Next nrc dating

Or put in other terms, the drag coefficient on an LCV is only marginally more than half of the sum of the drag on the two vehicles it replaces when wind angles are at zero degrees.As vehicle length increases, the percentage contribution to overall drag from friction drag rises slightly since there is so much more planar surface aligned with the wind, yet the blunt front face of the vehicle remains unchanged.

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Further study could be performed on Canadian LCVs to better understand the relationship between gap size and drag to demonstrate if devices that are currently designed to be installed in the gap between conventional tractors and trailers could also be used between the two trailers of an LCV.asked the National Research Council (NRC) to undertake a literature review to assess various aerodynamic drag reduction technologies for heavy-duty vehicles.The literature review evaluates the fuel consumption and GHG reduction potential of aerodynamic enhancement devices for tractor-trailer combinations and intercity busses.Ideally, a study could be conducted whereby a variety of gap fillers, side skirts and boat tails are sequentially added to the LCV in order to determine if the effects of these devices on LCVs is similar to their effect on conventional vehicles.Canadian Motor Vehicule Safety Standards (CMVSS) compliant mirrors are responsible for approximately 2% of the overall drag on a conventional tractor and trailer.

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