Aerodynamics of ARTeC's PEC 2011 EMo-C Car

Nasir, Rizal Effendy Mohd; Mohamad, Firdaus; Kasiran, Ramlan; Adenan, Mohd Shahriman; Mohamed, Maizan; Mat, M. Hanif; Ghani, Amir Radzi Ab.

doi:10.1016/j.proeng.2012.07.382

Cited by 13 publications

(2 citation statements)

References 3 publications

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“…The file is saved in .ipt format and converted to IGES. It is important to ensure that the geometry file is converted to IGES or STEP file, so that it can be read by the CFD software used in this study [3]. The size of the car is about 3950 mm in length, 1680 mm in width and 1400 mm in height as illustrated in Fig.…”

Section: Discussionmentioning

confidence: 99%

Skin Friction Coefficient and Boundary Layer Trend on UKM Aster i-Bond

Harun¹,

Syafiq²,

Rasani³

et al. 2014

AMM

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This study concerns with aerodynamic drag on a passenger car. By using computational fluid dynamics (CFD) method, we found that values of skin friction coefficients for three different parts of the car: front, top and rear parts, are different. This study addresses three different basic possible flows around a car: favourable, zero and adverse pressure gradients. Generally, cars use approximately 20% of their engine power to overcome aerodynamic drag, which is generally proportional to the frontal area. The boundary layer at each position has been analyzed to ascertain the effect of wall shear stress on the car surface. It is found that the value of wall shear stress velocity is highest at the rear part, followed by front and top parts. Subsequently, it is shown that the front part has the thinnest viscous region despite not being the part with the highest local ambient velocity compared with the top and rear parts. Despite its supposed aerodynamic shape, the rear part of the car sees separation of flow and the total drag per unit area here is the largest, twice as large as front part and more than seven times larger than the top part.

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Section: Discussionmentioning

confidence: 99%

Skin Friction Coefficient and Boundary Layer Trend on UKM Aster i-Bond

Harun¹,

Syafiq²,

Rasani³

et al. 2014

AMM

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“…Observation of vortex simulation flow around an ideal form of land vehicle at Reynold number until 105 using CFD at tail vehicle to reduce drag [1]. [2] Observe aerodynamic drag of the vehicle ARTeC's PEC 2011 EMo-C. [3] Observed how to reduce drag by firing between truck and container trailer, drag reduction can be reached until 26%. Research by [4] observed by putting ellip flap ellip behind bus.…”

Section: Introductionmentioning

confidence: 99%

Aerodynamic Drag Reduction of Vehicle Si Pitung G4 UNJ for Shell Eco-Marathon Asia 2015

Sirojuddin¹,

Engineu²,

Wardoyo³

2019

KSS

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Automobile aerodynamics influenced by airfoil-shaped rear wing

Buljac

Džijan

Korade

et al. 2016

Int.J Automot. Technol.

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Computational model is developed to analyze aerodynamic loads and flow characteristics for an automobile, when the rear wing is placed above the trunk of the vehicle. The focus is on effects of the rear wing height that is investigated in four different positions. The relative wind incidence angle of the rear wing is equal in all configurations. Hence, the discrepancies in the results are only due to an influence of the rear wing position. Computations are performed by using the Reynolds-averaged Navier-Stokes equations along with the standard k-ε turbulence model and standard wall functions assuming the steady viscous fluid flow. While the lift force is positive (upforce) for the automobile without the rear wing, negative lift force (downforce) is obtained for all configurations with the rear wing in place. At the same time, the rear wing increases the automobile drag that is not favorable with respect to the automobile fuel consumption. However, this drawback is not that significant, as the rear wing considerably benefits the automobile traction and stability. An optimal automobile downforce-to-drag ratio is obtained for the rear wing placed at 39 % of the height between the upper surface of the automobile trunk and the automobile roof. Two characteristic large vortices develop in the automobile wake in configuration without the rear wing. They vanish with the rear wing placed close to the trunk, while they gradually restore with an increase in the wing mounting height.

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Aerodynamics of ARTeC's PEC 2011 EMo-C Car

Cited by 13 publications

References 3 publications

Skin Friction Coefficient and Boundary Layer Trend on UKM Aster i-Bond

Skin Friction Coefficient and Boundary Layer Trend on UKM Aster i-Bond

Aerodynamic Drag Reduction of Vehicle Si Pitung G4 UNJ for Shell Eco-Marathon Asia 2015

Automobile aerodynamics influenced by airfoil-shaped rear wing

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