Proposal of an Aerodynamic Concept for Drag Reduction of Fastback Car Models

Soares, Renan Francisco; Souza, Francisco José de

doi:10.4271/2015-36-0523

Cited by 5 publications

(5 citation statements)

References 5 publications

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“…These turbulent flow structures are typical of road vehicles and affect their aerodynamic behavior significantly. Another way of visualizing turbulent structures is by using the Q-Criterion (9), where for Q . 0 the vorticity magnitude, O ij (10), overcomes the strain rate, S ij (11), forming eddies.…”

Section: Resultsmentioning

confidence: 99%

“…Lift is also important as it affects the driving behavior and safety of the car, downforce (negative lift) being a desirable characteristic, improving the handling of the vehicle. Such studies have been carried out for the DrivAer model as well, focusing in either drag reducing geometry changes for a more cost-efficient, economic and eco-friendly operation 8,9 or high performance racing applications. 10 The DrivAer model came to bridge the gap between oversimplified models, like the Ahmed and SAE bodies, which could not be used to study the complex flow phenomena around real cars, and the actual designs and data of the manufacturing companies, which are kept secret.…”

Section: Introductionmentioning

confidence: 99%

Section: Introductionmentioning

confidence: 99%

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Cost-effective numerical analysis of the DrivAer fastback model aerodynamics

Felekos

Douvi

Margaris

2022

Proceedings of the Institution of Mechanical Engineers, Part D:

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This paper investigates cost-efficient ways of accurately numerically simulating the aerodynamic phenomena around the DrivAer model, a well-established conventional car reference model created by the Technical University of Münich (TUM). After processing the geometry of the Fastback configuration, a high quality ANSYS Poly-Hexcore mesh was constructed in ANSYS Fluent Meshing, reducing the number of cells needed for a highly accurate simulation. The grid independence study was conducted with the GCI method where convergence was achieved by a 10.5-million-cell mesh. The simulations were performed in ANSYS Fluent, where modeling using k-ε Realizable turbulence model, with Scalable wall functions and the SimpleC algorithm was chosen. The results showed good prediction of the drag and pressure coefficients, proving the accuracy and efficiency of the approach, while the flow and vortices were visualized and presented in the corresponding diagrams, being indicative of the aerodynamic structures around automotive vehicles.

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Section: Resultsmentioning

confidence: 99%

Section: Introductionmentioning

confidence: 99%

Section: Introductionmentioning

confidence: 99%

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Cost-effective numerical analysis of the DrivAer fastback model aerodynamics

Felekos

Douvi

Margaris

2022

Proceedings of the Institution of Mechanical Engineers, Part D:

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“…They have categorized these cars into four main groups in the aspect of aerodynamic forces in which the difference of the drag coefficient in each group was less than 25%. They also have proposed an aerodynamic concept to reduce drag coefficient of the fastback car models [8]. They have used blowing and suction jet at the rear end to investigate its effect on drag reduction.…”

Section: Introductionmentioning

confidence: 99%

Optimal configuration of a hatchback rear end considering drag and stability objectives

Beigmoradi

Vahdati

2019

J Braz. Soc. Mech. Sci. Eng.

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Aerodynamic load is recognized as one of the most important factors, which has significant effect on fuel consumption, vehicle performance, and stability. Designing external car body to meet aerodynamic drag and stability requirements is one of the most challenging works in vehicle development process. In this paper, optimum design of rear-end parameters for a hatchback car is studied considering both drag and lift goals. Five geometrical parameters of rear end are chosen as design variables at two levels. Interaction of these factors on drag and lift coefficients is investigated using design of experiments, and optimum level for each parameter is achieved. To reduce the number of case studies, fractional factorial design algorithm is nominated. Then, drag and lift regression equations based on important terms are derived and the relationship of these parameters with objectives are discussed. Finally, aerodynamic performance around the optimal model is reported.

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“…More recently the DrivAer model [2][3] has proven to be a widely adopted configuration, which expands the limits of previous automotive reference geometries since it is aligned to the current level of technological advances and challenges of experimental and computational tools. Most of published research relating to this model has addressed experimental testing [2] [18]. Although some publications specifically address the aerodynamic wake, the data generated, for the three models variants, does not provide much information relating to wake development beyond 0.5 vehicle body length (L) downstream.…”

Section: Introductionmentioning

confidence: 99%

Comparison of the Far-Field Aerodynamic Wake Development for Three DrivAer Model Configurations using a Cost-Effective RANS Simulation

Soares¹,

Garry²,

Holt³

2017

SAE Technical Paper Series

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The flow field and body aerodynamic loads on the DrivAer reference model have been extensively investigated since its introduction in 2012. However, there is a relative lack of information relating to the models wake development resulting from the different rear-body configurations, particularly in the far-field. Given current interest in the aerodynamic interaction between two or more vehicles, the results from a preliminary CFD study are presented to address the development of the wake from the Fastback, Notchback, and Estateback DrivAer configurations. The primary focus is on the differences in the far-field wake and simulations are assessed in the range up to three vehicle lengths downstream, at Reynolds and Mach numbers of 5.2 × 10 6 and 0.13, respectively. Wake development is modelled using the results from a Reynolds-Averaged Navier-Stokes (RANS) simulation within a computational mesh having nominally 1.0 × 10 7 cells. This approach was chosen to reflect a simple, cost-effective solution, using an industry-standard CFD solver. Each vehicle configuration has a smooth underbody, with exterior rear-view mirrors. The computational modelling includes a ground simulation set, and all simulations are for zero freestream yaw angle. A mesh sensitivity study was undertaken and the simulation validated against published experimental data for the body pressure distribution and aerodynamic drag. Critical assessment of the results highlights the benefits of focussed mesh refinement and specific numerical strategies for optimum performance of the CFD solver. Comparison of the far-field aerodynamic wake for the three model configurations exhibits significant differences in both extent and structure within the wake region up to three vehicle lengths downstream of the base. Total pressure loss coefficient is used as the primary aerodynamic parameter for analysis. The study is an element of a larger programme related to vehicle wake simulation and strategies are identified for possible wake modelling using simplified, computationally and experimentally efficient, shapes.

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Proposal of an Aerodynamic Concept for Drag Reduction of Fastback Car Models

Cited by 5 publications

References 5 publications

Cost-effective numerical analysis of the DrivAer fastback model aerodynamics

Cost-effective numerical analysis of the DrivAer fastback model aerodynamics

Optimal configuration of a hatchback rear end considering drag and stability objectives

Comparison of the Far-Field Aerodynamic Wake Development for Three DrivAer Model Configurations using a Cost-Effective RANS Simulation

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