Aerodynamics in Transport

AERODYNAMICS
IN ROAD TRANSPORT
JESSE
PEETERS
STEFAN
TJEERDSMA
2013
Table of contents
Introduction _______________________________________________________________ 3
Research questions __________________________________________________________ 4
Physics behind Aerodynamics _________________________________________________ 5
Improvements applicable for the truck __________________________________________ 7
Roof Fairing ____________________________________________________________________ 7
Side-Fenders ___________________________________________________________________ 7
Height Difference _______________________________________________________________ 7
Truck shape ____________________________________________________________________ 8
Horns and Lights ________________________________________________________________ 8
Side-Mirrors ___________________________________________________________________ 8
Air Dam _______________________________________________________________________ 8
Improvements applicable for the trailer _________________________________________ 9

Freight location _________________________________________________________________ 9
Sloping roof ____________________________________________________________________ 9
Mudguard cloth _______________________________________________________________ 10
Bumper beam _________________________________________________________________ 10
Side wings ____________________________________________________________________ 10
Boat tail ______________________________________________________________________ 11
Vanes ________________________________________________________________________ 11
Diffuser ______________________________________________________________________ 11
Law enforcements concerning aerodynamics ____________________________________ 12

Prototypes ________________________________________________________________ 13
MAN Dolphin concept __________________________________________________________ 13
The Blue Liner concept __________________________________________________________ 13
Financial effects ___________________________________________________________ 14

Modelling ________________________________________________________________ 16
Building the wind tunnel ____________________________________________________ 19
Contraction Cone ______________________________________________________________ 20
Diffuser ______________________________________________________________________ 21
Test section ___________________________________________________________________ 23
An impression of the building process ______________________________________________ 25
Research Project
Aerodynamics in Road transport
2013
Jesse Peeters & Stefan Tjeerdsma
Test results of the wind tunnel ________________________________________________ 29

The data results _______________________________________________________________ 29
The visual results ______________________________________________________________ 31
Conclusion ________________________________________________________________ 33
Report of our internship at MAN ______________________________________________ 35
Time log __________________________________________________________________ 42
Stefan _______________________________________________________________________ 42
Jesse ________________________________________________________________________ 42
Sources __________________________________________________________________ 43
Epilogue__________________________________________________________________ 44
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Introduction
Aerodynamics is a term used to describe the airflow around an object. These airflows are influenced
by several factors. Back in the early days aerodynamics wasnt such an important factor in truck
building. A lot of fuel was unnecessarily being consumed, later it was discovered even small things
like a horn on top of a truck cause major negative consequences in terms of aerodynamics, and
consequently, in fuel consumption. This large impact is caused by the enormous distance travelled by
trucks. This is why aerodynamics became more and more important in the design process of trucks.
At the moment, development of aerodynamics is already going on for some years though there is yet
far more to achieve. In this research project, we are going to discuss all the factors affecting
aerodynamics in road haulage and their effects in both the economic and technical aspect.
We both chose a N&T profile at our school. This research project perfectly fits into this choice and
affects the subjects we encounter every day. We could use the knowledge we were provided with
during class in our project and, of course, have expanded this knowledge by doing this project.
In February 2013 we worked on our research project in Munich. We had the ability to do our
internship at MAN. MAN is a truck-, and bus building company. We saw various types of trucks during
our stay for two weeks. We thought it was ideal to combine our internship and our research project,
since this would allow us to talk with specialists about the subject of our research project.
During our internship at MAN in Munich we also noticed the importance of aerodynamics. Theres
still room available for innovation and improvement at this aspect as shown in the concept S, a
futuristic truck which is designed in such a way it saves up to 25% of fuel only by improving
aerodynamics. This truck formed the main source of inspiration for this project. We will discuss this
truck in depth later on. A report of our internship at MAN can be found at the end of this paper.
The financial aspect of transport is of major importance, especially in these difficult times where
every cent per kilometre can be of major importance for companies in this industry. Everybody
prefers the cheapest products when shopping in a supermarket for example. These low prices
however can only be achieved when companies work as efficient as possible, thus, inventions and
improvements like the aerodynamic features discussed in this paper are essential.
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Research questions
At the start of our research project we thought of the key questions we wanted to be answered.
Our hypothesis can be formulated as the following question:
What is the effect, from a financial and technical point of view, of improved aerodynamics in
commercial long haulage transport?
We formulated several sub questions as well, which support the hypothesis in a broad way:
What will future truck-trailer combinations look like?
To what extend are further fuel consumption savings still possible concerning trucks and
trailers?
How long does it take for investments in aerodynamics to earn themselves back. In
other words, when will investments in aerodynamics become profitable?
To what extend are truck/trailer manufacturers taking aerodynamics into account

already?
Which possibilities are there to improve aerodynamics concerning the law?
Are there any disadvantages concerning aerodynamic improvements?
What is the effect of aerodynamic improvements on the environment?
Is it possible to visualize the airflow around a truck trailer combination?
Is it possible to show the effect of aerodynamics (on scale) using a wind tunnel?
In this paper we try to answer these questions as good as possible and explain how we came to our
conclusions.
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Physics behind Aerodynamics

When talking about aerodynamics it is vital to know the definition of drag. Drag is the resistance
caused by a gas to the motion of a solid body moving through it. Drag forms 54% of the total energy
losses involved next to tire friction, braking losses, general driveline losses, assistance applications
and engine friction as shown in the following figure.
Energy losses
4,4% 2,4%
6,5%
Drag
7,5%
Tire friction
Braking losses
54,0%
Mechanical friction
Assistance applications
25,2%
Engine friction
Since this is such a high percentage, it is given much attention. The amount of drag can be calculated
using the following formula: [5]
Fd = v2 Cd A
Where
- Fd equals drag also known as the resistance force of air
- involves the density of air. This is dependent of the temperature, the pressure and the current
height (altitude above sea-level).
- V is velocity which is a speed in a certain direction in ms-1. In order to achieve correct calculations,
wind should also be taken into account which can be done using the following formula: V=V+/-Vw.
A wind blowing in the same direction compared to the movement of the object uses the + and a wind
blowing in the opposite direction uses the -.
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- Cd is the factor which can be improved via aerodynamics. This is a value determined by the way in
which the air flows around an object, in this case a vehicle. The Cd value is a result of both the shape
of an object and the structure of the object. A lower drag coefficient indicates the object causes less
aerodynamic drag. [6] This is the value affected by aerodynamic improvements, and so, will be the
most important part of the formula in this research project. Some typical Cd values are:
Brick, Cd value: 2.1
Hummer, Cd value: 0.57
Truck, Cd value: >0.6
Formula 1 car, Cd value: 0.7-1.1
Nuna 3, Cd value: 0.07
- A is the frontal area of the object, in other words, the area of the object which hits the frontal air
currents. The bigger the frontal area, the more air has to be moved. This causes the vehicle to slow
down and thus more engine power and fuel are needed.
The most noticeable factor in the formula is v2. In fact, velocity is the most important factor in drag
because of it being squared, it is the most effective factor in the formula. This leads to the conclusion
that aerodynamic changes will be most noticeable for trucks traveling long distances at high speed.
Trucks traveling small distances at a low speed such as a garbage truck will not achieve a significant
improvement in fuel consumption. [3]
Further calculations using the formula in practice are included in the wind tunnel section of this
paper.
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Improvements applicable for the truck

There are various aerodynamic features which can be applied to a truck. In this paragraph we will be
explaining the most efficient adaptions.
An important characteristic of a truck concerning aerodynamics is the space between the truck and
the trailer and the extent to which this transition is smooth or not. In daily life this space is often
quite big in order to make rotation of the trailer possible in curves. This space, however, causes a lot
of turbulence and thus disturbs the air flow around the vehicle. There are several adaptions possible
in order to prevent this turbulence.
Roof Fairing
To start with, an important aerodynamic improvement is the roof fairing.
This is a very effective feature which is already applied to many trucks. It
allows the air to flow directly over the vehicle. This way the air will not be
stopped by the upper-area of the trailer. The roof fairing creates a gentle
connection between the top of the truck and the top of the trailer. This
feature can also be mounted top of the trailer, which is called an air-cone.
This will create a similar effect. The total fuel savings are 4.4%, which can
be assumed as a high-percentage feature.
Side-Fenders
Next is the side-fender, this modification has a similar
effect compared to the effect roof fairing has on the
airflow over the roof of the vehicle, though instead it is
meant for the sides of the truck-trailer combination. This
way the air will smoothly pass the gap between the truck
and the trailer. The total fuel savings using the sidefenders are 0.4%, which is rather low though it is
definitely noticeable.
Height Difference
Next up is the relation between the height of the truck and the trailer. This
isnt really a feature, though it is definitely something important to take
into consideration. If there is a big height difference the air will be stopped
abrupt which causes more turbulence. Though this can partially be solved
using the previously mentioned roof fairing.
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Truck shape
As well as the smoothness of the transition between the truck and trailer combination, the
smoothness of the truck itself is also very important. As mentioned before, old trucks are often
characterized by their sharp edges. This is, however, fatal for aerodynamics. Smoothening the edges
of the cabin improves aerodynamics enormously. Sharp edges cause the air to not follow the object
anymore, the air will detach. This detachment finally causes a lot of friction, and so a higher fuel
consumption.
Horns and Lights

Another common made mistake is not integrating horns and
lights in the cab, instead the lights and horns are mounted on
top of the cab. This disturbance of the initially smooth line of
the cab causes an extra fuel consumption of 0.1%. Although
this again may not seem like a lot, over the long term it will be
noticeable.
Side-Mirrors
The side mirrors also affect the air flow since the air will be stopped by the
protruding mirrors. Today this is not used in many trucks, though this will
definitely be something to look forward to in the future, since cameras will
most likely replace ordinary mirrors. Cameras make up a much smaller
frontal area compared to the clumsy mirrors which are used today. This
idea is already complied in the concept S.
Air Dam
This air dam can be seen as an extension of the front bumper of a truck. It
prevents air from flowing directly underneath the vehicle. Instead the air is
redirected to the more aerodynamic efficient side of the truck. This way the air
flows adjacent to the side stream. The effectiveness of this feature is
dependent on the length of the vehicle, since in longer vehicles more bumpy
surface underneath the truck is evaded. For example, in a long truck trailer
combination the air which would flow underneath the vehicle would have to
travel a long distance to the far end of the vehicle, while when talking about
just the truck this distance is not that long and thus the effect of the spoiler is
reduced.
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Improvements applicable for the trailer

Freight location
First off, well be discussing how the freight in a trailer can affect the air flow. Though this is rather
logical, it still is a common mistake. When positioning the freight in an open-trailer it is essential that
the freight is located as near as possible to the cab.
Otherwise turbulence will occur. When the freight is
positioned near the truck it can be defined as a
whole. This way the air will flow in one direct line
over the truck and it wont be stopped by the freight
located in the back, the frontal area is minimized
and side wind will have a smaller impact. Next to
the place of the freight, the order of the freight is
also of major importance. In general: the highest
freight should be positioned near the cab. This way
a smooth line is formed by the freight (from high to low freight) as seen from the side.
Sloping roof
By making the roof of the trailer descend at the back, the friction created by the vacuum at the back
of the trailer can be reduced. The space lost by the descending roof at the back of the trailer can be
regained at the front. The slope of the roof should be as smooth as possible and should not exceed a
angle of 12 degrees. The cut in fuel consumption caused by the measure about 0.4%, however the
trailer will get higher in order to regain the freight capacity, this is not yet allowed in Europe (see
paragraph Law enforcements concerning aerodynamics). This feature is also used in the Concept S,
which will be discussed later on.
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Mudguard cloth
Every truck has them, these cloths at the back of a wheel. Its main
function is to stop the mud and water coming in from the front and so
prevent the trailer from getting dirty. Also it prevents water from
splashing people walking next to the truck or cars driving next to the
truck. Lastly it can be used for advertisements. However, since this
mudguard cloth increases the frontal area it also has a negative effect
on aerodynamics. Casual mudguards causes about a 0.6% increase in
fuel consumption.
With new technology however, it is now possible to create mudguards which partially compensate
the negative influence of the mudguards. Instead of rubber mudguards, blades like lamellae were
invented. This is actually a genius idea because these mudguards both prevent mud from splashing
and it still allows air to flow through and thus create less friction.
Bumper beam
The bumper beam is located at the back of the trailer.
Such a bumper beam is essential for safety and also
obligated. The beam prevents vehicles and humans from
getting stuck underneath the trailer in case of a collision.
The bumper beam also prevents small collisions whilst
parking the trailer. The space between the trailer and the
bumper beam is often closed in order to provide space for
mounting lights and the license plate, it would, however,
from an aerodynamic point of view, be better to not close
this space in order to let the air flow through. This way
less friction is created. The lights and license plate can be
integrated in the bumper beam instead.
Side wings
The so called side wings can be mounted at
the side of the trailer, at tire height. These side
wings cover a large part of the space between
the road and the trailer as well as the tires
themselves. This way a smooth surface is
created instead of the original surface formed
by the tires which are not aerodynamic at all,
in other words, all the obstacles hit by the air
are covered by a smooth plate. A cut in fuel
consumption of 5% to 15% can be achieved
using the side wings, which is relatively much
for this rather simple solution. This feature is also seen as one of the most realistic and achievable
features since it can be mounted to almost every trailer easily.
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Boat tail
The boat tail can be described as a cone mounted at the back of the trailer. This
tail again decreases the drag created by the vehicle as a result of the vacuum at
the back of the trailer. There are several types of boat tails, though all tails
actually have the same purpose. Testing all the different kind of tails proved
the normal boat tail, mounted at the edges of the trailer, most effective. Also,
longer tails are more effective since the slope is less steep. A cut in fuel
consumption of 7.5% can be achieved using the tail. However, since this feature
raises the total length of the trailer, consumers will not be very likely to apply
this feature to their truck because of the length limit, which we will be
discussing in the next chapter.
Vanes
It can best be described as some sort of wing which decreases, just as
the boat tail, the drag created by the vehicles as a result of the
vacuum at the back of the trailer. It is not attached directly to the
trailer and it can be seen as a frame mounted to the edges of the
back of the trailer. Though the total decrease in fuel consumption is
less than the amount achieved using the boat tail, the vanes dont
add up to the total length of the vehicle.
Diffuser
The diffuser is attached underneath the trailer. It
helps the air to flow faster under the trailer. This
causes the vacuum behind the truck to decrease since
there is enough air to fill the vacuum, in other words,
the pressure behind the trailer is reduced. There are
various advantages concerning the diffuser; The
freight capacity and total vehicle length are not
affected . The picture on the right shows the
steadiness of the air behind the trailer.
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2013
Law enforcements concerning aerodynamics

In the Netherlands, a truck-trailer combination was not allowed to be longer than 18.75 meters and
was not allowed to weigh more than 50 ton. At the end of 2012 these laws were changed and longer
and heavier trucks were allowed on the public road. The maximum length changed to 25.25 meter
and the maximum weight changed to 60 ton.[14] This means that trucks are now allowed to be 35%
longer and 20% heavier. This is a huge improvement and this will make it easier for companies to
apply aerodynamic solutions. For example, companies used to avoid the arched back since the
capacity would suffer. As a result of these laws there is more space for aerodynamic improvements.
There is a difference in law between Europe and the US. In Europe the total length of the truck-trailer
combination is measured as a whole while in the US the length is made up solemnly by the trailer. [1]
This is why in the US trucks with a hood are more common which are, in fact, aerodynamically better
shaped because the air streams around the object more gently. In Europe this hood would be
included in the total length of the truck-trailer combination. [1]
About every five years, a new European emission standard merges. From this year onwards new
trucks with Euro 6 standards are build. The euro standards used to be all about engine efficiency, but
since there is not much to improve in this section anymore, aerodynamics became their main focus.
This new set of regulations will be the standard for 2014, but they are already complied in todays
trucks. However, trucks build by the Euro 6 standards are more expensive. Euro 6 is already
attractive for some companies as a result of positive tax consequences, in other words companies
will pay less tax. This stimulates buyers to buy cleaner trucks in several countries already, including
the Netherlands. An employee at MAN we talked to, told us companies equivalent to MAN had quite
much trouble achieving these fierce regulations. A lot has been done to make engines efficient as
well as the axles and the gear box. The industry is, however, not going to improve the efficiency of
the engines that much while there is not much to achieve on anymore. In order to cope with EURO 7,
which will be introduced in the future, truck builders will be focusing on aerodynamics since there is
still room for improvement here. The focus of Euro 7 will be on Cd values instead of cleaner engines.
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Prototypes
MAN Dolphin concept
This concept was shown by MAN in 2010 at the IAA. The truck was
initially made in 2009, later on a trailer for the truck was designed by
Krone. It has got many aerodynamic innovations and features. Its slim
shape, projecting wheel arches and soft, smooth lines give it a
sensational cD value of approximately 0.3. This number is fascinating
since this is a value achieved by regular cars these days which, of course,
have a much smaller frontal surface. We have seen this prototype
ourselves during our internship. The truck was present in Munich in full scale. The trailer is designed
in such a way that the capacity remains equally large, which is very important, since people buying
the truck in the future dont want to give up any
freight capacity. In order to achieve the same
capacity the Concept S is rather long and high.
These dimentions are not yet allowed in Europe,
though MAN is trying to get new laws through
the European system. During our internship in
Munich we got the opportunity to talk to an
expert on this subject, he told us he thought the
truck might be on the road within 4-5 years. He
also told us about the importance of the project;
fierce regulations are being introduced in the EU on the aspect of pollution. The latest set of rules is
called EURO 6, and will be necessary for truck builders to achieve in order to be allowed to sell trucks
in Europe starting in 2014.
There are also a lot of small features added to the design. For example, the mirrors are replaced by
cameras in order to decrease the frontal surface. The spoilers also received some innovation in the
form of a spoiler with the ability to adapt itself to the trailer position, and so, form one smooth line.
The Blue Liner concept

Initially, this was a project for university students called: The future truck. 10 students worked on
this project and it had a fascinating result. With its aerodynamic features it is calculated that the CO2
reduction is about 25%. This is the same amount as the concept S. It is definitely a weird looking
truck, and it is still hard to imagine this truck driving on the highways. This truck contains a lot of the
aerodynamic feature we talked about previously. With all these features combined, the CO2
pollution is minimized. The most interesting feature being the air intake from the front creating an
airflow underneath the cabin, as a result air is not obstructed by its frontal area. Of course, with all
these features the truck will be much more expensive. The truck will be profitable after two years.
The concept still needs further development. But just like the concept S by MAN the truck is still
illegal in Europe because of its dimensions.
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Financial effects
Of course there is a lot of money involved in the evolution of aerodynamics. The first step starts with
ideas, then the development, then the testing and lastly the realization. Ideas are made out of
possible features that can improve the aerodynamics of the vehicle. The development team makes
sure they make the best out of the idea. Improve it in such a way that the possibilities are maximized.
The testing team tests the idea. This can be done using wind tunnels. They make a small size model
and calculate the improvement in drag. With these numbers they can calculate the reduction in fuel
consumption. Lastly there is a realization team who basically build the end product. They apply the
feature to their vehicle.
This process costs a lot of money. There is equipment needed to calculate and realize the idea, there
has to be a big fund to invest in the project and there is of course manpower needed. But when the
end product is successful and when a large amount of companies are willing to buy their ideas this all
pays off.
The company buying the feature and applying it to their vehicle will also pay more, however
companies will not buy the product if it isnt profitable. The product has to save enough fuel in order
to contribute to its own value. This is also achieved by tax reductions. The government will ask less
tax when your vehicle is more environmental. In the long term all the extra money paid to have such
a new aerodynamic feature will be contributed and eventually even profits can be achieved.
As said before, when a vehicle has less drag, it will save fuel over-time. The amount received through
fuel reduction can be calculated using the following formula:
(Consumption savings per 100km in L) * (Amount of km per year/100) * (Price in Euro per Litre)
In this formula a factor of 100 is used since the standard consumption unit is L/100km.
With all these profits, over time the amount of money invested in the aerodynamic features will be
paid back. Though this all depends on how many kilometres the trucks of a certain company drive a
year. If a truck drives long-haul distances it will consume more fuel, while trucks driving short-haul
distances consume less fuel. So the trucks driving long distances will eventually be more profitable.
Also the type of aerodynamic feature matters since some are more effective than others.
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In order to give a rough impression of the profits of aerodynamic adaptions we will show a
calculation for the MAN Concept S (discussed in detail in the prototype section) below; this truck
includes almost all aerodynamic features mentioned before. The MAN Concept S reduces average
fuel consumption by almost 25 %. In order to calculate the savings per year we need the following
average data:
Average distance travelled by a truck each year
125.000 kilometers
Average fuel consumption

31 liters/ 100 kilometers
(Average diesel price / tax tariff) average 1.50 / 1.21 = 1.24 0.10 = 1.14
discount obtainable in most situations
The amount of tax differs per country. In the Netherlands the amount is 21%.
however, dont have to contribute these taxes.
[13]
Companies,
As said a fuel consumption reduction of almost 25% can be achieved; in this calculation we will use
25% to give an impression of the consequences:
0.25 * 31 = 7.75 litres of fuel saved per 100 km.

Fill in the formula
(Consumption savings per 100km in L) * (Amount of km/100) * (Price in Euro per Liter)
7.75 * (125,000/100) * 1.14 = 11043.75
In order to take the almost 25% into consideration we can say this amount is around 11,000.00
per year. This is an enormous amount of money and only represents one truck. Most transport
companies have a fleet of trucks. At an amount of 10 trucks your profit would already be
110,000.00. Compared to a new truck, costing around 80,000 this is an exceptional amount of
money, which can be essential for companies to survive these days.
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Modelling
In order to visualize the results of aerodynamics, we made a model of a truck accelerating to its top
speed. In order to achieve this model we used Java, a programming language we used earlier at
computer science at school. We wrote a program which, in the end, determines the maximum speed
by combining several formulas. In this calculation the friction caused by tires and axles is neglected.
This model purely shows the effect of a better Cd-value. The model in Java looks like a model in
Coach (an often used program at school) First of all initial values are set in the part after //variabelen
initialiseren after which the programs prints the variable values filled in by the user (after//
Belangrijkste startwaardes afdrukken)After having completed this step, the program starts to
calculate all the values as long as the resultant force is bigger than 0.5N. This value is chosen in order
to stop the program at a certain point in time, otherwise the calculations would have no end. When
the resultant force is smaller than 0.5, only insignificant changes will occur to the speed from then
on. The results produced by the program are printed in a file like the following list (time, velocity):
Output
Gebruikte waardes: CD=0.3, area=6.0, fEngine=3000
Time,0.0,1.0,2.0,3.0,4.0,5.0,6.0,7.0,8.0,9.0,10.0,11.0,12.0,13.0,14.0,15.0,16.0,17.0,18.0,19.0,20.0,21.0,22.0,23.0,24.0,25.0,26.0,27.0,28.0,29.0,30.0,31.0,32.0,33.0,34.0,35.0,36.
0,37.0,38.0,39.0,40.0,41.0,42.0,43.0,44.0,45.0,46.0,47.0,48.0,49.0,50.0,51.0,52.0,53.0,54.0,55.0,56.0,57.0,58.0,59.0,60.0,61.0,62.0,63.0,64.0,65.0,66.0,67.0,68.0,69.0,70.0,71.0,
72.0,73.0,74.0,75.0,76.0,77.0,78.0,79.0,80.0,81.0,82.0,83.0,84.0,85.0,86.0,87.0,88.0,89.0,90.0,91.0,92.0,93.0,94.0,95.0,96.0,97.0,98.0,99.0,100.0,101.0,102.0,103.0,104.0,105.0
,106.0,107.0,108.0,109.0,110.0,111.0,112.0,113.0,114.0,115.0,116.0,117.0,118.0,119.0,120.0,121.0,122.0,123.0,124.0,125.0,126.0,127.0,128.0,129.0,130.0,131.0,132.0,133.0,
134.0,135.0,136.0,137.0,138.0,139.0,140.0,141.0,142.0,143.0,144.0,145.0,146.0,147.0,148.0,149.0,150.0,151.0,152.0,153.0,154.0,155.0,156.0,157.0,158.0,159.0,160.0,161.0,1
62.0,163.0,164.0,165.0,166.0,167.0,168.0,169.0,170.0,171.0,172.0,173.0,
Velocity,0.0,1.5,2.99878024125,4.493905172940524,5.982957060927165,7.463551634258467,8.933353333404616,10.39008995328795,11.831566487254808,13.255677995
544827,14.660421343026037,16.043905675267695,17.40436152862337,18.74014849804763,20.049761415008522,21.33183501624432,22.58514711146116,23.8086202836
7599,25.001322179181763,26.162464464575706,27.291400545604596,28.387622156534647,29.45075493926652,30.480553138526314,31.476893543312812,32.439768805
599414,33.36928026537328,34.26563040679122,35.12911506391834,35.960115486580634,36.75909036769341,37.52656792339422,38.26313810675556,38.969445025090
77,39.64617962016607,40.294072660223684,40.91388808279147,41.50641671795035,42.07247041315787,42.61287657295671,43.12847311996943,43.62010387750848,4
4.08861436890204,44.53484802422398,44.95964278147573,45.3638280663471,45.74822213242042,46.113629742013885,46.46084016671929,46.79062548601074,47.103
73916202021,47.40091486863261,47.68286555339084,47.95028271126764,48.2038358501092,48.444172128443235,48.67191614733477,48.88766987903367,49.09201271
626191,49.28550162711175,49.46867140164989,49.64203497743064,49.80608383220078,49.96128843312079,50.10809873282304,50.24694470357265,50.3782369016878
8,50.50236705521041,50.61970866859329,50.73061763889339,50.835432878618505,50.934476940987935,51.02805664392109,51.1164636895746,51.199975276706525,5
1.2788547035599,51.35335195932966,51.423704302609885,51.49013682551538,51.552863002435316,51.61208522261034,51.667995305930035,51.72077500152804, 51.7
7059646890965,51.8176227414832,51.8620081724845,51.90389886338485,51.94343307495887,51.98074162126121,52.015948246821765,52.049169987418786,52.080517
51483017,52.110095465995144,52.138002757043935,52.164332882671324,52.18917420134341,52.21261020683502,52.23471978659949,52.25557746747307,52.27525364
921395,52.293814826370784,52.31132379896848,52.32783987249027,52.34341904762454,52.35811420023341,52.37197525198757,52.38504933209873,52.397380930567
16,52.40901204334783,52.41998230982434,52.43032914296526,52.44008785252315,52.44929176162219,52.45797231706616,52.466159193684305,52.47388039301928,5
2.48116233664759,52.48802995441016,52.49450676781766,52.50061496888329,52.50637549462337,52.511808097454946,52.516931411708285,52.5217630164616,52.52
631949489502,52.53061649035101,52.53466875927896,52.538490221232706,52.542094006081115,52.54549249858345,52.5486973804736,52. 55171967018956,52.554569
760377476,52.55725745329264,52.55979199421354,52.56218210297863,52.56443600374981,52.56656145310095,52.56856576652448,52.57045 584344402,52.5722381908
1643,52.573918945401736,52.575503894775615,52.57699849715454,52.57840790010025,52.57973695816621,52.580990249545515,52.58217209177636,52.583286556557
9,52.584337483726735,52.58532849444111,52.58626300361762,52.58714423166248,52.58797521553717,52.58875881919607,52.58949774343153,52.59019453515988,52.
59085159618003,52.5914711914344,52.59205545680049,52.592606406439536,52.59312593972746,52.59361584779168,52.59407781967623,52.594513448156164,52.5949
24235221235,52.59531159724758,52.59567686987508,52.596021312607185,52.596346113148925,52.59665239149796,52.59694120380274,52. 597213546001,52.59747035
725106,
The graph of the velocity opposed to the time, as seen in the table above, using different Cd values
can be found on the page after the Java code which can be seen on the following page.
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Java code used in modelling program
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CD = Value used for Cd

Area= value used for the frontal area
Fengine = value used for the force delivered by the engine of the truck
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Building the wind tunnel

As a practical part of our project we decided to build a wind tunnel. This matches our subject very
well and it got us to understand the wind flows better since we could see and measure them
ourselves. In the end, it was quite much work since it is pretty difficult to build such a big
construction. We had to take all sort of things into account, such as the scale, flow angels, fan
capacity and so on. We are comprehensively going to discuss everything we did in order to build the
wind tunnel
First of all we had to come up with the type of wind tunnel, since there is a wide variety of types. The
type we chose consists of five basic components, the contraction cone, the settling area, the test
section, the diffuser and the fan.[10] The contraction cone forces a large volume of air through a small
opening in order to increase the wind speed. The settling area is made up of many six centimetre
long PVC pieces, this way the air will get straitened and thus cause less turbulence.[10] This settling
area is also known as a honeycomb, because all the PVC pipes are positioned in such a way it looks
like a honeycomb. The test section is the place where we put our model and, just as the name says,
where we test the effects of aerodynamic improvements. The diffuser allows the air to flow smoothly
as it goes toward the end of the wind tunnel. It is cone-shaped in order to slow the air down. The fan
is attached directly to the diffuser. It sucks the air, this way it will create an airflow through the wind
tunnel. Drawing air into the wind tunnel reduces turbulence compared to the blowing technique
which increases the turbulence. All the dimensions can be seen in the attachments on the next
pages.
Secondly we had to gather all the material needed to build wind tunnel. Wood, perplex plates, PVC
pipes and of course a fan were all necessary in order to build this wind tunnel. We didnt use regular
wood since the roughness could cause turbulence, therefore we bought varnished wood plates
which are very smooth. To construct the testing section we used (transparent) perplex plates, this
way we could observe what happened to the model. Since the test section is positioned above the
floor we build a construction made of wood in order to support this component. We wanted the test
section to be fairly large so that the model would easily fit and there would be enough space around
the object for the air to flow through. However this also meant the size of the whole wind tunnel
would increase. Therefore a well sized fan was needed to use all the space inside the diffuser. The
diameter of the fan is sixty centimetres which is rather big, therefore it was also hard to obtain such
a fan suitable for our project.
To test our results we used two different models. One is built very aerodynamically using all kinds of
aerodynamic features (concept S). The other one is not very aerodynamic, it is a bulky truck with lots
of squared corners. In order to actually obverse them in the wind tunnel while the fan is turned on
we used incense sticks and a bright light. This way we could make the air visible and thus see the air
flow around the truck very well.
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Contraction Cone
4x sides + top and bottom
20 cm
50 cm
60cm
155 cm
60 cm
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Diffuser
4x sides + top and bottom
20 cm
70cm
95 cm
205cm
95 cm
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Fan housing:
Diameter 60 cm
70 cm
70 cm
We bought a Perel EFAN 60 fan, which is a powerful industrial fan. In order to create clear
differences between the models tested it is better to have a powerful fan, since the velocity (squared
in the formula of air resistance) will increase, creating noticeable differences. (see physics behind
aerodynamics) The fan speed was adjustable allowing us to find the perfect circumstances for the
smoke.
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Test section
1x bottom
20 cm
50 cm
3x Perspex (window test section)
20 cm
50 cm
2x support test section length

50 cm
15 cm
2x support test section width
20 cm
15cm
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Drafts about how to cut the wooden plate
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An impression of the building process
Top pictures: constructing the cones

Bottom pictures: Building the PVC grid (glued)
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Top picture: The first test runs with the mounted fan
Bottom picture: the result; the wind tunnel in use during our presentation
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Top picture: Testing the wind tunnel using the rally truck
Bottom picture: Testing the wind tunnel using the concept S
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An overview of the wind tunnel in its final state; ready for use
A video of the building process can be found at the following link:

http://tinyurl.com/PWSjessestefan
(or the direct YouTube link http://www.youtube.com/watch?v=bmTNcCQhDxY)
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Test results of the wind tunnel

The data results
Using our wind tunnel we calculated the Cd value of the MAN concept S (in scale) and a very edgy
MAN rally truck. We calculated this value using the following calculations:
Fd = v2 Cd A Cd =
Fd2
v^2A
Using the formula: air =
p
RT
p
287.058 T
(R=287.058 for air in standard conditions, a
given value) [7]

Where p= air pressure, at 20 C :101.325 kPa and T= temperature for which we used 20 C which is
293 degrees Kelvin. [7]
resulting in : =
101325
287.058 293
= 1.2047 kg*m-3
Frontal area (A) can be measured of both vehicles as shown in the following figure; dividing the truck
in cab, tires(2x) and mirrors(2x) (width x height) in total there are five areas per truck:
In order to calculate the value of Fd we used a very detailed electric force sensor which we borrowed
from school. This device allowed us to calculate the force caused by the wind, however, when doing
so you need to take mechanical and tire friction into consideration. We measured this force by first
measuring the force needed to move the truck without an airflow, secondly we started the fan and
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tried to move the truck with airflow. The difference between these results represents the extra
force needed to move the truck because of the airflow. [12]
The air velocity was measured using a wind speed measurement tool, the extra velocity created by
moving the vehicle in order to check the forces was very small and can therefore be neglected.
The results of these calculations and measurements can be seen in the table below
Air velocity (m/s)
7,0
Fconcept (N)
0.05
Cd concept S =
Frally (N)
0.10
Fd2
v^2A
Cd Rally truck =
Aconcept (M2)
5.4 * 10-3
Cd =
Fd2
v^2A
Arally(M2)
3.9 * 10-3
0.052
1.2047 72 5.410^3
Cd =
(kg*m-3)
1.2047
= 0.31
0.102
1.204772 4.110^3
= 0.83
These values are quite close to the values in reality; the concept S has a value of 0.30 with the trailer
designed for the truck, we only tested the truck which should give us a slightly higher result because
of the missing trailer creating a vacuum behind the truck. This is also the case in our measurements.
We expected a result between 0.35 and 0.40. The Rally truck has a rather high Cd value, this value is,
however, possible in reality and seems to be very realistic.
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The visual results

Clear differences in aerodynamics visible in our wind tunnel (MAN Rally truck vs. MAN Concept S) :
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The picture above shows a close up shot of the MAN rally truck in our wind tunnel
The picture below shows the wind tunnel with the MAN concept S in it. (during presentation)
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Conclusion
In this paper we tried to answer our research questions as good as possible. In conclusion, we can
definitely say we answered these questions pretty good. The brief answers to our questions are
stated below, the in depth explanations can of course be found in this paper.
What is the effect, from a financial and technical point of view, of improved aerodynamics in
commercial long haulage transport?
We are only at the beginning stage of aerodynamics and there is yet much to achieve. We were
stunned by the results. Some features discussed in our paper may not yet be applied in real life, but
they will most likely be applied in the near future, aerodynamics is the future. Every aerodynamic
feature may only cut fuel consumption by a percent, but since trucks travel many kilometres every
day, this will definitely be noticeable in the long term by enormous financial advantages.
1. What will future truck-trailer combinations look like?
If all the regulations become do-able, trucks may indeed look like the MAN concept S. This truck is
basically a combination of all the aerodynamic features together.
2. To what extend are further fuel consumption savings still possible concerning trucks and
trailers?
Drag resistance is a major factor concerning fuel consumption. In order to decrease the Cd factor of a
truck both truck and trailer can be modified using aerodynamic features. As shown in our windtunnel tests there is still room for major improvement (concept S vs. Rallytruck), a lot of the features
discussed in this paper can still be applied, only some of them are already used at the moment.
3. How long does it take for investments in aerodynamics to earn themselves back, in other words,
when will investments in aerodynamics be profitable?
An average normal truck (no trailer included) costs approximately 80,000. The concept S cuts fuel
consumption by 25%. According to our calculations this will means a profit of 11,000 per year. In
this case it would take about 7 years for the truck to earn itself back, however the aerodynamic
improvements themselves of course cost much less. These improvements will, therefore, be
profitable on a much shorter term like one or two years.
4. To what extend are truck/trailer manufacturers taking aerodynamics into account already?
Truck/trailer manufactures are seriously doing a lot of effort coming up with new aerodynamic
features. The economic crisis strikes many companies. Therefore, saving money is very important to
them. All of our discussed aerodynamic features are meant for the future. However, when looking at
trucks today and comparing them to trucks from 10 years ago major differences can be noticed.
Trucks are for instance a lot less bulky nowadays. The shown concepts in this paper already show the
amount of effort truck builders put into aerodynamics. The introduction of all aerodynamic features
to the global truck market is, as said, not yet completed.
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5. Which possibilities are there to improve aerodynamics concerning the law?

The fierce regulations cause aerodynamic improvements to slow down. Aerodynamic features such
as the boat tail cause the truck to be lengthier. However, the law says trucks cannot exceed the
length of 25.25 meter. Companies dont want their amount of capacity to suffer. Therefore they
choose not to apply such features now. So the law definitely restricts the developments at the
moment.
6. Are there any disadvantages concerning aerodynamic improvements?
The only thing that may be a threshold are the initial costs. Realizing aerodynamic features costs an
amount of money at the initial stage, some funds are needed which is not always easy these days.
However, since these aerodynamic improvements pay off, all the costs will be covered in the end.
7. What is the effect of aerodynamic improvements on the environment?
Aerodynamic features cause less drag. A decrease in drag causes cuts in fuel consumption.
This means the truck uses less fuel thus resulting in a drop of CO2 emission. The effect of
aerodynamic improvements is enormous because of the large quantity of trucks on the world. Even
small changes cause an overall positively noticeable effect.
8. Is it possible to visualize the airflow around a truck trailer combination?
Using incense sticks we were able to make the air visible and thus see the air flows using the smoke
produced by the incense sticks and bright light to highlight the smoke. We were able to see the
different air flows from both the concept S model and the MAN Rally model. So yes, this is possible.
9. Is it possible to show the effect of aerodynamics (on scale) using a wind tunnel?
We used a wind tunnel to calculate the Fdrag and together with all our other calculations we
calculated the Cd factor of the both the concept S model and the MAN Rally model. This turned out to
be really close to reality.
We were very eager to get to know more about this subject. We both enjoyed working on this
project and in our opinion we achieved good results. We started off knowing not that much about
this subject. In combination with our internship and our gathered knowledge we learned very much
about aerodynamics.
The practical part of our research project was very successful and we received many compliments for
our wind tunnel during our presentation. Using this wind tunnel we made the rather difficult though
interesting topic accessible for everybody. Building the wind tunnel took a lot of time, but we
enjoyed doing it.
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Report of our internship at MAN

In February we had our internship at MAN in Mnchen, Germany, with a duration of two weeks. We
received several assignments which , sometimes, took us the whole day or even several days. We got
to know several co-workers and we witnessed how a big company functions. Additionally, we
explored the city of Mnchen, went to a soccer match (Bayern Mnchen vs Schalke 04) and we went
to KZ Dachau(concentration camp). Overall, we had a great time and
we definitely learned a lot.
Day 1: Sunday the 3rd of February we departed by train from

Apeldoorn to Hannover, where we changed tracks to our
destination, Mnchen, using the ICE. Once arrived, we had to
travel through the snow to our hotel. We had a good journey
and had a warm welcome at our hotel.
Day 2: Our first working day. In the morning we signed in at the MAN human resources
department. It was quite a search because the factory can be described as a small village
since the perimeter is about 4 kilometres. We received a pass which we used to sign in each
morning and to buy lunch. Afterwards we acquainted with Max Burger, the head of our
department. Also we met our guidance, Helga Lange, who arranged basically everything.
Together with Helga Lange we had a small tour through our department during which we
met every co-worker and we got to see all the different truck models including the full-scale
Concept S.
The Truck Forum and Stefans personal MAN
file
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Day 3: We started the day with a so-called "Werksfhrung", basically a tour. DaFirst off we
had a presentation. Then we travelled by bus to the factory where all the trucks are
constructed. We got to see how a truck was constructed step by step, which was, of course,
very interesting to see. Apparently every detail was tracked, so that even a few years after
the truck is build the consumers will still be able to find out when and who attached a certain
screw whenever something was done wrong. After the tour we worked on our research
project since there was not yet an assignment for us. In the afternoon we had the
opportunity to drive with an instructor on a special test track which is used to test the newly
manufactured trucks. Unfortunately we, of course, didn't get to actually drive the truck since
we didn't had a drivers licence, therefore the truck was driven by the previously mentioned
instructor. In the evening we visited Mnchen for the first time.
Day 4: We were very busy this day. Once arrived at our department several co-workers had
an assignment ready. Our first assignment was to search possible clients on the internet in
the mining, gas and oil fields. While working on our assignment, someone else said we had
the opportunity to experience a meeting. Of course we took this opportunity since this would
be a very special experience. The meeting was about Telematics, which was about improving
the communication between a truck driver and his enterprise. This subject was somewhat
secret which made it even more special to have the opportunity to witness this meeting.
Parking terrain
For new trucks
MAN Concept S
Back in the office we received a new assignment, we had to digitalise a presentation into
excel. After working about two hours on this assignment we received a new one, which,
apparently was more important. This time it was something completely different. We
travelled to a parking lot which contained about 300 newly made trucks (picture). Each truck
has its own size concerning the axles length. Our job was to measure the length between the
two axles. Our final assignment that day was to help a co-worker with his assignment. He had
to do some research on a Dutch company called "van Eck". His job was to find whether there
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were any bad records concerning this company. The only problem was that every website
was Dutch and since he could not read Dutch we were very useful to translate certain pages.
We were seriously tired after such a long, though interesting day.
Day 5: Almost all day, we continued with our projects from yesterday. In the afternoon, a coworker called Dirk Menzel told us a lot about futuristic trucks since he knew a lot about this
subject. This was very useful because we were able to ask many questions we had not yet
answered. We used the information gathered in our research project.
Day 6: This day we, again, worked on our research project. We also, literally, tasted the
German culture. Friday is traditionally Weiwurstday which meant that everybody who felt
like it had the opportunity to eat the well-known Weiwurst. The sausage was eaten in the
storage room, together with all co-workers which was rather companionable. In the evening
we had diner in the Rats Keller, the basement of the city hall. This basement restaurant is
well-known for its food and we thought it did taste delicious.
Day 7: It was Saturday which meant no "work", we slept in and in the afternoon we went to
Mnchen again. It was match day so there were many supporters walking around the city.
Fortunately, we had arranged two tickets for Bayern Mnchen against Schalke 04. Since we
obtained special MAN VIP tickets we were able to visit the official team bus as well as the VIP
lounge which was a very unique experience. The match was very exciting and, of course,
Bayern was victorious. We had a great evening.
Allianz Arena
Bayern Mnchen
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Day 8: This day we visited KZ Dachau, the well-known concentration camp located in Dachau.
It was a very unique experience though not in a positive way. The stories and pictures were
horrific and it definitely made us wonder why and how something like this could occur. We
did however think it should be part of a trip to Mnchen/ Dachau to visit the camp. It is, of
course, something very important in the history of Germany. In the afternoon we continued
working on our research project.
Day 9: We got to work on a big project this day which actually took multiple days to
complete. We were to make a concept brochure about mining applications. This way it was
easier for the customer to see the possibilities of trucks in the mining field. Since this was an
international based brochure we had to take into account all the different types of trucks
including the older models such as the CLA (Cargo Line A) which is still available at the
Brazilian market. We had to search the internet for pictures of trucks which would support
the text. This was only a concept which they would use in a next meeting to show how this
new brochure could possible look like. We learned about the different types of trucks and
the marketing involved in truck companies.
Day 10: We continued working on our brochure and in the afternoon the head of the ABBI
department (Advanced Body Builder Interface) explained their system to us. Interestingly,
they are still using a very old program because innovating the system may cause failure,
stopping the production. We had an interesting talk with a person working at the
department, who basically explained everything about the Body Builders and the system and
quality checks MAN uses.
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Day 11: At last we finished our mining brochure after some hard work. The people at our
department were enormously satisfied with our work which felt great. Apparently they were
this satisfied that we received a similar assignment. This time, however, we had to construct
a brochure for airport applications. We had some experience from the previous brochure so
we knew how to work efficient and more consistent. In the evening we took the subway in
order to travel to the Olympia stadium. This is the old stadium used during the Olympics as
well as the arena for Bayern Mnchen until 2005. Located next to the Olympiastadium is the
BMW factory as well as the BMW Welt which is basically the BMW museum where all the
models are showcased. We visited the BMW Welt, a very impressive building next to the
huge factory. We saw some nice cars, and went out to eat something in the city centre.
BMW Welt/ factory
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Day 12: We continued and finished our airport brochure this day. Again, we received positive
reactions from several co-workers. Also we continued working on our research project.
Day 13: Friday was our final day at MAN. As a gift for having the wonderful opportunity to
have our internship at MAN we surprised everybody at our department in the form of a
goodbye gift which we bought at a nearby bakery. Also we got some nice presents in order to
thank us for what we did and we exchanged some contact information. In the evening we
visited Mnchen for the last time, again we ate at the Rats Keller to finish our two weeks of
internship at MAN.
Day 14: We departed from Mnchen to our destination: home. After having two great weeks
in Germany it was time to leave. Just as we came, we changed tracks at Hannover and
travelled back to Apeldoorn where our parents anxiously waited.
Overall, we had a great time. We can definitely conclude that we learned a lot these two weeks. We
were able to see with our own eyes how such a big company functions, we got to know the office life
and our language skills improved significant, both English and German. In the beginning we were a
little sceptical whether we were to speak English or German. It ended up to be about 50/50, which
was what we somewhat expected. At work we mainly spoke English, however in restaurants and at
the hotel we of course had to talk German. We still expect the final result of the brochure!
The concept S and a truck engine at the Truck forum
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The schedule we got at the start of our internship to give us an

impression of our week
Time log
Stefan
Description
Searching for a topic and gathering the first
general information and ideas
Gathering information about wind tunnels
Producing first drafts of our own wind tunnel
Producing final drafts of our wind tunnel
Searching the right materials (fan/Plexiglas etc.)
Buying materials
Interviewing MAN co-workers / gathering
information at MAN
Testing of the wind tunnel + improving the wind
tunnel
Gathering measurement equipment/ explanation
that goes with it
Setting up measuring equipment + measuring
Process measured data
Working on the research paper
Working on the internship report
Modelling
Total Hours spent on project
Hours used
8
6
2
2
3
3
22
4
2.5
1.5
5
1.5
28
4
9
100.5
Jesse
Description
Searching for a topic and gathering the first
general information and ideas
Gathering information about wind tunnels
Producing first drafts of our own wind tunnel
Producing final drafts of our wind tunnel
Searching the right materials (fan/Plexiglas etc.)
Interviewing MAN co-workers / gathering
information at MAN
Testing of the wind tunnel + improving the wind
tunnel
Gathering measurement equipment/ explanation
that goes with it
Setting up measuring equipment + measuring
Working on the research paper
Working on the internship report
Modelling
Total hours spent on project
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Hours used
8
6
1
1
2
18,5
4
2
2
4
31
4
1.5
85
42
2013
Sources
In order to understand the subject and to be able to build a wind tunnel we used several sources, we
mainly used the internet for our project, the pages we used can be found below:
1: http://www.part20.eu
2: http://www.raivereniging.nl/actueel/go-mobility/go-mobility-nieuwsbrief/20120412-nieuwenergiezuinig-voertuigconcept-de-blueliner.aspx
3: http://www.edmunds.com/fuel-economy/improving-aerodynamics-to-boost-fuel-economy.html
4: http://en.wikipedia.org/wiki/Drag_(physics)
5:http://en.wikipedia.org/wiki/Drag_equation
6: http://en.wikipedia.org/wiki/Drag_coefficient
7: https://www.brisbanehotairballooning.com.au/faqs/education/116-calculate-air-density.html
8: http://www.aniprop.de/sites/default/files/DPG07_DD_16_3_Send.pdf
9: http://www.modelbouwforum.nl/forums/aerodynamica/123685-project-aerodynamica-eenwindtunnel.html
10: http://www.grc.nasa.gov/WWW/K-12/WindTunnel/wandering_windtunnel.htm
11: http://members.ziggo.nl/homan52/Documenten/6.1WindtunnelProjectReport.pdf
12: http://home.planet.nl/~ferrym/Handleidingen/4L-104.pdf
13: http://www.rijksoverheid.nl/onderwerpen/btw-en-accijns/vraag-en-antwoord/welkebelastingen-heft-de-overheid-over-benzine-en-diesel.html
14: http://www.rijksoverheid.nl/onderwerpen/goederenvervoer-over-de-weg/vraag-enantwoord/wat-is-de-maximale-lengte-en-het-maximale-gewicht-van-een-vrachtwagen.html
References to sources can be noticed throughout the paper with these marks: [n]
Other websites used:
http://www.natuurkunde.nl http://www.wetenschapsforum.nl http://www.kennislink.nl
A lot of information used in this research project was gathered from a brochure called
Aerodynamica van opleggers written by Gandert van Raemdock and Rutger Meinders. Both
authors are part of a company called PART 20. The book was produced in cooperation with the
University of Delft and Cintec. We asked for a copy of the brochure and received the copy for free
after we told them about our research project, normally it costs money. We would like to thank
FOCWA for providing the copy for free.
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Epilogue
MAN has not only been a big source of inspiration for us, we were also assisted and supported by the
kind and helpful people we met during and before our internship. MAN employees told us all about
the Concept S and provided us with the models used in our wind tunnel. We would like to thank
MAN, especially Max Burger, Helga Lange, Ivar ten Tuijnte and Peter den Breejen for our great
internship as well as the support for our research paper and everything around it.
We would also like to thank the RSG N.O.V. for providing us with the measurement devices and the
explanations provided by both Mr Rotteveel and Mrs Winterwerp concerning our research project.
The project would also not have been possible without the help of our parents, in both the practical
and financial aspect. We would like to thank them as well.
Research Project
44
2013

Aerodynamics in Transport

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AERODYNAMICS

Improvements applicable for the trailer _________________________________________ 9

Law enforcements concerning aerodynamics ____________________________________ 12

Financial effects ___________________________________________________________ 14

Test results of the wind tunnel ________________________________________________ 29

What will future truck-trailer combinations look like?

To what extend are truck/trailer manufacturers taking aerodynamics into account

Which possibilities are there to improve aerodynamics concerning the law?

Are there any disadvantages concerning aerodynamic improvements?

What is the effect of aerodynamic improvements on the environment?

Is it possible to visualize the airflow around a truck trailer combination?

Physics behind Aerodynamics

Brick, Cd value: 2.1

Hummer, Cd value: 0.57

Truck, Cd value: >0.6

Formula 1 car, Cd value: 0.7-1.1

Nuna 3, Cd value: 0.07

Improvements applicable for the truck

Horns and Lights

Improvements applicable for the trailer

Law enforcements concerning aerodynamics

The Blue Liner concept

Average fuel consumption

0.25 * 31 = 7.75 litres of fuel saved per 100 km.

Java code used in modelling program

CD = Value used for Cd

Building the wind tunnel

3x Perspex (window test section)

2x support test section length

2x support test section width

Drafts about how to cut the wooden plate

An impression of the building process

Top pictures: constructing the cones

A video of the building process can be found at the following link:

(or the direct YouTube link http://www.youtube.com/watch?v=bmTNcCQhDxY)

Test results of the wind tunnel

Using the formula: air =

(R=287.058 for air in standard conditions, a

given value) [7]

The visual results

5. Which possibilities are there to improve aerodynamics concerning the law?

Report of our internship at MAN

Day 1: Sunday the 3rd of February we departed by train from

The Truck Forum and Stefans personal MAN

BMW Welt/ factory

The concept S and a truck engine at the Truck forum

The schedule we got at the start of our internship to give us an

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