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AERODYNAMIC ANALYSIS OF SEDANS USING CFD

Mini Project Interim Report

Submitted in partial fulfillment of the requirements for the award of the degree of Bachelor of Technology in Mechanical Engineering

by

ASHWIN PRABHAKARAN DEEPAK K JAISON LOUIS RAHUL G R SANDEEP VIJAYAKUMAR

Group Members ASHWIN PRABHAKARAN DEEPAK K JAISON LOUIS RAHUL G R SANDEEP VIJAYAKUMAR B080299PE B080160PE B080134PE B080174PE B080293PE

Faculty Guide

Dr. Sarvoththma Jothi (Guide) Assistant Professor Dept. of Mechanical Engineering Faculty in charge

Department of Mechanical Engineering NATIONAL INSTITUTE OF TECHNOLOGY CALICUT APRIL 2010

CERTIFICATE

This is to certify that the report entitled AERODYNAMIC ANALYSIS OF SEDAN is a bonafide record of the Mini Project done by ASHWIN PRABHAKARAN (Roll No.: B070178ME), DEEPAK K (Roll No.: B070070ME), JAISON LOUIS (Roll No.: B070154ME), RAHUL G R (Roll No.: B070116ME), and SANDEEP VIJAYAKUMAR (Roll No.: B070193ME) under my supervision, in partial fulfillment of the requirements for the award of the degree of Bachelor of Technology in Mechanical Engineering from National Institute of Technology Calicut, and this work has not been submitted elsewhere for the award of a degree.

Dr. Sarvoththma Jothi


(Guide) Assistant Professor Dept. of Mechanical Engineering

Professor & Head


Dept. of Mechanical Engineering Place : NIT Calicut Date : 16 February 2011

ACKNOWLEDGEMENT

We wish to express our sincere gratitude to our project guide Dr T J Sarvoththama Jothi for his invaluable guidance and encouragement throughout the course of project. The suggestions given by him during our discussions played an important role in constructing the methodology of the project and in developing ideas for successful completion of the project.

Ashwin Prabhakaran Deepak K JaisonLouis Rahul G R Sandeep Vijayakumar

ABSTRACT

In simple terms, aerodynamics has something to do with the shape of an object affecting the flow of air to generate force. A car is designed taking into consideration various aspects like manufacturing complexity, cost, aerodynamic efficiency and aesthetic beauty. Among the previously mentioned factors, one of the most vital factors is the aerodynamic efficiency of the car. This is because a car with bad aerodynamic design will lack fuel efficiency, stability and economic fuel feasibility. So this is why racecars as well as road cars have good aerodynamic designs. The flow of air surrounding a car can affect its performance. Shaping a cars body so that the car can pass through the air with minimum amount of resistance, at the same time that air flow pushes the car unto the ground for stability, is the goal of car aerodynamics. In our project we propose to design and study three different sedan models using Ansys CFX and compare the results and draw suitable conclusions.

CONTENTS
1 Introduction 1.1 Introduction 1.1.1 Aerodynamic design of Audi R8 1.1.2 Computational Fluid Dynamics 1.1.3 Software Used 1.2 1.3 1.4 Problem Definition Working methodology Outline of the report

2 Theory 2.1 Fluid Mechanics 2.1.1 Laminar and turbulent flows

2.1.2 Forces Acting on Immersed bodies 2.1.3 Flow separation 2.2 Standard K- model 2.2.1 Transportation equations for standard K- model

Modeling and Analysis using software 3.1 Analysis of Simple Car model 3.1.1 3.1.2 3.1.3 3.1.4 Pressure Contour plot Velocity Contour plot Velocity Streamline plot Velocity Vector plot

3.2

Analysis of Aerofoil 3.2.1 3.2.2 3.2.3 Pressure Contour plot Velocity Contour plot Velocity Vector plot

3.3 3.4 3.5

Audi R8 and Audi A4 modeling in Solidworks Ansys analysis of Audi R8 and Audi A4 in Ansys CFX Plot Results 3.5.1 Plot results for Audi A4 3.5.1.1 Pressure contour plot 3.5.1.2Pressure time plot 3.5.1.3 Velocity time plot 3.5.1.4 Velocity contour plot 3.5.1.5 Velocity streamline plot 3.5.1.6 Velocity vector 3.5.2 Plot Results for Audi R8 3.5.2.1 Pressure contour plot 3.5.2.2 Pressure Time Plot 3.5.2.3 Velocity Time Plot 3.5.2.4 Velocity contour Plot 3.5.2.5 Velocity Streamline Plot 3.5.2.6 Velocity Vector Plot 3.5.2.7 Velocity Vector of Rear

3.6 3.7 3.8

Results Scope for future work Reference

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CHAPTER 1 INTRODUCTION
1.1 INTRODUCTION

1.1.1 Aerodynamic design of AUDI R8 and AUDI A4 Low drag is an important consideration when it comes to design of automobiles as it increases the top speed and reduces fuel consumption. Down forces are very important for stability of the vehicle. This is because the air flowing around a high speed car can induce considerable lift forces.This reduces the weight applied to the wheels and thus impairs directional stability. Although seemingly only a marginal issue on sports cars, aero acoustics plays a very important part in determining long-distance comfort and everyday suitability. Audi was able to call on its wealth of experience as a manufacturer of premium saloon cars in making the R8 the sports car with the lowest level of wind noise.The aim is ultimately to keep the driver and passenger in top shape over long distances.

1.1.2 Computational Fluid Dynamics Applying the fundamental laws of mechanics to a fluid gives the governing equations for a fluid. The conservation of mass equation and the conservation of momentum equation and the conservation of energy equation form a set of coupled, nonlinear partial differential equations. It is not possible to solve these equations analytically for most engineering problems. However, it is possible to obtain approximate computer-based solutions to the governing equations for a variety of engineering problems. This is the subject matter of Computational Fluid Dynamics (CFD). CFD is attractive to industry since it is more cost-effective than physical testing. However, one must note that complex flow simulations are challenging and error-prone and it takes a lot of engineering expertise to obtain validated solutions. 1.1.3 Software Used Ansys CFX is the software used for the aerodynamic analysis of the model. It is widely used software in the industry as it provides a comprehensive range of models. The solid model of the car was modeled using Solidworks and it can be exported to Ansys.

1.2 PROBLEM DEFINITION The primary objective of our work is to understand the aerodynamics of typical sedan. The airflow around the sedan will be analyzed and aerodynamic forces will be calculated under a range of speeds using the software Ansys CFX. Thus with the help of this data, the laws of mechanics will be used for the motion analysis of the sedan.

1.3 WORKING METHODOLOGY The work started by familiarizing with the software Ansys CFX and Solidworks. The first work we started was modeling the Audi R8 model in Solidworks. Parallel to that we also started the analysis of simple 2D figures and then moved onto 3D figures like sphere and cylinder. The first complex shape we considered was that of an aerofoil. The knowledge gained was used to model and analyze a simple car model. Once the original car model was completed we analyzed it in Ansys CFX. From the data obtained, basic laws of motion were used for further analysis. Then we started the modeling of our second variant of sedan Audi A4 on Solidworks. Its analysis was done similar to our first model using Ansys CFX. We then found out various characteristics like coefficient of drag and compared the results. 1.4 OUTLINE OF THE REPORT The report consists of an introduction to the aerodynamics of a sedan and the field of CFD. This is followed by a theoretical discussion on the various flow types and flow past immersed bodies. After this, we move into the analysis of an aerofoil and simple car model using ANSYS software and the interpretation of the result. We then moves onto details of modeling and analysis of the two car models. Finally we conclude with further investigations results, which can be carried so as to make this project even more meaningful and advantageous to the car design field as well as for academic purposes.

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CHAPTER 2 THEORY
2.1 FLUID MECHANICS 2.1.1 Laminar and turbulent flow There are two radically different states of flows that are easily identified and distinguished: laminar flow and turbulent flow. Laminar flows are characterized by smoothly varying velocity fields in space and time in which individual laminae (sheets) move past one another without generating cross currents. These flows arise when the fluid viscosity is sufficiently large to damp out any perturbations to the flow that may occur due to boundary imperfections or other irregularities. These flows occur at low-tomoderate values of the Reynolds number.

Fig 2.1 Laminar and turbulent flow

In contrast, turbulent flows are characterized by large, nearly random fluctuations in velocity and pressure in both space and time. These fluctuations arise from instabilities that grow until nonlinear interactions cause them to break down into finer and finer whirls that eventually are dissipated (into heat) by the action of viscosity. Turbulent flows occur in the opposite limit of high Reynolds numbers.

2.1.2 Forces Acting on Immersed bodies Any arbitrary body placed in a flow field experiences forces and moments from the field. These act in three dimensions and hence a coordinate system is selected with one axis along the free stream and positive downstream.

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Fig 2.2 Forces on immersed bodies Drag: Drag is the force acting on the body along the axis parallel to free stream. It is essentially a flow loss and must be overcome if the body is to move against the stream. The moment acting about this axis is called rolling moment. The drag equation calculates the force experienced by an object moving through a fluid at relatively large velocity (i.e. high Reynolds number), also called quadratic drag.

Lift: Lift acts perpendicular to the direction of drag and usually performs a useful job like bearing weights of bodies. The moment about this axis is called yaw.

Side force: Side force acts along an axis perpendicular to lift and drag. This force is neither a loss nor gain. The moment about this axis is pitching moment.

2.1.3 Flow separation Flow separation occurs when the boundary layer travels far enough against an adverse pressure gradient that the speed of the boundary layer falls almost to zero. The fluid flow becomes detached from the surface of the object, and instead takes the forms of eddies and vortices.

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Fig 2.3 Flow separation

In aerodynamics, flow separation can often result in increased drag, particularly pressure drag which is caused by the pressure differential between the front and rear surfaces of the object as it travels through the fluid. For this reason much effort and research has gone into the design of aerodynamic and hydrodynamic surfaces which delay flow separation and keep the local flow attached for as long as possible.

Stagnation point Stagnation point is a point in a flow field where the local velocity of the fluid is zero. Stagnation points exist at the surface of objects in the flow field, where the fluid is brought to rest by the object. The Bernoulli equation shows that the static pressure is highest when the velocity is zero and hence static pressure is at its maximum value at stagnation points. This static pressure is called the stagnation pressure.

Fig 2.4 Stagnation Point

The Bernoulli equation applicable to incompressible flow shows that the stagnation pressure is equal to the dynamic pressure plus static pressure. Total pressure is also equal to dynamic pressure plus static pressure so, in incompressible flows, stagnation pressure is equal to total pressure 2.2 STANDARD K - MODEL 2.2.1 Transport equations for standard K - model For turbulent kinetic energy + = [ + + + + For dissipation + = Turbulent viscosity is modeled as: = Model constants 1 = 1.44, 2 = 1.92, = 0.09, = 1.0, = 1.3 2 + 2 + 1 + 3 2 +

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CHAPTER 3 MODELING AND ANALYSIS USING SOFTWARE 3.1 Analysis of Simple Car Model
A rough car shape was modeled and analyzed using Ansys CFX.M Its aerodynamic analysis was performed and plot results were obtained.

3.1.1 Pressure Contour Plot

Fig 3.1

3.1.2 Velocity Contour Plot

Fig 3.2

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3.1.3 Velocity Streamline Plot

Fig 3.3

3.1.4 Velocity Vector Plot

Fig 3.4

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3.2 Analysis of Aerofoil


An aerofoil was roughly modeled and analyzed using Ansys CFX. Its aerodynamic analysis was performed and plot results were obtained.

3.2.1 Pressure Contour Plot

Fig 3.5

3.2.2 Velocity Contour Plot

Fig 3.6

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3.2.3 Velocity Vector Plot

Fig 3.7

3.3 Audi R8 and Audi A4 Modeling in Solidworks


The modeling was done using Solidworks software. The various steps are listed below 1) The front, side, back and top view of Audi R8 and A4 were obtained from the official website of Audi company with dimensions. 2) These views were imported into the Solidworks along their respective planes i.e. side view mounted on right plane, front view mounted on front plane parallel to front plane and at a distance equal to the length of the car, and top view mounted on the top plane. These were used as the base reference for all the drawings

Fig 3.8 Audi R8 and A4 3) For locating the corner points the following steps were followed: a) A corner point which was present in two different views was found - ex Plane 1 and Plane 2. b) In plane 1 the point was marked c) A plane parallel to plane 2 passing through the point in plane 1 was created d) The original corner point was located in this new plane by tracing 4) Using the spline tool and tracing through different views which were previously imported in steps 1 and 2, many sketches were made. These sketches became the outline of the entire car surface.

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5) Using the loft tool and sweep tool, the surfaces required were made. A loft tool requires two profile curves, and one or more guide curves. These curves for each surface was separately given in order to get the required geometry

Fig 3.9 Audi R8 and A4 6) Any surface that extended unnecessarily was cut-off using trim tool. A trim tool requires a sketch and a given direction. 7) When two adjacent surfaces are made, using the knit tool they were joined together. A knit tool requires two surfaces which are adjacent to each other.

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Fig 3.10 Audi R8 and A4

8) Using the thicken tool, all the surfaces were made into solid parts. 9) The part body was given car paint appearance and other parts like headlamps, tail lamps, rear and front windshields and side glasses were given glass appearance. 10) The wheel was made separately using the following steps a) A cross section of the wheel was sketched using side view of the car imported in steps 1 and 2 b) Using circular pattern tool this sketch was made into a circular cross section of the wheel c) It was then extruded to surface to obtain a solid geometry d) The deft tool was also used to get the shape and make intricate designs

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Fig 3.11 e) Unwanted material was cutoff using trim to surface tool f) For the tyre a small cross section was made above the wheel

g) Using the revolve tool this sketch was made into a circular volume around the wheel. h) Using the extruded cut option, the threads on the tyre were made i) The wheel part was given metal chromium appearance and tyre pattern appearance was given to the tyre.

Fig 3.12

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j) The car and the wheel were combined in an assembly.

Fig 3.13 Audi A4 Audi R8(rendered view)

3.4 Ansys Analysis of Audi R8 and Audi A4

Software used
Ansys CFX was used for the analysis part of our project work. Ansys CFX provides a wide variety of models to suit the demands of individual classes of problems. It is much simpler than the other CFDs available.

Steps for analysis


1) The model made in Solidworks was saved in IGES format for exporting. 2) It was imported into Ansys using Ansys Design Modeler.

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3) Using Boolean operation the volume of the car was subtracted from the control volume.

Fig 3.14 Audi A4

Fig 3.15 Audi R8

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4) Ansys meshing module option was used to mesh the model along with the control volume. 5) For better accuracy finer meshing needed to be done which in turn was produced using virtual topology. 6) Now the model is further imported into Ansys CFX-Pre where boundary conditions were specified.

Wind velocity Fluid Buoyancy

= 10m/s = air at 250C = -g in y direction

Wind tunnel is kept open to the atmosphere 7) Expressions used for finding Co-efficient of drag U = 10m/s Fx = force_ Fy = force_y Lift = Fy Drag = Fx Denom = 0.5 @ U^2* = = @car surface @car surface

8) Two monitor points CD and CL were defined with expressions CD and CL respectively. 9) Solution is done using K - model 10) Cd was found out 11) Plot results were also obtained

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3.5 Plot results


The Ansys results and plot were obtained using CFD post.

3.5.1 Plot results for A4 3.5.1.1 Pressure contour plot

Fig 3.16 It is shown on figures that there is a higher pressure concentration on the car front. Particularly, air slows down when it is approaches the front of the car and results that more air molecules are accumulated into a smaller space. This pressure stagnant causes rise in drag. Once the air stagnates in front of the car, it seeks a lower pressure area, such as the sides, top and bottom of car. As the air flows over the car hood, pressure is decreasing, but when reaches the front windshield it briefly increasing. When the higher pressure air in front of the windshield travels over the windshield, it accelerates, causing the decreasing of pressure. This small lower pressure region literally produces a lift - force on the car roof as the air passes over it, but there exists a high pressure region above this low pressure region producing a negative lift.

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3.5.1.2Pressure time plot

Fig 3.17 Variation of pressure of a particle moving along the wind tunnel on the surface of the car is given in the plot. Pressure dip corresponds to the low pressure region on the top of the car. Thereafter the pressure rises on the surface producing negative lift.

3.5.1.3 Velocity time plot

Fig3.18

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Variation of velocity of a particle moving along the wind tunnel on the surface of the car is given in the plot. Velocity spike corresponds to the low pressure region on the top of the car.

3.5.1.4 Velocity contour plot

Fig 3.19 Figure shows the variation of velocity. The air velocity is decreasing as it is approaching the front of the car. Air passes over the surface of the car the velocity increases.

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3.5.1.5 Velocity streamline plot

Fig 3.20 Figure shows the velocity streamline around the car.

3.5.1.6 Velocity vector

Fig 3.21

Velocity vector plot is shown in the diagram. The direction of velocity is at each point of the control volume is shown.

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3.5.2 Plot Results for Audi R8 3.5.2.1 Pressure contour plot

Fig 3.22 Fig 3.16 It is shown on figures that there is a higher pressure concentration on the car front. Particularly, air slows down when it is approaches the front of the car and results that more air molecules are accumulated into a smaller space. This pressure stagnant causes rise in drag. Once the air stagnates in front of the car, it seeks a lower pressure area, such as the sides, top and bottom of car. As the air flows over the car hood, pressure is decreasing, but when reaches the front windshield it briefly increasing. When the higher pressure air in front of the windshield travels over the windshield, it accelerates, causing the decreasing of pressure. This small lower pressure region literally produces a lift - force on the car roof as the air passes over it, but there exists a high pressure region above this low pressure region producing a negative lift.

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3.5.2.2 Pressure Time Plot

Fig 3.23 Variation of pressure of a particle moving along the wind tunnel on the surface of the car is given in the plot. Pressure dip corresponds to the low pressure region on the top of the car. Thereafter the pressure rises on the surface producing negative lift.

3.5.2.3 Velocity Time Plot

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Fig3.24 Variation of velocity of a particle moving along the wind tunnel on the surface of the car is given in the plot. Velocity spike corresponds to the low pressure region on the top of the car.

3.5.2.4 Velocity contour Plot

Fig 3.25

3.5.2.5 Velocity Streamline Plot

Fig 3.26 Figure shows the velocity streamline around the car.

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3.5.2.6 Velocity Vector Plot

Fig 3.26

Velocity vector plot is shown in the diagram. The direction of velocity is at each point of the control volume is shown.

3.5.2.7 Velocity Vector of Rear

Fig 3.27 Velocity vector diagram of the rear part of the car is shown. Turbulence of air can be seen.

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3.6 Results
Coefficient of drag (Cd) For Audi R8 = 0.298 For Audi A4 = 0.358

We see that the coefficient of drag is lower for the Audi R8 model which implies that the aerodynamic designing of Audi R8 is better. Therefore the drag forces will be comparatively lower for this model.

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3.8 Scope for future work


1. We could improve the model by making minor variations to the design such as adding a spoiler and study the variation in result 2. Along with the Ansys simulation one could make a prototype of the model and using a wind tunnel obtain the results experimentally.

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3.7 Reference
(1) http://www.autozine.org/technical_school/aero/tech_aero.htm (2) Milad Mafi, "Investigation of Turbulence Created by Formula One Cars with the Aid of Numerical Fluid Dynamics and Optimization of Overtaking Potential", Competence Centre, Transtec AG, Tbingen, Germany. (3) Virag, Zdravko, Lectures from course "Numerical methods" (4) Luke Jongebloed, "Numerical Study using FLUENT of the Separation and Reattachment Points for Backwards - Facing Step Flow", Mechanical Engineering Rensselaer Polytechnic Institute, Hartford, Connecticut, December, 2008, (5) ANSYS Fluent, Release 12.1: Help Topics (6) http://www.up22.com/Aerodynamics.html.

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