The Influence of Ground Condition on the Flow Around a Wheel Located Within a Wheelhouse Cavity

Axon, Lee; Garry, Kevin P.; Howell, Jeff

doi:10.4271/1999-01-0806

Cited by 30 publications

(24 citation statements)

References 8 publications

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“…In the corresponding literature there are few cases of unsteady simulation of the flow field around isolated road wheels (Basara et al, 2000;McManus and Zhang, 2006;Hedges et al, 2002). However, mainly due to the fact that the large scale vortical elements of the flow field around an isolated road wheel are quasi-steady, longitudinal (open) vortical structures, good agreement was found between experiments and steady RANS modeling results in the work of Skea et al (1998), Skea et al (2000) and Axon et al (1999). Recognizing the well-known deficiencies of linear eddy-viscosity turbulence models at describing the Reynolds stresses, and at determining location of boundary layer separation and reattachment length for known test cases due to the application of not always correct wall-treatments, this investigation aims to provide strictly a qualitative model of the flow field without making statements on the size and exact location of recirculation zones.…”

Section: On the Applicability Of Rans And Urans Conceptsupporting

confidence: 59%

Description of flow field in the wheelhouses of cars

Regert¹,

Lajos²

2007

International Journal of Heat and Fluid Flow

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Section: On the Applicability Of Rans And Urans Conceptsupporting

confidence: 59%

Description of flow field in the wheelhouses of cars

Regert¹,

Lajos²

2007

International Journal of Heat and Fluid Flow

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“…Unfortunately the body of relevant data for this component is limited to isolated wheel/ tire studies (without the presence of a vehicle) [4,5,19,31,38,46,53,57,58,59,71,80,88,92,98,102]. A majority of these data is for large-scale isolated wheel/tire test articles where full-scale Re sensitivities have been defined.…”

Section: Wheel/tire Aerodynamicsmentioning

confidence: 99%

“…In aerodynamics the most critical criteria is Reynolds number which guides vehicle design principles and governs the use of testing and analysis tools. A review of the literature [1,2,3,4,5,6,7,8,9,10,11,12,13,14,15,16,17,18,19,20,21,22,23,24,25,26,27,28,29,30,31,32,33,34,35,36,37,38,39,40,41,42,43,44,45,46,47,48,49,50,51,52,53,54,55,56,…”

Section: Introductionmentioning

confidence: 99%

A Review of Reynolds Number Effects on the Aerodynamics of Commercial Ground Vehicles

Wood¹

2012

SAE Int. J. Commer. Veh.

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A review of Reynolds number scaling and high Reynolds number simulation for commercial ground vehicles is presented. The supporting data was extracted from published wind tunnel tests, coastdown tests and computational studies for complete vehicles and vehicle components. For complex vehicles the data suggest that the use of forced transition for higher Reynolds number simulation is a viable test technique however various component specific schemes may be required to replicate the aerodynamics of a full-scale vehicle. The Reynolds number sensitivity of; boundary layer transition control, surface curvature effects, bluff base flows, wheel/tire aerodynamics, and complete vehicle aerodynamics is presented. The data show that the width-based transcritical Reynolds number for commercial vehicles is between 1 and 3 million with the averaged values for edge radius, wheels and full vehicle data sets between 1.6 and 1.8 million. A minimum width-based transcritical Reynolds number value of 3 million is recommended for simulating the aerodynamics of full-scale commercial vehicles operating at a width-based Reynolds number greater than 3 million. If the dominant aerodynamic and fluid dynamic features of the vehicle are well established the minimum width-based transcritical Reynolds number value that may be used is 2 million. To ensure an accurate simulation of full-scale vehicles operating below the 3 million transcritical value future studies should be performed at the vehicle full-scale Reynolds number.

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“…Finally, the wheel sting was shown to disturb the flow with the creation of extra vortices, and so, it was suggested that a new experimental setup was needed for future studies. Geometries similar to the Fabijanic [14] model were also tested numerically by Regert and Lajos [18] and Skea et al [19], whilst one of the first simulations involving a housed rotating wheel was performed by Axon et al [20]. Both Axon et al [20] and Skea et al [19] used RANS calculations with the RNG k-turbulence model to simulate the main features found around this model.…”

Section: Existing State Of the Artmentioning

confidence: 99%

Investigation of Wheelhouse Flow Interaction and the Influence of Lateral Wheel Displacement

Rajaratnam

Walker

2019

Energies

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The aim of this research was to improve the understanding of the complex flow features found around a wheel and wheelhouse and to examine how the lateral displacement of the wheel affects these features and the production of exhibited pressures and forces. A bespoke rotating wheel rig and accompanying wheelhouse with a fully-pressure-tapped wheel arch was designed and manufactured at Loughborough University. Wind tunnel tests were performed where force and pressure measurements and Particle Image Velocimetry (PIV) data were obtained. The experimental data was used to validate unsteady CFD predictions where a k-ω SST Improved Delayed Detached Eddy Simulation (IDDES) turbulence model was used in STAR-CCM+ (10.04.009, Siemens). The CFD showed good agreement with all trends of the experimental results providing a validated numerical methodology. For both methodologies, a lower amount of wheelhouse drag was found generated when the wheel was rotating. However, the CFD showed that whilst this was the case, total configuration drag had increased. This was attributed to an increase of the wheel and axle drag, illustrated by the change in separation over the wheel itself when located within a wheelhouse and so overcompensating the reduction in body and stand drag. Differences in vortex locations when comparing to previously-attained results were due to differences in housing geometry, such as blockage in the cavity or housing dimensions. Experimental and computational results showed that up until a 10 mm displacement outboard of the housing, overall drag decreased. The reduction in housing drag was credited to a reduction in the size of outboard longitudinal vortex structures. This led to the lateral width of the shear layer across the housing side being narrower. Overall, this study identified that there were potential benefits to be gained when offsetting a wheel outboard of the longitudinal edge of a model housing.

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The Influence of Ground Condition on the Flow Around a Wheel Located Within a Wheelhouse Cavity

Cited by 30 publications

References 8 publications

Description of flow field in the wheelhouses of cars

Description of flow field in the wheelhouses of cars

A Review of Reynolds Number Effects on the Aerodynamics of Commercial Ground Vehicles

Investigation of Wheelhouse Flow Interaction and the Influence of Lateral Wheel Displacement

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