Reduction in the aerodynamic drag around a generic vehicle by using a non-smooth surface

Wang, Yiping; Wu, Cheng; Tan, Gangfeng; Deng, Yadong

doi:10.1177/0954407016636970

Cited by 36 publications

(30 citation statements)

References 36 publications

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“…The relaxation factors for P, U, k, and ε were 0.3, 0.7, 0.7, and 0.7, respectively. The convergence criterion was defined as the maximum relative error between of variables in two successive iterations to be less than 7 …”

Section: Numerical Method Boundary and Initial Conditionsmentioning

confidence: 99%

“…More than anything else, the vehicle aerodynamic performance is determined by the drag force applied to the vehicle, which directly affects the truck fuel consumption [2]. It is known that the aerodynamic forces increase with truck velocity so that at high speeds it becomes the main cause of resistance against the motion [7]. Addition of devices installed on a truck is an effective way to reduce the drag coefficient.…”

Section: Introductionmentioning

confidence: 99%

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Numerical investigation of drag reduction in a Class 5 medium duty truck

Norouzi¹,

Pooladi²,

Mahmoudi³

2016

J. MECH. ENG. SCI.

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In the present paper, the three-dimensional numerical investigation of Class 5 medium duty trucks (based on a production of Volvo Company) is carried out. The aim is to investigate and provide additional insights about the drag reduction methods in medium duty trucks. The flow field and pressure distribution around the truck were simulated using the Finite Volume Method. The Simple algorithm was employed to couple the pressure and momentum. A constant velocity of 30 m/s was set in the inlet, the non-slip condition in conjugation with a wall function were used on the truck and ground surfaces, and the pressure-outlet was applied at the outlet. For the turbulent regime, the well-known standard k-ε model was used to simulate the turbulent flow characteristics. The effects of vortexes around the vehicle on the drag coefficient were studied. Also, some passive devices such as standard and large windbreakers, convex roof, and the axial channel were considered for drag reduction at a high velocity (30 m/s) and standard atmospheric conditions (T=25℃, p=1 atm). The results showed that the large windbreakers and covering the gap between the trailer and the container are not suitable successors for standard windbreakers. Furthermore, it was found that the convex roof is a suitable passive or active device for notable drag reduction (25%). Some recommendations for future works might include investigating the effect of combinations of different devices on the drag reduction, studying the different underbody devices like side skirts, and using more sophisticated turbulent models such as large eddy simulation.

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Section: Numerical Method Boundary and Initial Conditionsmentioning

confidence: 99%

Section: Introductionmentioning

confidence: 99%

Numerical investigation of drag reduction in a Class 5 medium duty truck

Norouzi¹,

Pooladi²,

Mahmoudi³

2016

J. MECH. ENG. SCI.

View full text Add to dashboard Cite

show abstract

“…The aerodynamic drag force is an important parameter to analyze the performance of the vehicle, and the automotive industry always tries to reduce the drag force to improve fuel efficiency. Based on the literature it was found that 10 % reduction in drag force reduces fuel consumption by 7 % [1]. The drag force induced is the sum of the frictional drag and pressure drag.…”

Section: Introductionmentioning

confidence: 99%

“…They concluded that for 35° the presence of stilts increases the drag force. Wang et al [1] modified the Ahmed body surface to reduce the drag force by providing the non-smooth dimples on it. The effect of dimples was analyzed by the wake flow structure at the downstream side, and their model leads to reduction of coefficient of drag by 5.20 %.…”

Section: Introductionmentioning

confidence: 99%

Effect of slant angle variation on the drag force for Ahmed body car model

Kumar¹,

Singh²,

Bhalla³

2019

Vib. proced.

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In this paper, numerical investigation is carried out on two-dimensional Ahmed body model using Computational Fluid Dynamics in ANSYS Fluent 19.1. The 2-D model is designed in Catia v5 for 25°, 35° and 45° slant angles. The turbulent model used to analyze the flow dynamics is Realizable k-ε model. The drag coefficient variation with respect to slant angle is computed. The skin friction coefficient, wall shear stress and frictional velocity are also calculated.

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“…The general goal is to decrease the adverse aerodynamic drag force and to increase the favorable downforce (negative aerodynamic lift force). A decrease in the aerodynamic drag force reduces the energy consumption of a car, Paterson et al (2016), Wang et al (2016), while the rear shape of the car is particularly important for aerodynamic drag force, Wang et al (2014).…”

mentioning

confidence: 99%

Aerodynamic Forces Acting on a Race Car for Various Ground Clearances and Rake Angles

Džijan

Pašić

Buljac

et al. 2019

JAFM

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Computational model was developed to investigate aerodynamic forces acting on a closed-wheel race car. A particular focus was on the effects of ground clearance and rake angle on aerodynamic drag and lift forces. Computations were performed for a steady viscous fluid flow using the realizable k-ε turbulence model and non-equilibrium wall functions. The computational results indicate a strong influence of ground clearance and rake angle on aerodynamic loading of a race car. The largest drag force coefficient was obtained for the largest ground clearance. The drag force coefficient for the squatting car is larger by 5% compared to the reference case, where the both front and rear ground clearances are 100 mm. For the nose-diving car, the drag force coefficient is equal to the reference case. Increasing the ground clearance caused a negligible increase in the lift force coefficient in comparison with the reference case. A decrease in the ground clearance yielded an increase in the lift force coefficient. The largest positive lift force coefficient was obtained for a squatting car, whereas the largest negative lift force coefficient was observed for a nose-diving car. While the favorable aerodynamic downforce acting on front wheels is larger for a nose-diving car, for rear wheels it is larger for a squatting car.

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Reduction in the aerodynamic drag around a generic vehicle by using a non-smooth surface

Cited by 36 publications

References 36 publications

Numerical investigation of drag reduction in a Class 5 medium duty truck

Numerical investigation of drag reduction in a Class 5 medium duty truck

Effect of slant angle variation on the drag force for Ahmed body car model

Aerodynamic Forces Acting on a Race Car for Various Ground Clearances and Rake Angles

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