Introduction of the AeroSUV-A New Generic SUV Model for Aerodynamic Research

Zhang, Chenyi; Tanneberger, Max; Kuthada, Timo; Wittmeier, Felix; Wiedemann, Jochen; Nies, Juliane

doi:10.4271/2019-01-0646

Cited by 16 publications

(3 citation statements)

References 19 publications

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“…Furthermore, the lack of detail presumably also contributes to a different wake shape for the SAE body, especially due to the lack of wheels. In order to further investigate this line of assumptions, it would be prudent to repeat the measurements in this study on vehicles with different wake sizes, such as the AeroSUV model [16]. Additionally, the influence of the model's level of detail can be ascertained using the SAE Type K model [17].…”

Section: Vehicle Drag Resultsmentioning

confidence: 99%

The Influence of Different Unsteady Incident Flow Environments on Drag Measurements in an Open Jet Wind Tunnel

Xiao

Jessing

Kuthada

et al. 2020

Fluids

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Aerodynamic development for road vehicles is usually carried out in a uniform steady-state flow environment, either in the wind tunnel or in Computational Fluid Dynamics (CFD) simulations. However, out on the road, the vehicle experiences unsteady flow with fluctuating angles of incidence β, caused by natural wind, roadside obstacles, or traffic. In order to simulate such flow fields, the Forschungsinstitut für Kraftfahrwesen und Fahrzeugmotoren Stuttgart (FKFS) swing® system installed in the quarter scale model wind tunnel can create a variety of time-resolved signals with variable β. The static pressure gradient in the empty test section, as well as cD values of the Society of Automotive Engineers (SAE) body and the DrivAer model, have been measured under these transient conditions. The cD measurements have been corrected using the Two-Measurement Correction method in order to decouple the influence of the unsteady flow from that of the static pressure gradient. The investigation has determined that the static pressure gradient in the empty test section varies greatly with different excitation signals. Thus, it is imperative to apply a cD correction for unsteady wind tunnel measurements. The corrected cD values show that a higher signal amplitude, as in, signals with large β, lead to higher drag forces. The influence of the signal frequency on drag values varies depending on the vehicle geometry and needs to be investigated further in the future.

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Section: Vehicle Drag Resultsmentioning

confidence: 99%

The Influence of Different Unsteady Incident Flow Environments on Drag Measurements in an Open Jet Wind Tunnel

Xiao

Jessing

Kuthada

et al. 2020

Fluids

Self Cite

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“…Thus, two models have been studied to see if there is any dependence on the vehicle geometry on the parameters analysed. The selected models are the DrivAer [14] in its Notchback configuration and the Estate AeroSUV [15]. Their geometry is provided in Figure 1.…”

Section: Case Studymentioning

confidence: 99%

“…AeroSUV estateback, exp., moving ground [15] 0.3050 AeroSUV estateback, CFD, moving ground [15] 0.3280 Current study 0.3206…”

Section: Xmentioning

confidence: 99%

Numerical Investigation of the Influence of Tire Deformation and Vehicle Ride Height on the Aerodynamics of Passenger Cars

Semeraro

Schito

2022

Fluids

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Wheels and wheel houses contribute up to 25% of the total aerodynamic drag of passenger cars and interact in a complex way with their surroundings. Rims and tires induce complex flow separation mechanisms in a highly unsteady regime and the proximity to the ground enhances these phenomena. To have a clearer understanding of the flow mechanisms that develop around wheels and inside wheel houses, the effect of tire deformation and vehicle ride height on the aerodynamics of passenger cars has been investigated with unsteady CFD simulations. Tire deformation is modelled with an empirical formulation that provides close-to-real deformed shapes, while vehicle ride height changes are made by applying vertical translations the vehicle body. Slick tire geometries and closed rims have been analysed and their rotation has been modelled with a tangential velocity component applied to their surface. The investigation has been conducted in three steps: different car heights and tire deformation levels have been investigated separately and then combined, classifying the results on the basis of the drag of the vehicle. Results show that even small tire deformation levels can significantly affect the aerodynamic drag, thus deformation should be included in simulations and treated with caution.

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