A spoiler for an SUV model with a hollowed-out tail wing and its design method

Abstract

The present invention relates to the technical field of improving the endurance and NVH performance of a whole vehicle, and specifically discloses a spoiler strip for an SUV model with a hollowed-out tail wing and a design method. The spoiler strip includes a spoiler strip body. The spoiler strip body is strip-shaped along the vehicle width direction. The spoiler strip body is provided with a windward surface with an arc-shaped concave structure on the vehicle body cross-section. The slope of the windward surface relative to the vehicle surface is 145° to 160°, the deflection of the windward surface is 3.5 - 6.5 mm, and the height of the spoiler strip body is not higher than 55% of the opening height of the hollowed-out tail wing. When designing the spoiler strip, use pre-processing software to complete the modeling, then perform simulation calculations, and finally change the parameters of the spoiler strip and perform simulation calculations again to select a solution that has an optimization effect on both the wind resistance and wind noise performance. This solution is used to solve the problem that the wind resistance and wind noise of current SUV models with hollowed-out tail wings are relatively large during driving, which affects the vehicle's endurance mileage and the user's NVH experience.

Description

Technical Field

[0001] The present invention relates to the technical field of improving the cruising range and NVH performance of a whole vehicle, and particularly relates to a spoiler for an SUV model with a hollow tail wing and a design method. Background Art

[0002] In today's increasingly competitive new energy vehicle industry, based on the characteristics of new energy vehicles, the cruising range of the whole vehicle and the NVH performance have become the most concerned performance indicators for users. The aerodynamic resistance performance and wind noise performance of the whole vehicle are the keys to improving these two core performance indicators.

[0003] More and more new energy vehicle models are starting to enhance the sportiness of the vehicle by designing a hollow tail wing on SUV models in order to achieve differentiation and personalization in styling design, thereby enhancing the overall competitiveness of the vehicle. However, the existence of the hollow tail wing will cause complex wake behind the moving vehicle. Due to its physical characteristics, the separation of the tail airflow of the SUV model itself is relatively serious and the turbulence intensity is relatively high. The combination of the two will have a significant negative impact on the aerodynamic resistance and wind noise performance of the whole vehicle: the wake with high turbulence intensity affects the back pressure recovery and greatly increases the aerodynamic resistance, affecting the cruising range; the noise generated by the wake is transmitted into the vehicle through the rear windshield, significantly increasing the low-, medium- and high-frequency sound pressure levels inside the vehicle, thereby reducing the NVH performance and affecting the user experience. Summary of the Invention

[0004] The present invention aims to provide a spoiler for an SUV model with a hollow tail wing to solve the problem that the aerodynamic resistance and wind noise of the current SUV models with hollow tail wings are relatively large during driving, which affects the cruising range of the vehicle and the NVH experience of users.

[0005] To achieve the above object, the present invention adopts the following technical solutions:

[0006] A spoiler for an SUV model with a hollow tail wing is fixed at the position where the hollow tail wing projects onto the vehicle surface or on the roof panel in front of the hollow tail wing. It includes a spoiler body. The spoiler body is strip-shaped along the vehicle width direction. The spoiler body has a windward surface with an arc-shaped concave structure in the vehicle cross-section. The slope of the windward surface relative to the vehicle surface is 145° to 160°, the deflection of the windward surface is 3.5 - 6.5 mm, and the height of the spoiler body is not higher than 55% of the opening height of the hollow tail wing.

[0007] The principle and advantages of this solution are as follows: In practical applications, by designing and arranging the spoiler strip on an SUV model with a hollowed-out tail wing, the windward surface of the spoiler strip changes the flow direction and velocity of the air flow at the opening of the hollowed-out tail wing, forcing the air flow to separate on the leeward surface of the spoiler strip, thereby reducing the energy and turbulence intensity of the wake of the hollowed-out tail wing. As a result, firstly, the back pressure can be significantly increased to reduce the wind resistance. Secondly, the pulsating pressure of the air flow on the rear windshield and the quadrupole sound source of the wake vortex are significantly improved, so that the overall vehicle wind noise level is significantly improved in the full frequency band, achieving the purpose of optimizing the wind noise, improving the overall vehicle cruising range and the user's NVH experience.

[0008] Preferably, as an improvement, taking the projection of the front end of the hollowed-out tail wing onto the vehicle surface as the zero line and the air flow direction of the vehicle driving as the positive direction, the installation position range of the spoiler strip body during use is (-220mm)-(+100mm).

[0009] Preferably, as an improvement, the height of the spoiler strip body is 30%-55% of the opening height of the hollowed-out tail wing.

[0010] Preferably, as an improvement, the width of the spoiler strip body is 85% to 100% of the width of the opening part of the hollowed-out tail wing. The number of spoiler strip bodies is one or the number of spoiler strip bodies is the same as the number of openings of the hollowed-out tail wing. When the spoiler strip is installed in front of the tail wing opening (the vehicle driving direction is called the front), the spoiler strip can be designed as a complete long strip as a whole, making the installation simple and convenient. When the spoiler strip is installed at the projection position of the hollowed-out tail wing opening on the vehicle surface, since there is a connection between the middle part of the hollowed-out tail wing and the vehicle and the number of openings of the hollowed-out tail wing is 2, the installation of the spoiler strip needs to be divided into multiple segments according to the number of openings of the hollowed-out tail wing, that is, divided into multiple spoiler strip bodies, to facilitate installation and ensure that the spoiler strip can achieve the expected purpose of reducing wind resistance and optimizing wind noise.

[0011] The present invention also provides a design method for a spoiler strip for an SUV model with a hollowed-out tail wing, including the following steps:

[0012] S1. Use pre-processing software to complete the geometric cleaning of the original three-dimensional vehicle model, design and produce the three-dimensional geometric digital model of the spoiler strip, and match the spoiler strip to the three-dimensional vehicle model that has completed geometric cleaning;

[0013] S2. Perform mesh division on the original three-dimensional vehicle model and the three-dimensional vehicle model with the spoiler strip, establish a computational domain and set a mesh encryption area;

[0014] S3. Use a fluid solver to perform external flow field simulation calculations. In the simulation calculations, steady-state calculations are adopted to obtain the flow field distribution data near the vehicle's hollow spoiler area and conduct flow field analysis; transient calculations are adopted in the simulation calculations to output transient flow field information; based on the flow field distribution data, flow field analysis data obtained from the steady-state calculations, and the transient flow field information obtained from the transient calculations, the wind resistance and wind noise performance of the original three-dimensional vehicle model and the vehicle model with a spoiler strip are evaluated respectively;

[0015] S4. Change the parameters of the spoiler strip, where the parameters include position / width / height / the slope and deflection of the windward surface on the spoiler strip, then use a fluid solver to perform external flow field simulation calculations, and then evaluate the wind resistance and wind noise performance of the vehicle model with the spoiler strip after modifying the parameters, and select the solution that has an optimization effect on both wind resistance and wind noise performance.

[0016] Preferably, as an improvement, when evaluating the wind noise performance, it also includes using acoustic software to extract the flow field distribution data and flow field information output in S3 by beam decomposition to obtain flow-induced noise sources and sound-induced noise sources, and then loading the two types of noise sources into the corresponding SAE model to calculate the wind noise and speech intelligibility at the driver's position and the rear row position of the vehicle.

[0017] Preferably, as an improvement, it also includes step S5 of using a wind tunnel test to verify the performance of the determined solution with an optimization effect.

[0018] Preferably, as an improvement, when performing simulation calculations using a fluid solver, the air flow velocity at the inlet of the calculation domain is 120 kph, and the outlet is set as a pressure outlet with a pressure of 0.

[0019] Preferably, as an improvement, the SST k-ω turbulence model is adopted for the steady-state calculation.

[0020] Preferably, as an improvement, the transient calculation is a flow field calculation performed by IDDES of the SST k-ω turbulence model to solve the Navier-Stokes equation.

[0021] Adopting a design method for the spoiler strip of an SUV model with a hollow spoiler can predict the effect after adding the spoiler strip before the wind tunnel test, greatly reducing the R & D cost and shortening the R & D cycle. At the same time, through the selection of the model and boundary conditions in the simulation process, the simulation results are more consistent with the wind tunnel test results, improving the accuracy of the simulation. BRIEF DESCRIPTION OF THE DRAWINGS

[0022] Figure 1 It is a partial structural schematic diagram of the spoiler strip of the embodiment of the present invention on an SUV model with a hollow spoiler.

[0023] Figure 2 is Figure 1 the top view of

[0024] Figure 3 is Figure 1 the simplified longitudinal sectional view of

[0025] Figure 4-1 and Figure 4-2 are the tail flow field energy distributions of the original three-dimensional vehicle model obtained by the design method of the embodiment of the present invention ( Figure 4-1 ), the tail flow field energy distributions of the longitudinal section ( Figure 4-2 ).

[0026] Figure 5-1 and Figure 5-2 are the tail flow field energy distributions of the three-dimensional vehicle model with spoiler strips obtained by the design method of the embodiment of the present invention ( Figure 5-1 ), the tail flow field energy distributions of the longitudinal section ( Figure 5-2 ).

[0027] Figure 6 is the flow field velocity vector diagram on the rear windshield of the original three-dimensional vehicle model obtained by the design method of the embodiment of the present invention.

[0028] Figure 7 is the flow field velocity vector diagram on the rear windshield of the three-dimensional vehicle model with spoiler strips obtained by the design method of the embodiment of the present invention.

[0029] Figure 8 is the surface sound power distribution diagram on the rear windshield of the original three-dimensional vehicle model obtained by the design method of the embodiment of the present invention.

[0030] Figure 9 is the surface sound power distribution diagram on the rear windshield of the three-dimensional vehicle model with spoiler strips obtained by the design method of the embodiment of the present invention.

[0031] Figure 10 is the vehicle rear row wind noise sound pressure level curve obtained after the wind tunnel test with or without the spoiler installed according to the embodiment of the present invention.

[0032] Figure 11-1 and Figure 11-2 are the curves of the acoustic contribution amount of different installation positions of the spoiler strip to the interior of the vehicle ( Figure 11-1 ) and the curves of the drag reduction amount of different installation positions of the spoiler strip obtained by simulation calculation using a fluid solver ( Figure 11-2 ) according to the embodiment of the present invention during the wind tunnel test.

[0033] Figure 12 is the curve graph of the acoustic contribution amount of different widths of the spoiler strip to the interior of the vehicle according to the embodiment of the present invention during the wind tunnel test.

[0034] Figure 13 This is a graph showing the contribution of different heights of spoiler bars to the in-vehicle acoustics under the wind tunnel test of the embodiments of the present invention.

[0035] Figure 14 This is a graph showing the contribution of different windward slopes of spoiler bars to the in-vehicle acoustics under the wind tunnel test of the embodiments of the present invention.

[0036] Figure 15 This is a graph showing the contribution of different deflections of the windward surface of the spoiler bar to the in-vehicle acoustics under the wind tunnel test of the embodiments of the present invention. Detailed implementation manners

[0037] The following is a further detailed description through specific implementation manners:

[0038] The reference numerals in the accompanying drawings of the specification include: spoiler bar body 10, windward surface 1, hollow tail wing 20, roof 30, and rear windshield 40.

[0039] Embodiment

[0040] A design method for a spoiler bar for an SUV model with a hollow tail wing includes the following steps:

[0041] Step 1: Use CAE preprocessing software to complete the geometric cleaning of the original three-dimensional vehicle model, design and produce the three-dimensional geometric digital model of the spoiler bar, and match the spoiler bar to the original three-dimensional vehicle model to obtain a three-dimensional vehicle model with a spoiler bar.

[0042] Step 2: Based on the requirements of the "CSAE 112-2019 Passenger Car Aerodynamic Simulation Technology Specification", perform mesh division on the original three-dimensional vehicle model and the three-dimensional vehicle model with a spoiler bar in the CAE preprocessing software, and establish a computational domain. The inlet air flow velocity of the computational domain is 120 kph, and the outlet is set as a pressure outlet with a pressure of 0.

[0043] Set two levels of vehicle mesh encryption areas and one level of local encryption area on the premise of not affecting the calculation accuracy of wind noise and improving the calculation efficiency; among them, the local encryption area is expanded a certain distance (such as 40 mm outward) on the basis of completely covering the spoiler bar, the hollow tail wing 20, and the rear windshield 40. In order to accurately calculate the air flow information on the vehicle body surface, a boundary layer needs to be added near the vehicle body wall surface. The computational domain size, the mesh size of each component, the boundary layer mesh generation method, the setting method of the cooling module porous medium, and the tire rotation setting are all carried out in accordance with the "CSAE 112-2019 Passenger Car Aerodynamic Simulation Technology Specification".

[0044] Step 3: Use a fluid solver to perform external flow field simulation calculations. The air flow velocity at the inlet of the computational domain is 120 kph, and the outlet is set as a pressure outlet with a pressure of 0. In the simulation calculations, steady-state calculations are used to obtain the flow field distribution data near the vehicle's hollow spoiler 20 area and perform flow field analysis. When performing steady-state calculations, the SST k-ω turbulence model is used for calculations. In the simulation calculations, transient calculations are used to output transient flow field information, and for transient calculations, IDDES that solves the Navier-Stokes equations based on the SST k-ω turbulence model is selected for flow field calculations. According to the flow field distribution data, flow field analysis data obtained from the steady-state calculations, and the transient flow field information obtained from the transient calculations, the aerodynamic drag and wind noise performance of the original three-dimensional vehicle model and the vehicle model with a spoiler strip are evaluated respectively.

[0045] Step 4: When evaluating the wind noise performance, use acoustic software to extract the flow field distribution data and flow field information output in Step 3 by beam decomposition to obtain flow-induced noise sources and sound-induced noise sources, and then load the two types of noise sources into the corresponding SAE model to calculate the wind noise and speech intelligibility at the driver's position and the rear row position of the vehicle.

[0046] Step 5: Change the parameters of the spoiler strip. The parameters include the position / width / height / slope and deflection of the windward surface 1 on the spoiler strip (the deflection is also the depression depth of the concave structure on the windward surface 1), and then use a fluid solver to perform external flow field simulation calculations. After that, evaluate the aerodynamic drag and wind noise performance of the vehicle model with the spoiler strip after modifying the parameters, and select a solution that has an optimization effect on both the aerodynamic drag and wind noise performance.

[0047] Step 6: Use a wind tunnel test to verify the performance of the determined solution with an optimization effect. When performing the wind tunnel test, the air flow velocity blowing towards the vehicle is 120 kph to simulate the test data of the vehicle at 120 km / h, and calculate the acoustic contribution and drag reduction amount after adding the spoiler strip according to the test results.

[0048] The spoiler strip parameters that have an optimization effect on both the aerodynamic drag and wind noise obtained according to the above design method are as follows:

[0049] Combined with Figures 1 to 3, A spoiler bar for an SUV model with a hollow tail wing, including a spoiler bar body 10. The spoiler bar body 10 is strip-shaped in the vehicle width direction. The spoiler bar body 10 is formed with a windward surface 1 having an arc-shaped concave structure in the vehicle body cross-section. The slope of the windward surface 1 relative to the vehicle surface is 145° to 160° (where the slope is defined as: the angle between the windward surface and the roof). The deflection of the windward surface 1 is 3.5 - 6.5 mm (the deflection is also the maximum depth of the arc-shaped depression of the windward surface 1). The leeward surface of the spoiler bar is perpendicular to the vehicle surface or the bottom of the leeward surface inclines towards the roof 30. The height of the spoiler bar body 10 is 30% - 55% of the opening height of the hollow tail wing 20, and the width of the spoiler bar body 10 is 85% to 100% of the width of the opening part of the hollow tail wing 20.

[0050] Taking the projection of the front end of the hollow tail wing 20 onto the vehicle surface as the zero line and the airflow direction during vehicle driving as the positive direction, the installation position range of the spoiler bar during use is (-220 mm) - (+100 mm).

[0051] Among them, the simulation results obtained by installing the spoiler bar on a certain mid - large - sized new energy SUV model with a hollow tail wing and according to the above design method are as shown in Figures 4 to Figure 9 shown. The specific data of the spoiler bar under the displayed simulation results (referred to as the implementation case in this article) are: the opening height of the hollow tail wing 20 is 55 mm, the width of the hollow tail wing 20 is 1130 mm, the installation position of the spoiler bar is 220 mm in front of the projection of the front end of the hollow tail wing 20 to the roof 30 position (that is, at the position of -220 mm). At this time, the spoiler bar is in the shape of a long strip structure. The width of the spoiler bar is 1124 mm (because the hollow tail wing 20 itself has a thickness, the width of the spoiler bar is basically 100% of the opening width of the hollow tail wing 20), the height is 19 mm (accounting for 34.5% of the opening height of the hollow tail wing 20), the slope is 149°, and the slope surface deflection is 4.3 mm.

[0052] From the simulation calculation results of the design method, from Figure 4-1 , Figure 4-2 and Figure 6 it can be seen that on the original three - dimensional vehicle model, the airflow behind the hollow tail wing 20 (divided according to the front - rear of the vehicle itself) is very chaotic. Many turbulent vortices are seen on the rear windshield 40. The movement of the turbulent vortices, on the one hand, will dissipate energy, reducing the back pressure behind the vehicle, increasing the pressure difference resistance between the front and rear of the driving vehicle, and resulting in an increase in wind resistance during driving. On the other hand, the existence of the turbulent vortices makes the energy disturb each other and radiate into the vehicle, increasing the noise and reducing the speech clarity inside the vehicle.

[0053] After adding the spoiler bar, from Figure 5-1 , Figure 5-2 and Figure 7It can be clearly seen that the airflow behind the hollow tail wing 20 is much gentler, especially the uniformity of the airflow velocity is very good, greatly reducing the turbulent vortices, thereby increasing the back pressure behind the vehicle and reducing the pressure difference resistance suffered by the vehicle front and back. In this embodiment, through simulation, the contribution of the driving wind resistance coefficient (Cd) is 10 cts, and the corresponding drag reduction coefficient is 0.01. With the reduction of the driving resistance, the driving range of the vehicle has a significant improvement effect.

[0054] Combined with Figure 8 and Figure 9 , it can be clearly seen that after the spoiler strip is added, the surface sound power on the rear windshield 40 is significantly reduced, which also reflects the optimization effect of the added spoiler strip on the wind noise.

[0055] The above-mentioned embodiment with simulation calculations is verified by a wind tunnel test. According to the process data of the wind tunnel test, it is obtained that the embodiment can reduce the overall vehicle wind resistance by 13 cts, corresponding to a WLTP comprehensive driving range of about 10 km; it can reduce the sound pressure level by 1.3 dBA (front row) and 2.9 dBA (rear row), and improve the speech intelligibility by 1% (front row) and 2.5% (rear row); it will be verified under the wind tunnel test. According to the process data of the wind tunnel test, the wind noise pressure level curves before and after the addition of the spoiler strip are obtained, as Figure 10 shown. In this figure, it can be clearly seen that the overall vehicle wind noise level of the embodiment is significantly improved in the whole frequency band compared with that of the original vehicle without the spoiler strip, further verifying the accuracy of the simulation (the wind noise pressure level curves before and after the addition of the spoiler strip are also available in the simulation calculation results. Since they are in line with the trend of the wind noise pressure level curve of the wind tunnel test, they are not shown here).

[0056] To verify the spoiler strip parameters obtained by the above design method, which have an optimization effect on both wind resistance and wind noise, a wind tunnel test is used to further verify each parameter of the spoiler strip. There are five verification test groups, namely Test Group 1, Test Group 2, Test Group 3, Test Group 4 and Test Group 5. The spoiler strip parameters and test results of the five test groups are summarized in Table 1 below:

[0057] Table 1 Correspondence between the spoiler strip parameters of the five test groups and the wind tunnel test results

[0058]

[0059] Note: The sound pressure level curves shown in Figure 11- Figure 15 are all the sound pressure level curves of the rear row of the tested vehicle.

[0060] The analysis results of the five test groups are analyzed as follows:

[0061] Figure 11-1Among them, it can be clearly seen that when the installation positions are -220 mm and 5 mm, the absolute values of the sound pressure level contribution and the speech intelligibility contribution are both large, indicating that the spoiler significantly optimizes the wind noise of the vehicle at these positions.

[0062] In the simulation calculation of the drag reduction amount for different installation positions of the spoiler, combined with Figure 11-2 Among them, it can be clearly seen that the drag reduction amount shows a rapid downward trend after the position of the spoiler exceeds 100 mm, and there is a good drag reduction amount from the position of -220 mm to 100 mm. Therefore, it also shows that the spoiler optimizes the wind resistance during vehicle driving.

[0063] Figure 12 Among them, it can be clearly seen that when the width ratio of the spoiler is between 87% and 100%, the larger the width ratio of the spoiler, the greater the contribution to the sound pressure level and the speech intelligibility contribution.

[0064] Figure 13 Among them, when the height ratio of the spoiler is 40%, both the sound pressure level contribution and the speech intelligibility reach the best state.

[0065] Figure 14 Among them, when the slope of the spoiler is 143°, due to the influence of the flow guiding effect of the spoiler, the speech intelligibility inside the vehicle is not optimized. While when the slope of the spoiler is between 145° and 160°, both the speech intelligibility contribution and the sound pressure level contribution are optimized.

[0066] Figure 15 Among them, when the deflection of the spoiler is 4.8 mm, both the sound pressure level contribution and the speech intelligibility contribution are in the optimal state.

[0067] The spoiler parameters obtained from the design method were verified through five experimental groups, and the wind tunnel test results confirmed that the spoiler parameters obtained from the design method do have an optimization effect on wind noise and wind resistance.

[0068] The above are only the embodiments of the present invention. Specific technical solutions and / or common knowledge such as characteristics well known in the art are not described in detail herein. It should be noted that for those skilled in the art, without departing from the technical solution of the present invention, several deformations and improvements can still be made, and these should also be regarded as the protection scope of the present invention, and these will not affect the implementation effect of the present invention and the practicality of the patent. The protection scope required by this application should be subject to the content of its claims, and the specific implementation manners described in the specification can be used to interpret the content of the claims.

Claims

1. A spoiler for an SUV model with a hollow tail wing, which is fixed at the position where the hollow tail wing projects onto the vehicle surface or on the roof in front of the hollow tail wing, and is characterized in that, It includes a spoiler strip body. The spoiler strip body is strip-shaped along the vehicle width direction. The spoiler strip body has a windward surface with an arc-shaped concave structure on the vehicle cross-section. The slope of the windward surface relative to the vehicle surface is 148° to 158°. The deflection of the windward surface is 4 - 5.5 mm. The height of the spoiler strip body is not higher than 55% of the opening height of the hollow tail wing. Taking the projection of the front end of the hollow tail wing onto the vehicle surface as the zero line and the air flow direction of the vehicle running as the positive direction, the installation position range of the spoiler strip body during use is (-10 mm) - (+100 mm). The height of the spoiler strip body is 35% - 55% of the opening height of the hollow tail wing. The width of the spoiler strip body is 85% to 100% of the width of the opening part of the hollow tail wing. The number of spoiler strip bodies is one or the number of spoiler strip bodies is the same as the number of openings of the hollow tail wing.

2. A design method for a spoiler for an SUV model with a hollow tail wing, and is characterized in that, It includes the following steps: S1. Use pre-processing software to complete the geometric cleaning of the original three-dimensional vehicle model, design and produce the three-dimensional geometric digital model of the spoiler strip, and match the spoiler strip to the three-dimensional vehicle model that has completed geometric cleaning. S2. Perform mesh division on the original three-dimensional vehicle model and the three-dimensional vehicle model with the spoiler strip, establish a computational domain and set a mesh encryption area. S3. Use a fluid solver to perform external flow field simulation calculations. In the simulation calculations, steady-state calculations are used to obtain the flow field distribution data near the vehicle hollow tail wing area and perform flow field analysis; transient calculations are used in the simulation calculations to output transient flow field information; according to the flow field distribution data, flow field analysis data obtained from the steady-state calculations and the transient flow field information obtained from the transient calculations, the wind resistance and wind noise performance of the original three-dimensional vehicle model and the vehicle model with the spoiler strip are respectively evaluated. S4. Change the parameters of the spoiler strip. The parameters include position / width / height / slope and deflection of the windward surface on the spoiler strip. Then use a fluid solver to perform external flow field simulation calculations. After that, evaluate the wind resistance and wind noise performance of the vehicle model with the spoiler strip after modifying the parameters, and obtain the spoiler strip as described in claim 1 that has an optimization effect on both wind resistance and wind noise performance.

3. The design method for a spoiler for an SUV model with a hollow tail wing according to claim 2, and is characterized in that, When evaluating the wind noise performance, it also includes using acoustic software to extract the flow field distribution data and flow field information output in S3 by beam decomposition to obtain flow-induced noise sources and sound-induced noise sources, and then loading the two types of noise sources into the corresponding SAE model to calculate the wind noise and speech intelligibility at the driver's position and the rear row position of the vehicle.

4. The design method for a spoiler for an SUV model with a hollow tail wing according to claim 2, and is characterized in that, It also includes step S5, and uses a wind tunnel test to verify the performance of the determined optimized solution.

5. The design method for a spoiler for an SUV model with a hollow tail wing according to claim 2, and is characterized in that: When using a fluid solver for simulation calculations, the air flow velocity at the inlet of the computational domain is 120 kph, and the outlet is set as a pressure outlet with a pressure of 0.

6. The design method for a spoiler for an SUV model with a hollow tail wing according to claim 2, and is characterized in that: During the steady-state calculation, the SST k-ω turbulence model is used for calculation.

7. The design method for a spoiler for an SUV model with a hollow tail wing according to claim 2, and is characterized in that: The transient calculation is a flow field calculation based on IDDES for solving the Navier-Stokes equation of the SST k-ω turbulence model.

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