Numerical Study on Aerodynamic Drag Reduction by Variation

of Rear Diffuser Angle of Sedan Cars

A thesis submitted for the degree of

B.Sc in Mechanical Engineering
2019

Submitted to:
Md. Jisan Mahmud
Lecturer, Dept. of Mechanical Engineering, HSTU

Submitted by:
Carothers Ethane Sharma
ID: 1607412

Department of Mechanical engineering

Hajee Mohammad Danesh Science & Technology University (HSTU),

Dinajpur
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 TABLE OF CONTENTS

ABSTRACT........................................................................................................................................ 6
1 AUTOMOBILE AERODYNAMICS............................................................................................... 7
1.1 WHAT IS AERODYNAMICS?....................................................................................... 8
1.2 EXTERNAL FLOW PHENOMENA OF AUTOMOBILE ............................................ 8
1.3 FACTORS CONTRIBUTING TO FLOW FIELD AROUND VEHICLE ..................... 9
1.3.1 BOUNDARY LAYER ............................................................................................. 9
1.3.2 FLOW SEPARATION.............................................................................................. 9
1.3.3 FRICTION DRAG .................................................................................................... 10
1.3.4 PRESSURE DRAG ................................................................................................... 11
1.4 AERODYNAMIC DRAG ................................................................................................ 12

2 COMPUTATIONAL FLUID DYNAMICS (CFD).......................................................................... 13

2.1 WHAT IS CFD?................................................................................................................ 13
2.2 ADVANTAGES OF CFD ................................................................................................ 14
2.3 NUMERICAL METHOD ................................................................................................. 15
2.3.1 PRE-PROCESSOR................................................................................................... (15-16)
2.3.2 NUMERICAL SOLVER............................................................................................. 17
2.3.3 POST PROCESSOR.................................................................................................... 18

3 DESIGN MODIFICATION AND DIFFUSER.................................................................................. 18

3.1 INTRODUCTION TO DIFFUSER.................................................................................... 18
3.2 VEHICLE DESIGN AND MODIFICATION WITH DIMENSION................................. 19

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4 NUMERICAL SIMULATION........................................................................................................... 20
4.1 CAD MODEL..................................................................................................................... 20
4.2 WIND TUNNEL OPERATION.......................................................................................(22-25)
4.3 MESH GENERATION.....................................................................................................(26-27)
4.3.1 MESH SIZING..........................................................................................................(28-29)
4.3.2 INFLANATION........................................................................................................... 30
4.4 VALIDATION PROCEDURE.........................................................................................(32-33)
4.5 SOLVER SETTING............................................................................................................ 34

5 SIMULATION AND RESULT........................................................................................................(36-40)

6 CONCLUSION..................................................................................................................................... 41

7 FUTURE WORKS................................................................................................................................ 42

LIST OF REFERENCE............................................................................................................................ 43

3
 LIST OF FIGURES

Figure 1.1 Streamline of an external flow around a vehicle.................................................. 8

Figure 1.2 Flow separation at the rare of vehicle.................................................................. 10
Figure 1.3 Flow separation at the rare of vehicle with diffuser........................................... 10
Figure 1.4 Discipline of CFD................................................................................................... 13
Figure 1.5 Basic approaches of CFD...................................................................................... 14
Figure 1.6 Basic three function of CFD simulation framework.......................................... 15
Figure 1.7 Generic car design and dimensions..................................................................... 19
Figure 1.8 Standard model of sedan car............................................................................... 20
Figure 1.9 Right view of the car............................................................................................. 20
Figure 1.10 Top view of the car.............................................................................................. 21
Figure 1.11 Car with diffuser angle....................................................................................... 21
Figure 1.12 diffuser modification with dimensions............................................................... 22
Figure 1.13 Inlet........................................................................................................................ 22
Figure 1.14 outlet...................................................................................................................... 23
Figure 1.15 Symmetry.............................................................................................................. 24
Figure 1.16 Symmetry top....................................................................................................... 24
Figure 1.17 Symmetry side...................................................................................................... 25
Figure 1.18 Car body............................................................................................................... 25
Figure 1.19 Mesh generation................................................................................................... 27
Figure 1.20 3D view of mesh (Section plane) ........................................................................ 27
Figure 1.21 Final mesh............................................................................................................. 27
Figure 1.21 Face sizing and final mesh.................................................................................. 28
Figure 1.22 Body of influence................................................................................................. 29

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Figure 1.23 Face sizing and final mesh.................................................................................. 30
Figure 1.24 Inflation layer...................................................................................................... 31
Figure 1.25 Sketch of Ahmed`s body..................................................................................... 32
Figure 1.26 Variation of drag coefficient with diffuser angle.............................................. 36
Figure 1.27 Velocity contour around the car (0 degree) .......................................................37
Figure 1.28 Velocity contour around the car (5 degree) ...................................................... 37
Figure 1.29 Velocity contour around the car (10 degree) .................................................... 38
Figure 1.30 Velocity contour around the car (20 degree) .................................................... 38
Figure 1.31 Velocity vector at rare end (0 degree) ............................................................... 39
Figure 1.32 Velocity vector at rare end (10 degree) ............................................................. 39
Figure 1.33 Velocity vector at rare end (0 degree) ............................................................... 40

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ABSTRACT

Aerodynamic drag is the force that acts on a body moving through air opposite to the direction of
motion of the body. This Drag force create a pulling back effect at the rare of the body. Drag
force affects the performance of cars as it works opposite to the direction of movement. More
than half percent of total fuel energy is lost only to overcome this force. To reduce the fuel
consumption and smooth driving it is a very important issue to reduction of aerodynamic drag
force. One of the main causes of aerodynamic drag for sedan cars is the separation of flow under
the rear end of the vehicles and pressure differences on the surface. This flow separation creates
a wake region rare end of the car. As increases the wake region at the rear end of the car it causes
more drag. The objective of this research is to study the flow behavior around sedan cars with
variation of diffuser angle under the car body. This thesis will present a numerical simulation of
flow around sedan car with diffuser positioned under body rear end of the car using
commercial fluid dynamic software ANSYS FLUENT®. The thesis will focus on CFD-based drag
prediction on the car body after the diffuser is mounted under the rear edge of the car. A 3D
computer model of sedan car (which is designed with SolidWorks®-2019) will be used as the
base model. Different diffuser angle, will be designed and the simulation will be run in order to
determine the aerodynamic drag effects.

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1 AUTOMOBILE AERODYNAMICS

1.1 WHAT IS AERODYNAMICS?

“Aerodynamics” is a branch of fluid dynamics concerned with studying the motion of air,
particularly when it interacts with a moving object. It deals with the fluid behavior around the
body. Anything that moves through air is affected by aerodynamics Since they are surrounded by
air, even cars are affected by aerodynamics. Aerodynamics has often used synonymously with
gas dynamics, with the difference being that gas dynamics applies to compressible flows.
Understanding the motion of air (often called a flow field) around an object enables the
calculation of forces and moments acting on the object. Typical properties calculated for a flow
field include velocity, pressure, density and temperature as a function of position and time. By
defining a control volume around the flow field, equations for the conservation of mass,
momentum, and energy can be defined and used to solve for the properties. The use of
aerodynamics through mathematical analysis, empirical approximation and wind tunnel
experimentation from the scientific basis.

Aerodynamics can be divided into two sub-categories as external and internal aerodynamics.
External aerodynamics is basically the study of flow around solid objects of various shapes.
Evaluating the lift and drag on an airplane, the flow of air over a wind turbine blade or the shock
waves that form in front of the nose of a rocket are examples of external aerodynamics. Internal
aerodynamics on the other hand is the study of flow through passages in solid objects. For
instance, internal aerodynamics encompasses the study of the airflow through a jet engine or
through an air conditioning pipe. This thesis concentrates more on the external category of the
aerodynamics related to vehicle with the domain geometry, contour plots, streamline plots and
lastly graphs of results.

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1.2 EXTERNAL FLOW PHENOMENA OF AUTOMOBILE

Figure 1.1 shows the streamline of an external flow around a vehicle. When the vehicle is
moving at a certain velocity, the viscous effects in the fluid are restricted to a thin layer called
boundary layer. Outside the boundary layer is the inviscid 4 flow. This fluid flow imposes
pressure force on the boundary layer. When the air reaches the rear part of the vehicle, the fluid
gets detached. Within the boundary layer, the movement of the fluid is totally governed by the
viscous effects of the fluid.

Figure 1.1 Streamline of an external flow around a vehicle

The Reynolds number is dependent on the characteristic length of the vehicle, the kinematic
viscosity and the speed of the vehicle. The fluid moving around the vehicle is dependent on the
shape of the vehicle and the Reynolds number. There is another important phenomenon, which
affects the flow of the car and the performance of the vehicle. This phenomenon is commonly
known as ‘Wake’ of the vehicle. It creates vertex and introduce pullback effect on the vehicle.
When the air moving over the vehicle is separated at the rear end, it leaves a large low-pressure
turbulent region behind the vehicle known as the wake. This wake contributes to the formation of
pressure drag, which is eventually reduces the vehicle performance.

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1.3 FACTORS CONTRIBUTING TO FLOW FIELD AROUND VEHICLE

There are 4 major factors which affect the flow field around the car and reduce the performance.
Boundary layers, Separation of flow field, Friction Drag and pressure Drag.

1.3.1 BOUNDARY LAYER

Ludwig Prandtl first defined the aerodynamic boundary layer in a paper presented on August 12,
1904 at the third International Congress of Mathematicians in Heidelberg, Germany. This allows
aerodynamicists to simplify the equations of fluid flow by dividing the flow field into two areas:
one inside the boundary layer and the one outside the boundary layer. In this boundary layer
around the vehicle, the viscosity is dominant and it plays a major role in drag of the vehicle. The
viscosity is neglected in the fluid regions outside this boundary layer since it does not have
significant effect on the solution. In the design of the body shape, the boundary layer is given
high attention to reduce drag [9, 15, 16]. There are two reasons why designers consider the
boundary layer as a major factor in aerodynamic drag. The first is that the boundary layer adds to
the effective thickness of the body, through the displacement thickness, hence increasing the
pressure drag. The second reason is that the shear forces at the surface of the vehicle causes skin
friction drag, which arises from the friction of the fluid against the skin of the object that is
moving through it [9].

1.3.2 FLOW SEPARATION

During the flow over the surface of the vehicle, there are some points when the change in
velocity comes to stall and the fluid starts flowing in reverse direction. This phenomenon is
called ‘Separation’ of the fluid flow. This usually occurs at the rear part of the vehicle. This
separation is mostly dependent on the pressure distribution, which is imposed by the outer layer
of the flow [15]. This separation causes the flow to change its behavior behind the vehicle and
thereby affects the flow field around the vehicle. This phenomenon is the major factor to be
considered while studying the wake of the vehicle.6 Flow separation is bad because it leads to a
larger wake and less pressure on the rear surface which reducing pressure recovery. To avoid bad
flow separation, the transitions of the airflows from roof to the rear window need to be smoothed
[15]. The bad separation also can create more drag. The aerodynamic will be more effective if
the flows working in clean air (laminar flow). By improving the aerodynamic of the car can
reduce the boundary layer thickness thus avoids worst flow separations.

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 Figure 1.2 Flow separation at the rare of vehicle

Figure 1.3 Flow separation at the rare of vehicle with diffuser

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1.3.3 FRICTION DRAG

Every material or wall has a distinct friction, which resists the flow of fluids. Due to molecular
friction, a stress acts on every surface of the vehicle. The integration of the corresponding force
component in the free stream direction leads to a friction drag. If the separation does not occur,
then friction drag is one of the main reasons to cause overall drag.

1.3.4 PRESSURE DRAG

Behind the vehicles, there is a steep pressure gradient, which leads to the separation of the flow
separation in viscous flow. The front part of the flow field shows high-pressure value, whereas
on the rear part flow separates leading to a high suction in the area. As we integrate the force
component created by such high change in pressure, the resultant is called as ‘Pressure Drag’.
This factor is affected by the height of the vehicle as well as the separation of the flow field.

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1.4 AERODYNAMIC DRAG

Aerodynamic drag force is the force acting on the vehicle body resisting its forward motion. This
force is an important force to be considered while designing the external body of the vehicle,
since it covers about 65% of the total force acting on the complete body. The Aerodynamic drag
force is calculated by the following formula:

𝐷
CD=
1/2𝜌𝜈^2𝛢

Where;
D= Drag force
CD= Drag coefficient
A=Frontal area of the vehicle
𝝆= Air density
𝝼=Vehicle velocity

According to the formula Drag increase with velocity of the vehicle. In this thesis work we take
the constant value of Fluid density and the area of the vehicle.

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2 COMPUTATIONAL FLUID DYNAMICS (CFD)

2.1 WHAT IS CFD

Computational fluid dynamics (CFD) is a branch of fluid mechanics that uses numerical analysis
and data structures to analyze and solve problems that involve fluid flows. Computers are used to
perform the calculations required to simulate the free-stream flow of the fluid, and the interaction
of the fluid (liquids and gases) with surfaces defined by boundary conditions. With high-speed
supercomputers, better solutions can be achieved, and are often required to solve the largest and
most complex problems. Ongoing research yields software that improves the accuracy and speed
of complex simulation scenarios such as transonic or turbulent flows. Initial validation of such
software is typically performed using experimental apparatus such as wind tunnels. In addition,
previously performed analytical or empirical analysis of a particular problem can be used for
comparison. A final validation is often performed using full-scale testing, such as flight tests.

CFD is applied to a wide range of research and engineering problems in many fields of study and
industries, including aerodynamics and aerospace analysis, weather simulation, natural science
and environmental engineering, industrial system design and analysis, biological engineering,
fluid flows and heat transfer, and engine and combustion analysis.

There are different disciplines contained within computational fluid dynamics and each has own
discipline itself.

Figure 1.4 Discipline of CFD

13
CFD has also become one of the three basic methods or approaches that can be employed to
solve problems in fluid dynamics and heat transfer. As demonstrated in figure bellow. Each
approach is strongly interlinked and does not lie in isolation.

Figure 1.5 Basic approaches of CFD

2.2 ADVANTAGES OF CFD

There are many advantages in considering CFD. The theoretical development of the
computational sciences focuses on the construction and solution of the governing equations and
the study of various approximations to these equations. CFD complements experimental and
analytical approaches by providing an alternative costs effective means of simulating real fluid
flows. Particularly, CFD substantially reduces lead times and costs in designs and production
compared to experimental-based approach and offers the ability to solve a range of complicated
flow problems where the analytical approach is lacking. moreover-
1. It relatively in low cost
2. CFD simulation can be executed in a short period of time
3. CFD has ability to simulate real conditions
4. CFD provide us very comprehensive information

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2.3 NUMERICAL METHOD

CFD codes are structured around the numerical algorithms that can handle fluid flow problems.
CFD has three basic elements.
1. Pre-processor
2. Numerical solver
3. Post processor

Figure 1.6 Basic three function of CFD simulation framework

1. Pre-processor
Pre-processor consists of input of a flow problem by means of a user-friendly interface and
subsequent transformation of this input into form of suitable for the use by the solver. The
pre-processor is the link between the user and the solver.

15
• Creation of geometry
This process involves several computer aided design (CAD) software like CATIA®,
Solidworks®, Pro-E® and many more. The help of CAD software defines the topology of
the fluid flow region of interest. This software plays a major part of the design and
optimization process in research analysis.

• Mech generation
Mesh generation constitutes one of the most important steps during the pre-process stage
after the definition of the domain geometry. CFD requires the subdivision of the domain into
a number of smaller, non-overlapping subdomains in order to solve the flow physics within
the domain geometry that has been created; this results in the generation of a mesh of cells
overlaying the whole domain geometry. The essential fluid flows that are described in each
of these cells are usually solved numerically so that the discrete values of the flow properties
such as the velocity, pressure, temperature, and other transport parameters of interest are
determined. This yields the CFD solution to the flow problem that is being solved. The
accuracy of a CFD solution is governed by the number of cells in the mesh within the
computational domain. In general, the provision of a large number of cells leads to the
attainment of an accurate solution. However, the accuracy of a solution is strongly dependent
on the imposed limitations dominated by the computational costs and calculation turnover
times.

• Definition of fluid properties

Every surface or fluid domain has its own distinct property. The properties of the fluid used
in the CFD domain are defined at this stage of the CFD Process.

• Boundary conditions
The complex nature of many fluid flow behaviors has important implications in which
boundary conditions are prescribed for the flow problem. A CFD user needs to define
appropriate conditions that mimic the real physical representation of the fluid flow into a
solvable CFD problem. Every different setup of the CFD domain needs to have an
initialization, which is fulfilled by the boundary conditions input. The CFD code usually has
this facility to define the boundary conditions of the CFD problem, where each cells at
specific boundary are given finite values.

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2. Numerical solver
Before any simulations can be done, the laws of conservation that are applied to the virtual
wind tunnel must be laid out [ Cengel & Cimbala 2009].
Conservation of mass - the amount of mass in the system remains constant, equal amounts of
mass enter and leaves the control volume of the system.
𝜕𝑢 𝜕𝑣 𝜕𝑤
Continuity equation: + +
𝜕𝑥 𝜕𝑦 𝜕𝑧

Conservation of Linear Momentum - the relationship between the pressure, viscous forces
and momentum in the system. These equations are also known as the Navier-Stoke`s
equations.

Conservation of energy - energy cannot be created or destroyed within the system.

Where:
ρ= density
g= gravity
µ= dynamic viscosity
Φ= viscous dissipation function
k= thermal conductivity
T =temperature
Cp= specific heat
t= time.

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 3. Post- processor

This is final element of CFD analysis. This process takes data from solver then those data
visualization tools of the CFD solver to observe the following results of the simulation:

I. X-Y graphs
II. velocity contour
III. pressure contour
IV. Vector plots
V. particles trucking

3 DESIGN MODIFICATION AND DIFFUSER

3.1 INTRODUCTION TO DIFFUSER

A diffuser, in an automotive context, is a shaped section of the car rear which improves the
car's aerodynamic properties by enhancing the transition between the high-velocity airflow
underneath the car and the much slower freestream airflow of the ambient atmosphere. It
works by providing a space for the underbody airflow to decelerate and expand (in volume,
as density is assumed to be constant at the speeds that cars travel) so that it does not cause
excessive flow separation and drag, by providing a degree of "wake infill" or more
accurately, pressure recovery. The diffuser itself accelerates the flow in front of it, which
helps generate downforce. This is achieved by creating a change in velocity of the air flowing
under the diffuser by giving it a rake angle which in turn generates a change in pressure and
hence increases downforce.

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3.2 CAR DESIGN AND DIMENSIONS

The Generic model of the vehicle is shown in Figure below with relevant dimensions.

Figure 1.7 Generic car design and dimensions

19
4 NUMERICAL SIMULATION

4.1 CAD MODEL

The car model is made with the software solidworks-2019. The model is of a standard sedan
car. Side mirrors, wheels and other complex geometries are not included for simplification.
The dimensions are ¼ th of standard size. Length is 1211mm, width is 465mm and height is
(including ground clearance) 421mm.

Figure 1.8 Standard model of sedan car

Figure 1.9 Right view of the car

20
 Figure 1.10 Top view of the car

Figure 1.11 Car with diffuser angle

21
 Figure 1.12 diffuser modification with dimensions

4.2 WIND TUNNEL OPERATION

3D CAD models shown above have been orientated in the virtual wind tunnel one-by one to
performed simulation. A virtual fluid domain has been created around the 3D CAD model
which represents the wind tunnel in the real life. Since we are more interested in the rear side
of vehicle, which is where the “wake of vehicle” phenomenon occurs, more space has been
left in the rear side of the vehicle model to capture the flow behavior mostly behind the
vehicle.

Figure 1.13 Inlet

22
Due to the complexity of the simulation with limited computer resources and time, the complete
domain was divided to half using a symmetry plane (YZ plane), which means, the simulation
would be calculated for just the one side of the vehicle and since the other side is symmetric and
YZ plane has been defined as symmetric boundary in the solver to make the boundary condition
as “a slip wall with zero shear forces”; the simulation results would be valid for full model as
well. All 6 surfaces of the virtual wind tunnel (air-box) have been named (Figure 4.7) so the
numerical solver of ANSYS FLUENT® would recognize them and apply the appropriate
boundary conditions automatically.

Figure 1.14 Outlet

Since the right and top surfaces of the fluid domain was way far away from the vehicle and has
no influence on the vehicle at all; they were named as “symmetry-top” and “symmetry-side”
which was for not because they were symmetric but to give them the same boundary conditions
as symmetric surface (which is slip wall with zero shear forces).

23
 Figure 1.15 Symmetry

Figure 1.16 Symmetry top

24
Figure 1.17 Symmetry side

Figure 1.18 Car body

25
 4.3 MESH GENERATION

Mesh generation is the core operation of CFD simulation. The triangular shape surface mesh was
used due to its proximity to changing curves and bends. These elements easily adjust to the
complex bodies used in automobile and aerospace bodies. With the default settings for mesh
generation, ANSYS Meshing® has generated the meshes as seen in Figure 4.18. This coarse
meshing with the standard settings was used to run.

26
 Figure 1.19 Mesh generation

Figure 1.20 3D view of mesh (Section plane)

27
 Figure 1.21 Final mesh

4.3.1 MESH SIZING

1. BODY SIZING
With the global mesh sizing settings, ANSYS Meshing® recognized that there were
some curvatures around the vehicle body. But the meshing was very coarse and it was
only the initial guess by the software. In order to capture more accurate data through
solver we needed to improve the mesh. The first thing to do was changing the mesh
sizing parameters. All meshing sizing parameters that have been altered are given in
the bellow.

28
For better result new meshing method is applied to the fluid domain and car body. Then setup a
fine sizing the body of influence and car body. Which are given bellow.

Figure 1.22 Body of influence

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 Figure 1.23 Face sizing and final mesh

4.3.2 INFLATION LAYER

The new mesh looked more decent but still it was lack of inflation layer around the vehicle
body. The inflation layer has been enabled and “Automatic inflation: Program Controlled”
has been set to capture the boundary effects of the flow around the body more accurately.
The inflation option has been set as “Total thickness” instead of “Smooth Transition” (which
was the default value).

30
Figure 1.24 Inflation layer (around car body and on road)

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4.4 VALIDATION PROCEDURE

The model chosen for simplified testing and comparison is the Ahmed body, it consists of
a very simplified bluff-body which is used as a benchmark in vehicle aerodynamics
[Ahmed et al., 1984]. It has been used in several experiments [Lienhart et al., 2002]
[Gilli` Eron & Chometon,1999] [Howard and Pourquie,2002] [Strachan et al., 2007]
[Fares, 2006] and is described as slant back, having a well defined separation line and is
characterised as a low drag shape. The shape of this body is free from wheels and
accessories but it still preserves the primary flow behavior of a road vehicle.

GEOMETRY

The body dimensions of the Ahmed body were taken from the experimental work of
Ahmed [Ahmed et al., 1984] and has a length L = 1044 mm, height 288mm, width
369mm and ground clearance 50mm

Figure 1.25 Sketch of Ahmed`s body

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 Result based on simulation

Angle (in degree) CD

5 0.26
10 0.28
15 0.29
20 0.30

Good engineering practice suggests that prior to using an analysis technique on a new
configuration, one should benchmark the technique against a known (respected) initial case or
test case similar to the new configuration. The validation assessments of a CFD simulation that
have been used in this thesis can be summarized as
1. Examine iterative convergence
2. Examine grid convergence
3. Compare CFD results to experimental data
4. Examine model uncertainties

33
 4.5 SOLVER SETTING
The problem of vehicle external flow numerical analysis required the solver settings to be
completed before starting the simulations. The solver setting includes type of solver (3D or
2D), the viscous model, boundary conditions and solution controls. The inlet of the wind
tunnel was indicated by the term “velocity-inlet”, while the outlet of the wind tunnel was
termed as “pressure-outlet”. The solver settings and boundary condition for all are shown in
the tables below.

Pressure-Velocity Coupling
Scheme Coupled

Solver
Gradient Least Squares Cell Based
Iteration First Order Upwind for the first 300 iterations;
Second Order Upwind until converged

Table-1 Solver settings

Viscous Model
Tur. Model ĸ− ɛ (2 eqn)
ĸ−ɛ Mode Realizable
Near-wall Treatment Non-Equilibrium Wall Functions

Table-2 Viscous model and turbulence model settings

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Boundary Conditions (for all cases and benchmarks)

Velocity Inlet Magnitude and Direction 100 km/h (Positive Z-direction)

Turbulence Specification Method Intensity and Viscosity Ratio
Turbulence Intensity 5%
Turbulent Viscosity Ratio 10%
Pressure Outlet Gauge Pressure magnitude 0 pascal
Gauge Pressure direction Normal to boundary
Turbulence Specification Method Intensity and Viscosity Ratio
Backflow Turbulence Intensity 10%
Backflow Turbulent Viscosity Ratio 10
Wall Zones No slip
Symmetry No slip
Fluid Properties Fluid Type Air
Density 𝝆= 1.175 kg/m3
Kinematic viscosity 𝝼= 1.8247×10-5 kg/ m.s

Table 3- Boundary condition settings

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5 SIMULATION AND RESULT

A 3D steady state, incompressible solution of the Navier- Stokes, equations was performed using
ANSYS FLUENT®. Turbulence modeling was done with the realizable k-ε model using non-
equilibrium wall functions. The computational results for the following cases are presented and
CD convergence history discussed.

Diffuser angle Drag coefficient

(in degree) (CD)

0⁰ 0.26
5⁰ 0.23
10⁰ 0.23
15⁰ 0.24
20⁰ 0.27

Figure 1.26 Variation of drag coefficient with diffuser angle

36
Diffuser angle is increased from 5 degree to 20 degree and effect of this modification on drag
force is observed Fig 1.26. Significant reduction in drag coefficient is seen up to 15-degree angle
of diffuser angle. After that, the drag coefficient is again increased. From the results, it has been
seen that, up to 15 degree of diffuser angle, the variation of CD with diffuser angle is almost
same. At higher diffuser angle, stream lines deformation starts close to rear end and create a
large wake region behind the car.

Figure 1.27 Velocity contour around the car (0 degree)

Figure 1.28 Velocity contour around the car (5 degree)

37
Figure 1.29 Velocity contour around the car (10 degree)

Figure 1.30 Velocity contour around the car (20 degree)

38
The diffuser is designed as tapper shaped. Inlet radius is narrowed then the outlet. This tapper
shaped diffuser of the car underbody which improves the car's aerodynamic properties by
enhancing the transition between the high-velocity airflow underneath the car and the much
slower free stream airflow of the ambient atmosphere. The underbody diffuser has the potential
to generate the maximum down force by creating rake angle. It also produces considerably less
drag due to lesser frontal area. It uses the ground effect to create a venture like effect under the
vehicle. The diffuser where the air is slowed back down to free stream velocity. The diffuser
outlet angle is an important factor as well. The increase in the outlet angle will result in a bigger
expansion area and hence greater pressure recovery is possible, hence drag will be reduced. But
if the outlet angle is too large, it might lead to flow separation which will lead to a turbulent flow
and hence increase in drag.

Figure 1.31 Velocity vector at rare end (0 degree)

Figure 1.32 Velocity vector at rare end (10 degree)

39
 Figure 1.33 Velocity vector at rare end (20 degree)

The diffuser outlet angle is an important factor as well. The increase in the outlet angle will
result in a bigger expansion area and hence greater pressure recovery is possible, hence drag will
be reduced. But if the outlet angle is too large, low pressure air enter to the high pressure air flow
from upper side of the car which lead to a turbulent flow and generate a large wake region
behind the car body. Hence increase in drag.

40
6.CONCLUSION
The aerodynamic drag and flow characteristics of a generic sedan car with a different angle
diffuser and without diffuser were numerically investigated. Due to lack of converged solution,
time and CPU consuming for each iteration and lack of having constant C values; simulation has
showed that the most appropriate turbulence model for external flows around the car body is k-ɛ
model and simulation have showed us that we might face some not appropriate results if the
meshing resolution is not fine enough. On the basis of the car model, 3D simulations are
performed for car geometries to visualize the airflow. Visualizing the airflow, it is found that as
diffuser angle is increased, the drag coefficient decreases due to reduction of the size of the flow
separation region and increasing the downforce. After 15⁰ diffuser angle, drag force again
increases as separation occurs near to the car body and increases the recirculation regions. By
modifying the diffuser angle of a sedan car with an angle below 15⁰ degree, the drag force can be
reduced and coefficient of drag can be reduced from 0.26 to 0.23. This means less power will be
needed for same speed. Less fuel consumption means less emission and leads to better
environment quality.

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7 FUTURE WORK

Companies such as Porsche, Bugatti or Mercedes have been using different technologies for
diffusers and trying to maximizing the efficiency of it by eliminating the ground effects in low
speeds and increasing the advantages on high speeds. One of the most commonly used features is
to use multi-deck diffusers. Multi-channel diffusers can be used which helps improving the
efficiency of the cars

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 LIST OF REFERENCE

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on Aerodynamic Drag Reduction of Racing Cars” 10th International Conference on Mechanical
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Drag by Variation of Rear Side Slope of Sedan Cars” AIP Conference Proceedings 2121, 040001
(2019)
3. B. Alkan and M. K. İşman “Aerodynamic Analysis of Rear Diffusers for a Passenger Car by
Using CFD. 7 th International Advanced Technologies Symposium (IATS’13), 30 October-1
November 2013, Istanbul, Turkey
4. Marklund, J., Lofdahl, L., Danielsson, H. and Olsson, G., "Performance of an Automotive
Under-Body Diffuser Applied to a Sedan and a Wagon Vehicle," SAE Int. J. Passeng. Cars -
Mech. Syst. 6(1):2013, doi: 10.4271/2013-01-0952.
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M.Sc. thesis, Santa Clara University,2012, pp.3-9.
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Diffuser Angle on Sedan’s Aerodynamic Characteristics” 2011 International Conference on
Physics Science and Technology (ICPST 2011)
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with an Underfloor Diffuser, Conference on Vehicle Aerodynamics. Royal Aerodynamic
Society, 1994
8. Kevin R. Cooper, T. bertenyi, G. Dutil, J. syms, G. Sovran. The Aerodynamics Performance
of Automobile Underbody Diffuser. SAE Technical Paper 980030, 1998
9. Toukir Islam, S.M. Rakibul Hassan and Dr. M. Ali, Aerodynamic Drag of Racing Cars,
Global Engineering, Science and Technology Conference, Dhaka, Bangladesh, 2012
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11. Wordley, S. and Saunders, J., "Aerodynamics for Formula SAE: Initial Design and
Performance Prediction," SAE Technical Paper 2006-01-0806, 2006,
https://doi.org/10.4271/2006-01- 0806
12. Tyagi, A. and Madhwesh, N., "Design and Numerical Analysis of an Under Tray Diffuser of
a Formula Student Car for Performance Improvement," SAE Technical Paper 2017-01-5016,
2017, doi:10.4271/2017-01-5016
13. Marklund, J., Lofdahl, L., Danielsson, H. and Olsson, G., "Performance of an Automotive
Under-Body Diffuser Applied to a Sedan and a Wagon Vehicle," SAE Int. J. Passeng. Cars -
Mech. Syst. 6(1):2013, doi: 10.4271/2013-01
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