Basics of Vehicle Aerodynamics: University of Rome La Sapienza" 2002
Basics of Vehicle Aerodynamics: University of Rome La Sapienza" 2002
Basics of Vehicle Aerodynamics: University of Rome La Sapienza" 2002
Airship
Torpedo
Boot
cD =
FD
2
v A
2
3
Pae = v AcD
2
where
n co-ordinate normal to streamline
R radius of streamline curvature
On solid surface BL
develops
Adverse pressure
gradient over the plate
Separation bubble is
confined by shear layer
BL at accelerating and
decelerating flow
BL separation causes
asymmetry in flow field
Ad a)
Ad b), d)
% of
cD
Caused by
Forebody 65%
drag
Overpressure
on the
front face
Reduction of overpressure by
accelerating the flow: rounding up of
upper horizontal and vertical leading
edges, slanting the front face
Base
drag
34.9%
Rounding up of upper
horizontal leading edge
Rounding up of vertical
leading edges
Conclusions:
a) The most significant drag reduction can be achieved by
rounding up the vertical and upper horizontal leading
edges on the front face.
b) Relatively small amendments can result considerable
drag reduction.
c) The drag reduction of front spoiler is large if its use is
combined with rounded leading edges.
Curvature of streamlines
indicates depression
Conclusions:
a) Tapering of rear part
results is reduction of the
size of rear separation
bubble and increase of
pressure
b) Rear spoiler and increase of
boot height reduces drag
and lift simultaneously
c) Slanted trailing edges can
cause longitudinal vortices
increasing the drag and lift
Conclusions
a) Roof and side wall drag can be reduced by reduction
of roughness of the wall (no protruding parts, frames)
b) Underbody drag can be reduced by reducing the
roughness (covering) and reducing the velocity in
underbody gap (tight underbody gap, front spoiler )
ce/cex100%
-38%
-8%
0
-4%
-(5-8)%
Conclusions
a) Aerodynamic lift is particularly important at high
performance and racing cars where the negative lift
increases the speed in curves
b) Lift can be reduced by spoilers under the front bumper and
at the upper horizontal trailing edge
c) At racing cars airfoils and underbody devices increase the
negative lift
cD
Conclusions
a) Yawing moment is caused mainly
by the depression on the leeward
rounded leading edge
b) Yawing moment can be reduced
by generating BL separation or
c) By using fin at the rear part of the
car
0.2
Mrt rtkek
Buszhomlokfal1
0
-1
0.1
0.2
0.3
0.4
0.5
0.6
-0.2
0.05
0.25
0.45
0.65
-0.4
buszhatfal1
-2
-0.6
Mrt rtkek
-3
-0.8
Cp
Cp
-0.15
-1
-4
-1.2
-5
vkoordintk
a)
v koordintk
b)
Conclusions
Small changes in rear wall
geometry reduces mud deposition
on rear wall by 73%.
The area of side walls covered by
mud can be reduced considerably
by reducing the deceleration of
underbody flow.
Flow visualisation
Numerical simulation
Cp [-]
0.5
0
0
30
60
90
120
150
180
210
240
270
300
330
360
[]
-0.5
-1
Fackrell
CFD k-omega
-1.5
CFD k-epsilon
stationary
Comparison of measurement and
numerical simulation
rotating
Conclusion
Beside wind tunnel investigations
numerical simulation is cost-effective
and more and more reliable tool for
analysing and optimising the flow
past vehicle bodies.
Conclusion
Optimisation of vehicle bodies results in
considerable reduction of fuel consumption
improvement of comfort characteristics and
more favourable driving characteristics of
ground vehicles.
In optimisation besides wind tunnel
investigations numerical simulation of flow
field has become more and more important.