embodiment compared to the comparative example 1 is a flow in the turbulent flow (the instantaneous velocity field in Fig. 8) ). At this time, it can be confirmed from the time average velocity field that the wake flow separation region is remarkably reduced. This is the result at plane 1 (CP1, see FIG. 2) of the loading box 10.

Referring to FIG. 11, turbulent kinetic energy and time-average flow field results shown in plane 2 (CP2, see FIG. 2) at the portion where the vortex controller is not mounted were similar in Comparative Example 1 and Example.

Turbulent kinetic energy and time average flow field results shown in plane 2 (CP2, see Fig. 2), though not shown, are also attached to the side plates of the loader so that they conform to plane 1 (CP1) And that the recovery of the time-averaged streamline flow field could be greater.

From the numerical analysis results, it is considered that the physical reason that the air resistance and the lateral wind force can be reduced when the vortex controller 20 is mounted on the loading box 10 has been considered.

Therefore, the embodiment can reduce the air resistance acting on the freight vehicle, thereby improving the fuel efficiency. Improving fuel economy can increase cargo transportation income. Air resistance is known to be a major factor in the fuel loss of freight vehicles (eg, 21% when driving on main roads).

As described above, the embodiment of the present invention effectively reduces air resistance caused by air flow passing through a freight vehicle such as a truck or a tractor-trailer, and improves driving stability due to crosswinds. That is, improvement of fuel efficiency and reduction of CO ₂ emission are expected.

While the present invention has been particularly shown and described with reference to exemplary embodiments thereof, it is to be understood that the invention is not limited to the disclosed embodiments, but, on the contrary, Of course.

10: Loading box 11: Floor
12: top plate 13: side plate
14: rear portion 15: corner round portion
20: vortex controller 21: top plate control panel
22: side plate control panel 23: round plate
24: Guide plates BL1 and BL2: Boundary line
CL: center line E15, E16: extension line
F: Frame HT: Height
H11, H12: first and second heights R1: first radius
R2: second radius SX11: eleventh shift
SZ21: 21st shift SX12: 12th shift
SZ22: 22nd shift SX13: 13th shift
SZ23: 23rd shift W: Width
W11: first width W12: second width
11: eleventh angle? 21: twenty-first angle

Claims (11)

Loading boxes of boxed freight vehicles; And
A vortex controller installed at both ends of the top of the rear portion of the loading box to suppress a longitudinal vortex generated at an end of the rear portion,
/ RTI >
The loading box
A floor, an upper plate, a side plate, and a corner round portion connecting the upper plate and the side plate,
The vortex controller
And a plurality of protruding portions provided in a rear portion of the corner round portion in the flow direction,
A top plate control plate extending corresponding to the top plate, and
Wherein the upper plate control plate is bent at an angle set with the flow direction as a reference line and connected to the side plate in correspondence with the side plate control plate
/ RTI >
The top plate control plate and the side plate control plate
And a round portion connected to the corner round portion,
/ RTI >
The round section
Further comprising a guide plate protruding outwardly from the vehicle body. The method according to claim 1,
The loading box
An area (xz area) set in a direction (xz axis direction) crossing the flow direction (y axis direction) and a length set in the flow direction form a loading space,
The rear portion
(Xz-axis direction) crossing the flow direction at the end of the flow direction. 3. The method of claim 2,
The floor is provided in the frame of the freight vehicle and has a width,
Wherein the top plate is spaced apart from the bottom and has a width,
Wherein the side plate has a height at both sides of the floor and connects the floor to the floor,
The rear portion
At the end of the flow direction, the bottom, the top plate,
A vortex control device for a freight vehicle. The method of claim 3,
The vortex controller
And is protruded from the end of the rear portion in the flow direction. delete The method of claim 3,
The round section
Connected at the trailing end to the first round of the first radius,
And a second round of a second radius smaller than the first radius at the flow direction end,
The second round
(SX11) inward in the width direction (x-axis direction) from the first round,
(SZ21) from the first round to the bottom in the height direction (z-axis direction). The method according to claim 6,
From the extension of the corner round portion,
The boundary line (BL1) between the side plate control panel and the round section
Eleventh shift (SX11) inward in the width direction (x-axis direction) to form the eleventh angle [theta] 11 from the side plate,
The boundary line (BL2) between the upper plate control panel and the round portion
(21) is shifted to the bottom side (SZ21) in the height direction (z-axis direction) to form the twenty-first angle (? 21) from the top plate. 8. The method of claim 7,
In the side plate control plate, the outer end in the width direction (x-axis direction)
(SX12) from the extending surface of the side plate to the inside in the width direction (x-axis direction) to form the eleventh angle [theta] 11 from the side plate,
(SZ22) from the extending surface of the floor to the upper plate side in the height direction (z-axis direction). 8. The method of claim 7,
In the upper plate control panel, the inner side in the width direction (x-axis direction)
(X-axis direction) outward from the extending surface of the side plate,
(SZ23) from the extending surface of the upper plate to the bottom side in the height direction (z-axis direction) to form the twenty-first angle (? 21) from the upper plate. 8. The method of claim 7,
The guide plate
A vortex control device for a freight car installed in a radially outward direction (-xz-axis direction) from a center line. 11. The method of claim 10,
The guide plate
A vortex control device for a freight car which is formed at a minimum height in front of the flow direction and gradually increases in a rearward direction.

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