Aerodynamic Drag Coefficient Research Articles

Aerodynamic Drag Coefficient Prediction of a Spike Blunt Body Based on K-Nearest Neighbors

Spike blunt bodies are a method to reduce drag when a body moves at speeds above sound. Several numerical works based on computational fluid dynamics (CFD) have deeply studied fluid performance and highlighted its advantages. However, most documentation focuses on modifying spike physical properties while keeping constant supersonic or hypersonic flow conditions. In recent years, machine learning models have emerged as viable tools to predict values in almost any field, including aerodynamics. In the case of CFD, many models have been explored, such as support vector regression, ensemble methods, and artificial neural networks. However, a simple and easy-to-implement method such as k-Nearest Neighbors has not been extensively explored. This work extrapoled k-Nearest Neighbors to predict the drag coefficient of a spike blunt body for a range of supersonic and hypersonic speeds based on drag data obtained from CFD analysis. The parametric study of the spike blunt body was performed considering body diameter, spike length, and freestream Mach number as input variables. The algorithm presents proper predictions, with errors less than 5% for the drag coefficient and considering a minimum of three neighbor nodes. The k-NN was compared again Kriging model and k-NN presents a better accuracy. The above validates the flexibility of the method and shows a new area of opportunity for the calculation of aerodynamic properties.

The Aerodynamic Optimization of Truck and Trailer Combination by Different Passive Flow Control Methods

In this study, drag force and surface pressure measurements were conducted on a 1/32 scaled truck-trailer combination model. The experimental tests were carried out between the ranges of 312×103- 844×103 Reynolds Numbers in a suction type wind tunnel. The aerodynamic drag coefficient (CD) and distribution of pressure coefficient (CP) were experimentally determined on the truck and trailer combination. The regions where has big pressure coefficients were determined on the truck-trailer by using flow visualizations. The aerodynamic structure of truck-trailer combination models was improved by passive flow control methods on 4 different models. By using newly designed spoiler on the model 1, drag coefficient was reduced 10.01 %. On the model 2, adding trailer rear extension with a spoiler, the reduction was obtained as 11.35 %. For the model 3 which is obtained adding side skirt to model 2, the improvement reached 18.85 %. The model 4 was composed of model 2 and a bellow between the truck and trailer. The drag force improvement was obtained as 22.80 % for model 4.

Aerodynamic simulation on roof-mounted intelligent awareness system of intelligent vehicle

With the rapid development of intelligent driving technology, it is urgent to conduct research on the distribution and motion characteristics of snow particles in the area of the intelligent vehicle awareness system under harsh snow and wind conditions. In this paper, the Unsteady Reynolds-Averaged Navier-Stokes (URANS) was first used to conduct 1:12 scaled aerodynamic simulation of the intelligent vehicle. It is found that the error of aerodynamic drag coefficient between simulation and test is 5.6%, indicating that the current numerical simulation model can predict the aerodynamic characteristics of intelligent vehicle accurately. Based on this, URANS was used coupled with Lagrangian Multiphase Model (LMP) to investigate the snow accumulation near the roof-mounted intelligent awareness system under different vehicle speeds and snowfall intensities. The study found that with the increase of snowfall intensity from moderate to heavy and vehicle speed at 40 km/h, the incidence of snow particles on various components significantly increases, and the number of adhered particles also increased accordingly. The particle adhesion rate of the awareness system has decreased by 1.24%, while the number of adhered snow particles increased significantly at the back of the roof-mounted intelligent awareness system and the wake window. Under moderate snow condition, as the vehicle speed increased from 40 to 60 km/h, the number of incident particles and adhered particles in the awareness system have significantly decreased by 24,592 and 317,019, respectively, but the particle adhesion rate has increased by a significant 2.88%. Compared to the same snowfall intensity but low speed, the range of particle distribution is significantly reduced and more scattered.

Reducing aerodynamic drag and heat generation in parabolic nose cones using single and double-disc tapered spikes

This numerical study investigates the use of aerospike designs on the noses of supersonic vehicles to reduce drag and heat loads. Various configurations, including single and double hemispherical spikes, as well as flat disk taper spikes, are analyzed at zero-degree attack angles. When attached to a parabolic nose cone, aerospikes significantly modify aerodynamic drag. The study examines supersonic Mach numbers (3–5.8) to identify geometries that minimize heating and drag. Velocity vectors show recirculation zones, while Mach number contours illustrate bow shock shapes for different spikes. Results reveal that double disk tapered spikes outperform single disk tapered spikes in reducing heating and drag. Specifically, the “double flat disks taper spike parabolic nose cone” configuration achieves the lowest surface heat flux and aerodynamic drag coefficient, demonstrating beneficial flow and shock features near the base. Compared to SHTA, using DFDTS reduces pressure and total drag by 25% and heat flux by 52%.

Optimal configuration of passive flow control devices to reduce the aerodynamics drag of a tractor-trailer model

Aerodynamic drag plays an important role in heavy vehicles, especially when traveling at high speeds. In this context, the application of passive flow control devices emerges as a potential approach to reduce the aerodynamic drag of vehicles, leading to improvements in fuel efficiency and environmental pollution. Consequently, this study focuses on using cab side extenders and rear flaps to reduce the aerodynamic drag of a 1:8 small-scale simplified tractor-trailer model. The main parameters of this device configuration, including the length LR and deflection angle θG of the cab side extenders, the length LR and deflection angle θR of the rear flaps, are optimized to minimize the model aerodynamic drag coefficient. Numerical studies are performed using the Computational Fluid Dynamics method, with the steady k-ω SST and the unsteady DES turbulence model. The optimal solution is implemented based on a 30-level Latin Hypercube design of the experiment and a full quadratic regression response surface method. The obtained results show that a maximum reduction in the aerodynamic drag coefficient of the simplified tractor-trailer model by 20.8 % is achieved with an optimized configuration of control devices. The mechanism of aerodynamic drag reduction is also evaluated based on the analysis of flow fields around the vehicle model.

Comprehensive Multidisciplinary Electric Vehicle Modeling: Investigating the Effect of Vehicle Design on Energy Consumption and Efficiency

In this study, an electric vehicle (EV) dynamic model is devised that amalgamates mechanical design aspects—such as aerodynamic effects, tire friction, and vehicle frontal area—with crucial components of the electrical infrastructure, including the electric motor, power converters, and battery systems. Verification of the model is executed through a comprehensive multidisciplinary analysis utilizing CATIA, ANSYS Electromagnetics, ANSYS Fluent, and MATLAB–Simulink tools, which are applied to evaluate two alternative lightweight EV prototypes. The process involves initial computations of critical inputs for the dynamic model, including aerodynamic lift (C1), drag coefficients (Cd), and frontal area (Af). Subsequent stages entail the detailed design and analysis of a 2 kW brushless permanent magnet electric motor in ANSYS Electromagnetics to map efficiency contours across various speed–torque values. Integration of these parameters into a MATLAB–Simulink dynamic model, connected with motor drive inverter and battery models, allows for simulation-based energy consumption analysis under race track slope profiles. Remarkably, the findings underscore the considerable impact of neglected parameters on energy consumption, often exceeding fifty percent of the total. Consequently, an energy-efficient EV prototype is manufactured and rigorously tested under specified drive conditions, affirming the validation of the comprehensive multidisciplinary EV dynamic model.

АЭРОДИНАМИКА МОДЕЛИ ЖЕЛЕЗНОДОРОЖНОГО ГРУЗОВОГО ВАГОНА ПРИ РАЗНЫХ УГЛАХ АТАКИ ВОЗДУШНОГО ПОТОКА

The problem solution is considered for an airstream flow around a rectangular parallelepiped railway car model. The results of computer modeling in ANSYS CFX software system of air flow aerodynamics at its deviation from the longitudinal axis of the car are given. The k-ε turbulence model is used to close the Navier–Stokes equations averaged by Reynolds. The distribution diagrams of the flow velocities and pressures on the frontal and side surfaces of the vehicle are obtained. The values of aerodynamic drag coefficients of the car depending on the attack angle are determined. It is shown that when the attack angle increases from 0 to 10°, the aerodynamic coefficient changes nonlinearly, and this increase corresponds to the experimental values. The developed numerical modeling technique makes it possible to analyze the airflow around both railways rolling stock and automobiles.

Three-dimensional flow around and through a porous screen

We investigate the three-dimensional (3-D) flow around and through a porous screen for various porosities at high Reynolds number $Re = {O}(10^4)$ . Historically, the study of this problem has been focused on two-dimensional cases and for screens spanning completely or partially a channel. Since many recent problems have involved a porous object in a 3-D free flow, we present a 3-D model initially based on Koo & James (J. Fluid Mech., vol. 60, 1973, pp. 513–538) and Steiros & Hultmark (J. Fluid Mech., vol. 853, 2018 pp. 1–11) for screens of arbitrary shapes. In addition, we include an empirical viscous correction factor accounting for viscous effects in the vicinity of the screen. We characterize experimentally the aerodynamic drag coefficient for a porous square screen composed of fibres, immersed in a laminar air flow with various solidities and different angles of attack. We test various fibre diameters to explore the effect of the space between the pores on the drag force. Using PIV and hot wire probe measurements, we visualize the flow around and through the screen, and in particular measure the proportion of fluid that is deviated around the screen. The predictions from the model for drag coefficient, flow velocities and streamlines are in good agreement with our experimental results. In particular, we show that local viscous effects are important: at the same solidity and with the same air flow, the drag coefficient and the flow deviations strongly depend on the Reynolds number based on the fibre diameter. The model, taking into account 3-D effects and the shape of the porous screen, and including an empirical viscous correction factor that is valid for fibrous screens may have many applications including the prediction of water collection efficiency for fog harvesters.

Predicting lift and drag coefficients during hypersonic Mars reentry using hyStrath

During hypersonic reentry, a spacecraft experiences several different fluid flow regimes, which usually require the application of different software frameworks to simulate the respective regimes. This study aims to evaluate the hyStrath library for predicting aerodynamic lift and drag coefficients of complex three-dimensional (3D) geometries during hypersonic Mars reentry, using flight data of the Viking 1 mission as reference. A range of altitudes (h=30−140 km) and Mach numbers (M=13−24) where flight data is available is considered, covering the rarefied, transitional, and continuum fluid flow regimes. The hyStrath library contains a set of modified solvers and state-of-the-art thermophysical and chemistry models within the framework of OpenFOAM, dedicated to modeling high-enthalpy hypersonic flow problems. Depending on the flow regime, the computational fluid dynamics solver hy2Foam or direct-simulation Monte Carlo solver dsmcFoam+ are employed in the study. Because hyStrath is based on OpenFOAM, it allows the use of an unstructured adaptive mesh refinement approach for arbitrary geometries. We obtain excellent results throughout all investigated flow regimes and Mach numbers with an average deviation of 1.5% and 2% from the measured lift and drag coefficients, respectively. The applicability of the framework for accurately modeling both rarefied and continuum Mars reentry problems of complex 3D geometries such as the Viking capsule is demonstrated.

Experimentally detected aerodynamic drag coefficient of the agricultural tractor form considering effects of windshield angle and hood front shape

Agricultural tractors are improving their capacity, speed, and performance. However, the characteristic form of the agricultural tractors is not known in terms of aerodynamics. This is required in modeling transportational duties and their impacts on energy and environment, especially considering tractor-trailer couples. In this work, this characteristic form solely investigated apart from the couple to base a foundation. The geometry was adapted from a commercial model. The model was simplified greatly to isolate numerous parameters yielding a generic shape. Only geometrical features as parameters were selected as the nose shape as the leading surface and the windshield angle. Scaled models were tested in a wind tunnel. Drag coefficients independent from Reynolds number, drag forces, pressure distributions on the symmetry planes and pressure coefficients were obtained. An extrapolation was made in order to predict drag force related fuel consumption and CO2 emission for a full-scale tractor on-road transportation scenario based on experimentally obtained drag coefficient. It is understood that changes in tractor front surface topology and wind shield angle can lead to drag changes up to 3%. A 0.72 value of drag coefficient may be assumed for the generic agricultural tractor form. Based on this value, an on-road agricultural tractor cruising with 70 km h−1 is predicted to have a drag sourced fuel consumption of 3.9 kg h−1 and CO2 emission of 10.19 kg h−1. Tractor trailer couples and their platoons are of interest in terms of research and computational simulations that may utilize present results as validator.

Flow properties of an Ahmed Body with different passive flow control methods

A numerical simulation by utilizing the FloEFD software was carried out in order to investigate the flow topology formed on slant surface and wake region of an Ahmed Body with and without passive flow control techniques. The effects of those flow controllers on flow at the slant surface and wake region by influencing the flow topology as well as aerodynamic drag coefficient examined carefully. The numerical findings clearly revealed that the best performance in terms of providing the drag reduction obtained when sphere and hemispherical shape flow control techniques were applied at the rear part of slant surface of Ahmed Body. Sphere and hemispherical shape flow controllers positioned at the rear part of slant surface led to have drag reduction of 6% and 7%, respectively. Besides, the results of current study compared with the results obtained from published studies in the literature. It was clearly observed that they are consistent with each other even though they were found by different software.

Physico-Mechanical Properties of Pumpkin Seeds in the Context of Drying Processes

The paper highlights the significance of the drying process in post-harvest cucurbit seed treatment technology. To improve the effectiveness of drying high-moisture seeds, a plant construction design was introduced, incorporating the concept of providing varied heat distribution to a vigorously agitated seed layer. The paper validates the necessity of refining the dimensional, frictional, and aerodynamic properties of pumpkin seeds to determine the optimal operating modes for the proposed dryer. (Research purpose) To identify the physical and mechanical properties of pumpkin seeds by defining their dimensional, frictional and aerodynamic characteristics. (Materials and methods) The study employs one-factor experimental research methods with subsequent statistical data processing. An experimental study was conducted on the physical and mechanical properties of Volzhskaya Grey pumpkin seeds possessing a standard moisture content ranging between 9.3 and 9.7 percent. Well-known laboratory apparatuses, namely the «conical tank» and the «inclined plane», were used to determine the natural repose angle and to enhance the accuracy of friction coefficients determination. For analyzing the aerodynamic properties of the seeds, the K-293 Petkus air separator was employed. (Results and discussion) Research methods were developed and experimental plants were described. It was established that with a probability confidence level of 0.95, the static friction coefficients of pumpkin seeds on a solid steel sheet, a perforated steel sieve and on rubber are 0.473, 0.418, 0.481, respectively, and the dynamic friction coefficients under the identical conditions are measured as 0.331, 0.293, 0.337. The average angle of natural repose is found to be 22 degrees, the midsection area is 97.94 square millimeters, the soaring velocity is 7.083 meters per second, the windage coefficient stands at 0.196 and the aerodynamic drag coefficient is 0.136. (Conclusions). The assumption that enhancing the drying efficiency of vegetable seeds can be achieved by implementing a diverse thermal energy supply to continuously moving mass inside the apparatus is confirmed, provided that the seeds do not stick together in layers resulting in blockage of the coolant flow. An improved design of the dryer configurations has been developed and, to validate its optimum design and technological specifications, an in-depth analysis of the seeds' dimensional, frictional, and aerodynamic attributes has been conducted.

Experimental study on the aerodynamic characteristics of combined angle transmission tower subject to skew wind

The transmission towers served as crucial carriers in the process of power transmission. The combined angle transmission tower of dual-angle steel with cruciform section are relatively a novel type of angle tower, which is being more widely used in transmission lines. The studies on aerodynamic characteristics of combined angle tower in skewed wind are limited. In this paper, the wind tunnel tests are conducted to investigate the aerodynamic characteristics of the combined angle tower, and the high frequency force balance (HFFB) test is introduced to obtain the transverse and longitudinal forces on the tower using the direct force measurement (DFM) method. The drag coefficients and wind load-distribution factors of the combined angle tower are obtained from the wind tunnel tests, and the effects of interference and tower leg spacing on the wind loads of the tower legs are fully explored. It can be found that the aerodynamic coefficients and drag coefficients of the combined angle steel tower leg tend to decrease with the increase of interference members and it also decreases with the decrease of the tower leg spacing. The test wind load-distribution factors of the isolated leg are generally larger than those defined by seven typical codes (e.g., US, EU, Japanese, and Chinese codes) and significantly exceed the code-specified values under partial wind angles. The observations obtained from this study may provide helpful guidance on the wind-resistant design of this relatively novel type of combined angle tower.

A stacking-based ensemble prediction method for multiobjective aerodynamic optimization of high-speed train nose shape

A stacking-based ensemble prediction method is proposed in order to improve the efficiency and accuracy of aerodynamic shape optimization. This can be divided into a two-level model. The first-level model uses various base learners to predict the training dataset and obtain various combinations of predictions. In the second-level model, the meta-learner is trained using various combinations of predictions as inputs and the true response values as outputs. The RMSE and R-Square metrics results show that the performance metrics of the stacked models are significantly better than those of the original surrogate models, except for the stacked RBFNN model. The stacked Kriging model and LSSVR model achieved the best results with RMSE and R-Square index values of 0.0039 and 0.8418 for aerodynamic drag coefficient, respectively. The stacked Kriging model, RBFNN model, and LSSVR model achieved the best results with RMSE and R-Square index values of 0.0024 and 0.76 for aerodynamic lift coefficient, respectively. Four state-of-the-art multiobjective optimization algorithms are used to perform the optimization process. The results of hypervolume and Pareto fronts demonstrate the effectiveness of the selected FDV-NSGAII algorithm. After optimization, the drag and lift coefficients before and after optimization are reduced by 1.9% and 12.7%, respectively.

Aerodynamic Modification of High-Rise Buildings by the Adjoint Method

This study presents a novel numerical methodology that is designed for the dynamic adjustment of three-dimensional high-rise building configurations in response to aerodynamic forces. The approach combines two core components: a numerical simulation of fluid flow and the adjoint method. Through a comprehensive sensitivity analysis, the influence of individual variables on aerodynamic loads, including lift and drag coefficients, is assessed. The findings underscore that the architectural design, specifically the building’s construction pattern, exerts the most substantial impact on these forces, accounting for a substantial proportion (76%). Consequently, the study extends its evaluation to the sensitivity of fluid flow across various sections of the tower by solving the adjoint equation throughout the entire fluid domain. As a result, the derived sensitivity vector indicates a remarkable reduction of approximately 31% in the applied loads on the tower. This notable improvement has significant implications for the construction of tall buildings, as it effectively mitigates aerodynamic forces, ultimately enhancing the overall comfort and structural stability of these architectural marvels.

Wind Tunnel Balance Measurements of Bioinspired Tails for a Fixed Wing MAV

Bird tails play a significant role in aerodynamics and stability during flight. This paper investigates the use of bioinspired horizontal stabilizers for Micro Air Vehicles (MAVs) with Zimmerman wing-body geometry. Five configurations of bioinspired horizontal stabilizers are presented. Then, 3-component external balance force measurements of each horizontal stabilizer are performed in the wind tunnel. The Squared-Fan-Shaped Horizontal Stabilizer (HSF-tail) is selected as the optimal horizontal stabilizer that provides the highest aerodynamic efficiency during cruise flight while maintaining high longitudinal stability on the vehicle. The integration of the HSF-tail increases the aerodynamic efficiency by more than 6% up to a maximum of 17% compared to the other alternatives while maintaining the lowest aerodynamic drag value during the cruise phase. Furthermore, balance measurements to analyze the influence of the HSF-tail deflection on the aerodynamic coefficients are conducted, resulting in increased lift force and reduced aerodynamic drag with negative tail deflections. Lastly, the experimental data is validated with CFD-RANS steady simulations for low angles of attack, obtaining a relative difference on the measurement around 5% for the aerodynamic drag coefficient and around 10% for the lift coefficient during the cruise flight that demonstrates a high degree of accuracy in the aerodynamic coefficients obtained by external balance in the wind tunnel. This work represents a novel approach through the implementation of a horizontal stabilizer inspired by the structure of the tails of birds that is expected to yield significant advancements in both stability and aerodynamic efficiency, with the potential to revolutionize MAV technology.

RESEARCH AND OPTIMIZATION OF SPORT UTILITY VEHICLE AERODYNAMIC DESIGN

Drag and lift are two important parameters to evaluate a vehicle’s aerodynamic performance. Aerodynamic resistance (drag force Fd) prevents the movement of the vehicle and has a value proportional to the square of the velocity. That is, when the speed increases twice, the aerodynamic drag will increase fourfold. This article presents a plan to design a sport utility vehicle model with improved aerodynamics by using Ansys Fluent software to analyze pressure distribution areas that affect aerodynamics and the body. Based on the results obtained, the areas of stress and maximum pressure concentration have been identified. From this, a plan to improve the vehicle’s exterior design has been proposed. After many iterations of the design and model optimization process, the aerodynamic drag coefficient CD was reduced by 3.06% compared to the original model. The revised design option is equipped with an airflow diffuser under the vehicle; the lifting resistance coefficient has been reduced from 0.0902 to 0.038, equivalent to 58.2%. The new proposed design of the model has reduced the vehicle’s frontal drag by 2.04%. The research results have determined the aerodynamic coefficients CD and CL of the model car. Based on the results received, it is possible to compare them with the manufacturer’s announced parameters and propose new design options that still ensure aesthetics.

Effect of a bioinspired upstream extended surface profile on flow characteristics and a drag coefficient of a circular cylinder

<abstract> <p>In the current work, the passive drag reduction of a circular cylinder for the subcritical Reynolds number range of 5.67×10<sup>4</sup> to 1.79×10<sup>5</sup> was computationally and experimentally investigated. First, inspired by nature, the aerodynamic drag coefficient of a whole Peregrine Falcon was measured in a subsonic wind tunnel for various angles of attack and Reynolds numbers (<italic>Re</italic>) and compared with the bare cylinder. At a 20° angle of attack and <italic>Re</italic> = 5.67×10<sup>4</sup>, the whole falcon model had a 75% lower drag coefficient than the bare cylinder. Later, with the moderate Falcon model, in which the falcon's beak and neck were linked to the cylinder as an extended surface, the drag coefficient decreased up to 72% in the subcritical Reynolds number zone. Finally, the extended surface with a falcon beak profile was connected to the cylinder with a stem and investigated both numerically and experimentally for various stem lengths, angles of attack, and Reynolds numbers. It was found that at low <italic>Re</italic>, the drag coefficient can be reduced by up to 47% for the stem length of 80 mm (<italic>L</italic>/<italic>D</italic> = 1.20) with an angle of attack 10°. The computational investigation yielded precise flow characteristics, and it was discovered that the stem length and the <italic>Re</italic> had a substantial influence on vortex generation and turbulent kinetic energy between the beak and cylinder, as well as downstream of the cylinder. Investigation revealed that percentile drag reduction was much lower for the whole Falcon model over a wide range of Reynolds numbers and positive angles of attack, which exist in nature. Similarly, when compared to the other stem lengths, the 60 mm stem length (<italic>L</italic>/<italic>D</italic> = 0.97) produced similar results to the whole Falcon model. The numerical results were well validated with the experimental results.</p> </abstract>

Aerodynamic Drag Study of the Heat Exchange Equipment with Different Fin Geometries

This article is devoted to the method of numerical modelling of aerodynamics when the air flows around fins of a special design, which is implemented in SolidWorks Flow Simulation. The study was carried out for three types of rib orientation, and the aerodynamic drag coefficients were determined for different values of the Reynolds number. It was confirmed that the drag coefficient values depend significantly on the flow regime. The lowest value of the drag coefficient is observed when the fins are oriented from a larger diameter to a smaller one. In the laminar regime (Re < 2300), the average value of CX = 1.04, in the transitional regime (2300 < Re < 10,000), CX = 0.74, and in the turbulent regime (Re > 10,000), CX = 0.22. Characteristic for this case of orientation is a significant decrease in the drag coefficient during the transition from laminar to turbulent regime; the minimum is observed at the flow speed in the range between 2 and 3 m/s.

Study on Aerodynamic Drag Reduction by Plasma Jets for 600 km/h Vacuum Tube Train Sets

In order to break through the speed bottleneck, researchers envision using tubes to cover high-speed maglev trains and extract some of the air inside the tubes, creating a low-density environment on the ground, greatly reducing the aerodynamic drag of the trains, and in a relatively economical and feasible way, making high subsonic (600 km/h and above) and even supersonic ground transportation possible. The faster the running speed of high-speed trains, the greater the impact of aerodynamic drag on their energy consumption. Studying the aerodynamic characteristics of trains with a speed of 600 km/h can help optimize the aerodynamic shape of the train, reduce aerodynamic drag, and reduce energy consumption. This has positive implications for improving train energy efficiency, reducing energy consumption, and environmental impact. This paper adopts the numerical simulation method to study the drag reduction effect of the plasma arrangement and different excitation speeds on the train set in four positions when the incoming wind speed is 600 km/h, to analyze the mechanism of drag reduction, and then to analyze the combination of working conditions in order to investigate the drag reduction effect of plasma on the vacuum tube train set with an ambient pressure of 10,000 Pa. The findings demonstrate that the plasma induces the directional flow of the gas close to the wall to move the flow separation point backward and delay the separation of the flow, thereby reducing the front and rear differential pressure drag of the train set and lowering the aerodynamic drag coefficient of the entire train. The plasma arrangement is located at the rear of the flow separation point and in close proximity to the flow separation point. The pneumatic drag reduction effect peaks when the excitation speed reaches 0.2 times the train speed and the pneumatic drag reduction ratio is around 0.88%; the pneumatic drag reduction ratio of the rear car peaks when the excitation speed reaches 0.25 times the train speed and the pneumatic drag reduction ratio is 1.62%. The SDBD (Surface Dielectric Barrier Discharge) device is installed at the flow separation point around the nose tip of the rear car.