AERODYNAMIC IMPROVEMENT OF KhADI 33 RACING CAR RADIATOR COMPARTMENT

629.3.015.3

33

. .

,

,

 .  

  33    

. ,

-   

.

: , ,

-.

33

. .

,

,

： . ：   ： ： ： ： ：

：   33 ： ：     ： ； ：

： ； ： . ： ：   ： ： ： .

： : ： , ： ： ： , ： ： .

AERODYNAMIC IMPROVEMENT OF KhADI 33 RACING

CAR RADIATOR COMPARTMENT

A. Avershyn, assistant, KhNAHU

Abstract. Aerodynamic characteristics of radiator compartment of KhADI 33 racing car on the basis

of the decision of the interfaced problem of internal and external aerodynamics are numerically investigated. The rational variant of radiator compartment which is characterized by high throughput and low level of non-uniformity of speed field at the input is offered.

Key words: racing car, radiator compartment, aerodynamic characteristics.

. ,

- ,

-  ( , .)

,  

-.

[3, 4]. ,

,

-  ( , )

( ).

-   

- 

-  [1, 2]. , [1]

-. [2]  

-   

-  .      

- 

33.

X 33 E-8.

-: l=3950 ,

-860 ,

h= w=1300 .

0,052 2.

,

[6, 7].

- 

-  c ,  

.1.  

-10 5 5

L H W× × = l× ×l l . 1.

. 1.  

. 1.

-.    

- 

- : ;

;

-MTFS®.  

8 .  

 .

-

-  3-  

TVD

k− ε

.      

-,

- 

4,5Y+= [5].

.

 :

- ,   -180

V_∞= /

; P_{∞ –}

-.

(  

)

-.

:

– 1111-1301010, – 420×310×60 ,

28,5 .

-,  

- 

, 2

i loss i

i perm p

U K U U

x K

∂ ₌ µ ₊ ρ

∂

µ –  

-; K_perm – ;

loss

K –

.

  .

. 2.

20

loss

K =  

  ∆ =P 0,5 [8]

  .    

-. 3-.

. 3.  

- : – ϕ =30; – ϕ =45; – 60

ϕ = ; – ϕ =90; ∆ =P (P_in−P_out) /P_in

-   

X 33 ( . 4)  

X 31 [6, 7].

1

X 31 X 33

Cx 0,984799 0,83696

Cy – 0,62136 – 0,86398

3

/ , 0,990358 0,789286

. 1 ,    

X 33

.

.

-  X

33   ,

-.

  :  

(

/ 4 / 3

A A = ),

( ),

- .

. 5

.

,  

,

.

- :

 ,

- 

-  ( ) .

  .

-  : I –  

. 4.

-. 5-.   : – I; –

. 1 (b), III –   . 4 (a, b),

( . 5, 6) . 2.

2  

I II III

Fx –734,8 –774,8 –767,1

Fy –758,5 –747,7 –775,3

nonuniformity

K 3,43 3,22 3,23

. 6.

- 

-: – I; –

II; – III

(

)

nonuniformity cp V V K V − = – -; cp /

V =Q A –  

A

  ; Q –

-; V_max –   ,

-      A₁,

cp

V ; A₂ = −A A₁; V_max –  

,      

2

A , V_n≤V_cp ( « – »

. 5)

1 1

max n n ,

A A

V =

∫

∫

2 2

min n n .

A A

V =

∫

∫

,

-,

-  Knonuniformity

  I.

( . 6),

( . 5 C–C),

  .     -    -.    

III.  

- 

-  ( . 7).

. 7.

- 

3  

/

i

h h 0,83 0,88 0,94 1

nonuniformity

K 3,04 3,23 3,26 3,02

( .7) ,

-/ 0,88

i

h h= , K_{nonuniformity}

. 3

/ 0,83

i

33.

-,

-,

-   .

. .

.

1. Kleber A. CFD as Integrated Pat of the Aerodynamic Development of the OPEL ECO-Speedster / A. Kleber // European Automotive CFD Conference (EACC): Bingen, Germany, 25 – 27 June 2003. – P. 27–36.

2. Jonson A. Volvo Car corporation, Sweden. On the thermodynamic development of the New Volvo XC 90 using FLUENT / A. Jonson // European Automotive CFD Conference (EACC): Bingen, Germany, 25–27 June 2003. – P. 37–50.

3. Katz J. Race Car Aerodynamics: Designing for Speed / J. Katz, 1995. – 223 p.

– 420 .

5. . .

/ . . , . .

-, . . . 2 . .1. – .:

  , 1990. – 336 .

6.

-  -31 / . . ,

. . //

-: . . . – : .

– 2005. – . 16. – . 228–231. 7.

-  1600 / . . ,

. . //

: . . . – :

. – 2005. – . 17. – . 21–25. 8.

/ . . . – .:

-, 1964. – 200 c.

: . . , , . . .,

.

  4