A CFD Investigation of Aerodynamic Effects of Wheel Center Geometry on Brake Cooling

Bhardwaj, Ananya

doi:10.4271/2017-01-1537

Cited by 1 publication

(1 citation statement)

References 14 publications

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“…However, URANS model provide a very time effective numerical solutions for flow analysis and still a prefer approach in aerodynamic and aeroacoustics industry for large number of numerical simulations without compromising much accuracy. [40][41][42][43][44][45][46][47] Therefore, URANS model is used to simulate 392 configurations. A reference model was made without grooves and drag and lift coefficient results are validated against the study presented by Diasinos et al, 24 with less than 1% deviation.…”

Section: Numerical Configurationmentioning

confidence: 99%

Neural networks assisted computational aero-acoustic analysis of an isolated tire

Uddin

Niazi

Arafat

et al. 2020

Proceedings of the Institution of Mechanical Engineers, Part D:

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The computational aero-acoustic study of an isolated passenger car tire is carried out to understand the effect of dimensions of longitudinal tire grooves and operational parameters (velocity and temperature) on tire noise. The computational fluid dynamics and acoustic models are used to obtain aero-acoustic tire noise at near-field and far-field receivers around the tire and artificial neural networks-based regression are used to study the highly non-linear and interactive causal relationships in the system. Unsteady Reynolds-Averaged Navier-Stokes based realizable k-epsilon model is used to solve the flow field in the computational domain. The Ffowcs Williams and Hawkings model is used to obtain aero-acoustic tire noise at far-field positions. Spectral analysis is used to convert the output time domain to frequency domain and to obtain A-weighted sound pressure level. Artificial neural network–based response surface regression is conducted to understand casual relationships between A-weighted sound pressure level and control variables (Groove depth, Groove width, Temperature and velocity). Maximum A-weighted sound pressure level is observed in the wake region of the tire model. The interaction study indicates that ∼10% reduction in the aero-acoustic emissions is possible by selecting appropriate combinations of groove width and groove depth. The interaction of velocity with width is found to be most significant with respect to A-weighted sound pressure level at all receivers surrounding the tire. The interaction of operational parameters, that is, velocity and temperature are found to be significant with respect to A-weighted sound pressure level at wake and front receivers. Therefore, the regional speed limits and seasonal temperatures need to be considered while designing the tire to achieve minimum aero-acoustic emissions.

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