Experimental and Numerical Analysis of Lift and Drag Force of Sedan Car Spoiler

Norwazan, A.R.; Khalid, Adeel; Zulkiffli, A.K.; Nadia, O.; Fuad, M.N.

doi:10.4028/www.scientific.net/amm.165.43

Cited by 8 publications

(5 citation statements)

References 1 publication

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“…The drag force coefficient of the studied automobile without the rear wing is in good agreement with the BMW E38 factory specifications, where the drag force coefficient is reported to be 0.3 (Carfolio, 2015). Norwazan et al (2012), Chien-Hsiung et al (2009) reported as well that using the rear wing can increase the automobile drag coefficient.…”

Section: Resultsmentioning

confidence: 99%

“…Their CFD results indicate an improved vertical stability of the vehicle in configurations with a rear wing. The two dominant rear vortices (C-pillar vortices) in the wake of the automobile, developing from the vertical supports of an automobile window area and adversely influencing an overall vehicle aerodynamics, reduce significantly in size when the rear wing is used (Bao, 2011), while the wing shape proved to be an important issue as well (Norwazan et al, 2012).…”

Section: Introductionmentioning

confidence: 99%

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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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Section: Resultsmentioning

confidence: 99%

Section: Introductionmentioning

confidence: 99%

Automobile aerodynamics influenced by airfoil-shaped rear wing

Buljac

Džijan

Korade

et al. 2016

Int.J Automot. Technol.

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“…Patidar et al [3] experimented on an existing and modified bus model and proved a low drag coefficient. Norwazan et al [4] states that reduction in the fuel consumption and efficiency of the vehicle is determined by aerodynamic drag and coefficient of lift. Petzalla et al [5] experimented on sedan-type vehicles with different vehicle geometrical features such as hood angle, rear angle, screen angle, and corner radius.…”

Section: Introductionmentioning

confidence: 99%

Experimental Investigation and Numerical Simulation of Air Circulation in a Non-AC Bus Coach System

2022

IJE

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Air circulation plays a vital role in the comfort of passengers in a bus, being a non-AC bus without any aid from the air conditioning system. The circulation of air is utterly dependent on the design of the bus and the natural flow of air. However, optimize the flow of air inside the bus, a study on the design of the bus is needed. In this regard, experimental work was carried out to achieve uniform airflow by redesigning the coach into an aerodynamic shape. The openings are provided at the leading edge of the bus to evaluate the best possibility for air to circulate in the bus. Three openings were provided at the leading edge of the bus, the first and second openings were mere openings, and the third opening was fitted with a roof vent providing three different geometric patterns to airflow. The initial boundary conditions were developed by considering that all windows and doors of the bus are closed. The scaling ratio of 1:20 was considered for modeling the bus. The experiments were conducted in the wind tunnel test rig. It was observed from the experimentation that the velocity of the air was considered to be the most influential parameter for the optimal air circulation. The velocities of 21.96 m/s and 22.68 m/s were obtained inside bus. The obtained experimental velocities were validated with results obtained by the Computational Fluid Dynamics (CFD). It was observed that a deviation of 5% for the given velocity of 20 m/s.

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“…The vehicle becomes unstable at high speed according to the increment of lift force. In order to balance the vehicle in high speed, down force should be generate to keep the tires attach to the road surface [2].…”

Section: Introductionmentioning

confidence: 99%

Simulation of Fluid Flow Through Sedan Car YRS 4 Doors with Speed Variation using CFD

Ilmi

Lillahulhaq

Yusron

2020

JRM

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Aerodynamic forces that occur around the vehicle must be considered since it involves safety, ergonomic, and fuel consumption. To reduce fuel consumption, the vehicle should be built as aerodynamic as possible to minimize drag forces. The vehicle becomes unstable at high speed due to increasing lift force. To balance the vehicle at high speed, a downforce should be generated to keep the tires attached to the road surface. Each type of car has a various value of aerodynamic force due to its design, dimension, and cross-section area. The characteristics of streamflow around the car are discussed in this paper. This research simulated 2D sedan car YRS 4 Doors in the steady condition in various velocities, i.e. 23 m/s, 26 m/s, and 40 m/s. This simulation used the Quad Pave mesh model and run in k-ε implicit turbulence model. The characteristics could be observed from the qualitative and quantitative data. The quantitative data used as measurable data were Coefficient of Pressure (CP) and Drag Coefficient (CD). Quantitative data was shown to outline a better visual explanation of the streaming characteristic. The qualitative data used in this paper are path lines, velocity vectors, and contours. The high-velocity stream results in a low value of CP. When the fluid flowed at high speed through a surface, it had low pressure. The coefficient of drag in the high-speed car decreased as the free stream increased. The value of the coefficient of drag (Cd) from this research was app. 0.567.

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Experimental and Numerical Analysis of Lift and Drag Force of Sedan Car Spoiler

Cited by 8 publications

References 1 publication

Automobile aerodynamics influenced by airfoil-shaped rear wing

Automobile aerodynamics influenced by airfoil-shaped rear wing

Experimental Investigation and Numerical Simulation of Air Circulation in a Non-AC Bus Coach System

Simulation of Fluid Flow Through Sedan Car YRS 4 Doors with Speed Variation using CFD

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