EXTERNAL AERODYNAMIC CFD ANALYSIS – DRAG ON A TRUCK

PRESSURE DRAG SHEAR DRAG

Objective DRAG COEFFICIENT (2*Cd)
0.8
To analyze the external aerodynamic characteristics of a
0.7
Commerical road vehicle (Truck) and identify optimal 0.75
external shape required to reduce the drag force without

Drag Coefficient (Cd)

0.6
altering the other essential aerodynamic characteristics of 0.59
0.5 0.57
the truck.
0.4 0.36 0.47
Challenges
0.3 0.27 0.26
• Suitable external shape modifications in the 0.21
critical areas that alters the drag co-efficient 0.2
• Suitable meshing scheme and flow model
required to predict the flow characteristics 0.1
0.01 0.02 0.02 0.02
accurately 0.0
• Capturing complex geometrical features in areas BASE OPT 1 OPT 2 OPT 3
of interest during mesh generation Graph 1 – Drag Coefficients of Truck
CFD Model Approach
A scaled wind tunnel model of a typical trailer truck (Fig-
1) was considered for the study. These are bluff bodies with
high drag coefficients due to their shape. Steady state
solver with RANS K-omega turbulence model was used to
simulate the flow and predict various aerodynamic force
coefficients at a velocity of 60 Kmph.The choice of
turbulence model depends on the level of accuracy required
in the predicted results.External shape optimization was
then completed through suitable geometrical modifications.
Fig-1 Geometry – Trailer Truck
Conclusion
The optimization was carried out to compare the flow
behaviour around the truck with geometry change. There
was a reduction of 37.40% in the drag coefficient between
the initial and final design.
Sport utility vehicles, trucks, vans and buses are examples
of large ground vehicles that are often criticized for their
poor fuel economy. With recent surge in fuel prices and
3.0 m
stringent norms for reducing emissions, automotive design
engineers are being challenged with an immediate task of
developing more fuel efficient vehicles with better
2.11 m
aerodynamic designs. Through CFD, problem areas like
10.0 m 3.0 m
recirculation zones, flow separations can be identified
easily and design optimizations can be done in short
durations. For a full sized truck, “reduction of drag co-
efficient (Cd) by a value of 0.01 will approximately yield
Fig-2 Domain – Trailer Truck an increase of 0.1 mile per U.S gallon in mileage” [1]
Benefits
BASE Stagnation  OPT 1 Reattached 
Point
Large Flow 
Separation
Cutting Off the 
Stagnation Point
Flow
Wake
• Detailed analysis of flow behaviour at the wake
(Bluff Body)
• Identifying critical flow separation areas that
contributes to increase in drag force
• Various flow conditions like side-slip and various
cross winds at different angle of attack can be
OPT 2 OPT 3 simulated
Delayed  Side Skirt Prevents 
Flow Disturbance  Wake cross flow under 
Under the trailer the trailer Applications
• External shape optimization of large commercial
vehicles and passenger cars
Fig-3 Velocity Contours • Stability analysis of vehicles in various conditions
1) www.edmunds.com/fuel-economy

COMPUTATIONAL FLUID DYNAMICS

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