Hyperloop aerodynamic characteristics (e.g., the pressure wave in front of the pod) are analyzed experimentally and theoretically in this study. A scaled Hyperloop aerodynamic experimental equipment that has a scale of $d_{\mathit{pod}}$ = 8.75 cm, BR = 0.34 and $l_t$ = 16 m is developed; it can be used to run experiments in the range from 160–320 m/s of $v_{\mathit{pod}}$ at approximately 1/1,000 atm ($p_{\mathit{ref}}$ = 150 Pa). Further, this experiment has an observed $v_a$, which is not revealed in the analysis of the ideal case. The $v_a$ is generated during the pod acceleration process and has a significant effect on $v_{\mathit{LSW}}$. Three pressure waves (LSW₁, FEW, and LSW₂) are measured in front of the pod. $v_{{\mathit{LSW}}_1}$, $v_{\mathit{FEW}}$, and $v_{{\mathit{LSW}}_2}$ are similar at $v_{\mathit{pod}}$<250 m/s, and LSW₁, FEW, and LSW₂ are located in this order. However, at $v_{\mathit{pod}}$>250 m/s, the positions of LSW₁, FEW, and LSW₂ become increasingly close, and LSW₂ eventually catches up to LSW₁ and FEW as $v_{{\mathit{LSW}}_2}$>$v_{{\mathit{LSW}}_1}$>$v_{\mathit{FEW}}$. $v_{{\mathit{LSW}}_2}$ and $I_{{\mathit{LSW}}_2}$ are predicted theoretically assuming $v_a$ = $v_{\mathit{pod}}$. The maximum differences in the $v_{{\mathit{LSW}}_2}$ and $I_{{\mathit{LSW}}_2}$ between the experimental result and theoretical prediction are 5.66% and 7.31%, respectively. $I_{{\mathit{LSW}}_1}$ generated by entering the test section decreases because it moves away from the entrance; it decreases more rapidly for a high $v_{\mathit{pod}}$. $I_{{\mathit{LSW}}_2}$ generated by driving the pod in the tube shows a larger value than the theoretically predicted value in the entrance region ($x/l_t$<0.4). At $x/l_t$>0.4, $I_{{\mathit{LSW}}_2}$ is close to the theoretically predicted value with a maximum difference of 10.5%. The suggested theoretical model with assumption $v_a$ = $v_{\mathit{pod}}$ is in good agreement with the experiment result.

本研究从实验和理论上分析了 Hyperloop 空气动力学特性（例如吊舱前的压力波）。比例为 Hyperloop 的空气动力学实验设备$d_{\mathit{荚}}$= 8.75 厘米，BR = 0.34 和${升}_{吨}$= 16 m 已开发；它可用于在 160–320 m/s 的范围内进行实验$v_{\mathit{荚}}$在大约 1/1,000 atm ($p_{\mathit{参考}}$= 150 帕）。此外，该实验还观察到$v_A$，这在理想情况的分析中没有揭示。这$v_A$在pod加速过程中产生，对$v_{\mathit{长袖工作服}}$. 在吊舱前方测量三个压力波（LSW ₁、FEW 和 LSW _{2 ）。}$v_{{\mathit{长袖工作服}}_{\mathrm{1个}}}$,$v_{\mathit{很少}}$， 和$v_{{\mathit{长袖工作服}}_{\mathrm{2个}}}$相似于$v_{\mathit{荚}}$<250 m/s，LSW ₁、FEW 和 LSW ₂依次排列。然而，在$v_{\mathit{荚}}$_{>250 m/s，LSW 1}、FEW 和 LSW ₂的位置越来越近，LSW ₂最终赶上 LSW ₁和 FEW，因为$v_{{\mathit{长袖工作服}}_{\mathrm{2个}}}$>$v_{{\mathit{长袖工作服}}_{\mathrm{1个}}}$>$v_{\mathit{很少}}$.$v_{{\mathit{长袖工作服}}_{\mathrm{2个}}}$和${我}_{{\mathit{长袖工作服}}_{\mathrm{2个}}}$理论上预测假设$v_A$=$v_{\mathit{荚}}$. 的最大差异$v_{{\mathit{长袖工作服}}_{\mathrm{2个}}}$和${我}_{{\mathit{长袖工作服}}_{\mathrm{2个}}}$实验结果与理论预测的偏差分别为 5.66% 和 7.31%。${我}_{{\mathit{长袖工作服}}_{\mathrm{1个}}}$进入测试路段产生的能量减少，因为它远离入口；它下降得更快$v_{\mathit{荚}}$.${我}_{{\mathit{长袖工作服}}_{\mathrm{2个}}}$通过在管中驱动吊舱产生的值比入口区域的理论预测值大（$X/{升}_{吨}$<0.4)。在$X/{升}_{吨}$>0.4,${我}_{{\mathit{长袖工作服}}_{\mathrm{2个}}}$与理论预测值接近，最大相差10.5%。建议的理论模型与假设$v_A$=$v_{\mathit{荚}}$与实验结果吻合较好。