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CONCLUSION

The CFD analysis gives a clear understanding of the flow around the car body. This method is simpler,
cost effective and reliable. The CFD analysis is done for the Windsor body using Star CCM+ to predict
the drag co efficient and lift co efficient of the body. Ahmed concluded that more than 85% of drag is
generated at rear end of the car. Most of drag towards rear is due to sharper wake. Hence by
providing a slant angle is a very good approach in reducing the drag. The methodology was
developed using K-Omega turbulent model over K-Epsilon model even though the K-Epsilon model
was widely used. The meshing is a very important phase in the development of CFD analysis. The
result depends on the size of mesh created. Greater the meshed cells, higher are the accuracy of the
result. Careful meshing is must in CFD as it is a balance between computation time and accuracy.
Initial meshing was done to approx. 2 million cells whose computation time was about 6 hours and
simulating 16 models was very time consuming and the files size turned out to be huge. Hence the
meshing was scaled to half a million cells whose simulation time reduced to 2 hours and the co
efficient values didn’t vary much upto 4 decimals. Computation was based on Time averaged Navier
Stokes equations in K-Omega model. The result obtained correlates with the experimental values with
a small deviation. The cause for this deviation might be because the walls were defined as slip walls
which would not be conditioned in the wind tunnel or due to the incidence flow the stream air. In the
experimental approach a blockage error of 5% was taken into account which was not modelled in the
CFD. In order to reduce the drag ‘base pressure recovery’ has to be carried out. The easiest way to
achieve is by providing angled surfaces or boat tailing.