IQPC - Aerodynamics - 2012 - Qpunkt - CFD For Unsteady Aerodynamics - Requirements and Limitations - Druck

CFD for Unsteady Aerodynamics -
Requirements and Limitations
Autor: Peter Drage

Datum: 27th of November 2012
CFD for Unsteady Aerodynamics
Agenda
• Introduction
Agenda • Use of CFD in today’s vehicle development
Introduction • Analysis of unsteady, turbulent flow phenomena in CFD, windtunnel
CFD today and driving dynamics
Unsteady nature • Investigation of highly dynamic driving conditions using simulation
Dynamic driving  Vehicle stability at high speed
 Stability  Changes in ride height / vehicle position relative to the ground
 Ride height  Overtaking
 Overtaking • Future role of simulation, demands on engineers and resources
CFD in future
• Summary
Summary
Peter Drage, 11/2012

2
Introduction / Motivation
• What is the goal of an aerodynamic development?

Agenda  From a first styling draft to a production car as fast and cheap as possible
Introduction • Aerodynamic development using different tools
CFD today  Simulation (steady, transient, etc…)
Unsteady nature  Wind tunnel (model scale / full scale, clay models, mockups, prototypes)
Dynamic driving • Using the aforementioned tools, is it possible to represent realistic
 Stability environmental conditions (driving…)?
 Ride height
 Overtaking
CFD in future
Summary

3
Use of CFD in today’s vehicle development
• In general, CAE is basically accepted in today’s vehicle development

Agenda • CFD
Introduction  Aerodynamics
CFD today  Component and engine cooling
Unsteady nature  Air Conditioning
Dynamic driving  Coupling with 0D/1D tools
 Stability • Other CAE methods
 Ride height  Noise, Vibration & Harshness (NVH)
 Overtaking  Crash
CFD in future  Multi body simulation (MBS)
Summary

4
• Steady Simulation
Agenda  Reynolds Averaged Navier Stokes (RANS) simulation
Introduction  Averaged values (v, p, ρ, k, ε), turbulence is modeled
CFD today • Unsteady Simulation
Unsteady nature  Detached Eddy Simulation (DES) / Large Eddy Simulation (LES), large
Dynamic driving turbulent scales are resolved, small are modeled
 Stability  Lattice Boltzman Approach (e.g. tools “Powerflow” or “XFlow”)
 Ride height
 Overtaking
CFD in future
Summary
Steady simulation Transient simulation

5
• Goals of the simulation

Agenda  Prediction of aerodynamic forces & moments / coefficients
Introduction  Understanding of the flow
CFD today
Unsteady nature • Additional topics
Dynamic driving  Calculation of cooling air massflow, heat transfer, etc…
 Stability  Aeroacoustics
 Ride height  Vehicle soiling
 Overtaking
CFD in future
Summary
cp on radiator Aeroacoustics on a generic Self soiling simulation

sideview mirror

6
Standard development process today
• From a first styling draft to a production car as fast and cheap as

Agenda possible
Introduction • Role of the Aerodynamicist
CFD today  Responsible for either (both) simulation or (and) wind tunnel
Unsteady nature measurements
Dynamic driving  Accomplishment of spezified target values (cd, clf, clr, cs, cn)
 Stability  Interaction with styling, cooling, nvh, …
 Ride height CFD Simulation
Model A
 Overtaking Model A
Validation of the simulation
Model B
CFD in future Model C
Analysis of flow phenomena
Model C
Summary Development and optimization of Model C
design variants Model D
Wind Tunnel Measurements

Detail optimization
Vehicle configurations
Target values

7
Analysis of unsteady, turbulent flow phenomena in CFD, wind-

tunnel and driving dynamics
• Unsteady nature / phenomena
Agenda  Gusty sidewinds (standard on-road flow condition) due to turbulent
Introduction atmospheric boundary layer, objects, etc…
CFD today  Unsteady vortex shedding, mainly dependent on vehicle shape
Unsteady nature  Vehicle position relative to the road due to wind, vehicle speed, changing
Dynamic driving load case (e.g. breaking)
 Stability  Overtaking
 Ride height • Significant Impact on driving dynamics, directional stability and
 Overtaking safety
CFD in future
Summary

8
Analysis of unsteady, turbulent flow phenomena in windtunnel

testing
• In order to optimize side wind sensitivity, on-road flow conditions
Agenda need to be reproduced
Introduction • Testing of side wind sensitivity
CFD today  Analysis of side force cS and yaw moment cN coefficients related to yaw
Unsteady nature angle β
Dynamic driving  Steady inflow condition (140 kph)
 Stability  Wind tunnel balances are not suited to capture fluctuating forces in an
 Ride height appropriate frequency range
 Overtaking 1 0,3
CFD in future 0,8

0,6
0,2
Summary
yaw moment coeffcient c N [-]

0,4
side force coeffcient c S [-]
0,1
0,2
0 0
-0,2
-0,1
-0,4
-0,6
Vehicle "A" -0,2 Vehicle "A"
-0,8 Vehicle "B"
Vehicle "B"
-1 -0,3
-20 -15 -10 -5 0 5 10 15 20 -20 -15 -10 -5 0 5 10 15 20
yaw angle β [°] yaw angle β [°]

9

testing
• In order to optimize side wind sensitivity, on-road flow conditions
Agenda need to be reproduced
Introduction • Influence of the vehicle position to aerodynamic forces
CFD today  Movement of the vehicle due to aerodynamic forces is possible
Unsteady nature  Change of ride height due to variable vehicle speed (braking / acceleration)
Dynamic driving can not be analyzed
 Stability
 Ride height The vehicle is fixed with steel
 Overtaking ropes, so vertical translation and
CFD in future pitching is possible
Summary

10

testing
• Gusty sidewind
Agenda  Only represented by steady yaw angle changes
Introduction  Steady inflow conditions in the wind tunnel
CFD today
Unsteady nature
• Unsteady vortex shedding
Dynamic driving
 Standard wind tunnel balance not suited to resolve relevant frequencies
 Stability
 Ride height
• Vehicle position
 Overtaking
 Feasible with certain limitations
CFD in future
Summary
• Overtaking
 Basically possible with considerable effort

11
Analysis of unsteady, turbulent flow phenomena in driving

dynamics
• Gusty sidewind
Agenda
• Overtaking Possible while driving
Introduction • Subjective (“Popometer”)
• Unsteady vortex shedding • Partly objective
CFD today
Unsteady nature
• Vehicle position
Dynamic driving
 Stability • Goal of the simulation:
 Ride height  Representation of “reality” as good as possible
 Overtaking
CFD in future • Goal of the Aerodynamicist:
Summary  Participation at and feedback from driving dynamics

12
Analysis of unsteady, turbulent flow phenomena in driving

dynamics
• Goal of the Aerodynamicist:
Agenda  Participation at and feedback from driving dynamics
Introduction  Don’t try to meet wind tunnel results but aim at representing reality
CFD today using CFD
Unsteady nature
CFD Simulation
Model A
Dynamic driving Model A
Validation of the simulation
 Stability Model B
Model C
Analysis of flow phenomena
 Ride height Model C
Model C
Development and optimization of
 Overtaking design variants Model D
CFD in future Wind Tunnel Measurements

Summary Detail optimization
Vehicle configurations
Target values
Driving Dynamics
Analysis of driving performance
Feedback to wind tunnel results

13
Example1
• Goal of the Project:

Agenda  Development of the facelift of a vehicle
Introduction  Predecessor is characterized by “unstable” driving sensation
CFD today  Goal for the facelift was to solve that issue by means of aerodynamic
Unsteady nature optimization
Dynamic driving • Development Process:
 Stability  Steady CFD simulation (predecessor and design variants)
 Ride height  Wind tunnel testing (predecessor and design variants)
 Overtaking  Driving dynamics (parallel to CFD and wind tunnel for the predecessor and
CFD in future design variants)
Summary

14
Example1
• Steady CFD simulations:

Agenda  Analysis of measures to influence / reduce rear axle lift
Introduction  Measures that influence side force and yaw moment investigated
CFD today
• Separation edge at the c-pillar
Unsteady nature
 Predecessor: gap at the transition between c-pillar and rear window not
Dynamic driving sufficient defined
 Stability
 Ride height
 Overtaking
CFD in future
Summary

15
Example1

CFD today
• Separation edge at the c-pillar
Unsteady nature
 Predecessor: gap at the transition between c-pillar and rear window not
Dynamic driving sufficient defined
 Stability
 Ride height
 Overtaking
CFD in future
Summary

16
Example1

CFD today
Unsteady nature
• Wind tunnel testing:
Dynamic driving
 Same variants like CFD / yaw tests / etc…
 Stability
 Separation edge at the c-pillar showed hardly any influence both in CFD
 Ride height and wind tunnel testing
 Overtaking
CFD in future
Summary
yaw moment coeffcient cN [-]

side force coeffcient c S [-]
Predecessor Predecessor
C-Post Meassure C-Post Meassure
-20 -15 -10 -5 0 5 10 15 20 -20 -15 -10 -5 0 5 10 15 20
yaw angle β [°] yaw angle β [°]Peter Drage, 11/2012

17
Example1
• Unsteady CFD simulations:

Agenda
• Investigations on the aerodynamics of high speed trains
Introduction
 Slow body movements of the wagons due to transient vortex shedding
CFD today
Unsteady nature
Dynamic driving
 Stability
 Ride height
 Overtaking
CFD in future
Summary

18
Example1

Agenda  Transient simulations (total time up to 15sec)
Introduction  Monitoring of transient forces and moments on the vehicle
CFD today  FFT to derive frequency spectra from the captured signals
Unsteady nature
Dynamic driving
 Stability
Side force coefficient [-]
 Ride height
 Overtaking
CFD in future 1 1,5 2 2,5 3 3,5 4 4,5 5 5,5 6
Summary time [s]
Time history of lateral forces
Side force coefficient [-]
1 10 100
Frequency
FFT spectrum of lateral forces

19
Example1

Agenda  Looking at the frequency spectra, peaks in the yaw moment can be seen at
Introduction 5Hz and 9Hz for the Predecessor.
CFD today
Unsteady nature Peaks in the frequency
Dynamic driving spectrum at 5Hz and 9Hz.
 Stability
 Ride height Predecessor
 Overtaking
CFD in future
Yaw moment
Summary
1 10 100
Frequency

20
Example1

Agenda  Looking at the frequency spectra the difference between the variants can
Introduction be clearly seen.
CFD today  During driving test, the separation edge at the c-pillar had an impressive
Unsteady nature influence on vehicle stability!
Dynamic driving
 Stability
 Ride height Separation edge at c-pillar
 Overtaking Predecessor
CFD in future
Yaw moment
Summary
1 10 100
Frequency

21
Example2

Agenda  Optimization of the lift balance of a sports car (KTM XBow)
Introduction
CFD today
• Development Process:
Unsteady nature
 Unsteady CFD simulation
Dynamic driving
 Wind tunnel testing (various design variants)
 Stability
 Driving dynamics
 Ride height
 Overtaking
CFD in future
Summary

22
Example2

Agenda  Various variants / measures to change the lift balance
Introduction  Vehicle position is variable and in accordance with aerodynamic loads on
CFD today the vehicle, hence it changes due to wind speed and different lift of design
Unsteady nature variants
Dynamic driving
 Stability
 Ride height The vehicle is fixed with steel
 Overtaking ropes, so vertical translation and
CFD in future pitching is possible
Summary

23
Example2

Agenda  Various variants / measures to change the lift balance
Introduction
CFD today
Unsteady nature
Dynamic driving
 Stability 0.0
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20
 Ride height
Differences -100.0
of up to 400N have
 Overtaking been-200.0
measured
Lift force front/rear axle [N]
CFD in future
Summary causes a -300.0
~25mm vertical
displacement.
-400.0
-500.0
-600.0
-700.0
Lift force front axle Lift force rear axle

24
Example2

Agenda  At higher velocities, the balance of the vehicle moves toward the rear axle
Introduction 42,00
CFD today 40,00
Balance static = 40% 41,50

Unsteady nature
Basis: load on rear axle 39,50 41,00
Dynamic driving
 Stability 40,50
Balance (static & aero) [%]

Load on the axles [N]
39,00
 Ride height
Load on the axles
40,00
 Overtaking Basis: load on front axle 38,50 39,50
CFD in future 39,00
Summary 38,00
Basis: balance 38,50
Front Axle Base

38,00
Rear Axle Base 37,50
Balance Base The vehicle tends to slightly

understeer at higher velocities. 37,50
Balance Optimium
37,00
70,0 90,0 110,0 130,0 150,0 170,0 190,0 210,0 230,0 250,0 37,00
70,0 90,0 110,0 130,0Velocity [km/h]
150,0 170,0 190,0 210,0 230,0 250,0
Velocity [km/h]

25
Example2
• Velocity variations result in significant change of lift coefficient at
the front axle
Agenda  caused by a changing ride height at the front
Introduction
CFD today
Unsteady nature Velocity Dependency of Lift Coefficients
Dynamic driving 0.00 120.0
 Stability -0.05
100.0
 Ride height -0.10

Lift Coefficients [-]
80.0
 Overtaking
Ride height [mm]

-0.15
CFD in future -0.20 60.0
Summary -0.25
40.0
-0.30
20.0
-0.35
-0.40 0.0
70.0 90.0 110.0 130.0 150.0 170.0 190.0 210.0 230.0 250.0
Velocity [km/h]
clf clr Ride height front axle [mm] Ride height rear axle [mm]

26
Example2
the front axle
Agenda  at 140 km/h: 65N at front axle, 460N at rear axle
Introduction
CFD today
 Stability -0.05
100.0

 Overtaking
80.0
Ride height [mm]

-0.15
Summary -0.25
40.0
-0.30
20.0
-0.35
140 km/h
ride height front [mm]
-0.40
95.3 0.0
ride height rear [mm]
70.0 103.5
90.0 110.0 130.0 150.0 170.0 190.0 210.0 230.0 250.0
Velocity [km/h]

27
Example2
the front axle
Agenda  at 140 km/h: 65N at front axle, 460N at rear axle
Introduction  at 200 km/h: 260N at front axle, 950N at rear axle
CFD today
 Stability -0.05
100.0

80.0
 Overtaking
Ride height [mm]

-0.15
Change in ride height at the

Summary -0.25
front axle of 14 mm 40.0
-0.30
20.0
-0.35
140 km/h 200 km/h
-0.40 95.3 81.2 0.0
70.0 103.5
90.0 110.0 96.6 130.0 150.0 170.0 190.0 210.0 230.0 250.0
Velocity [km/h]

28
Example2
• Goal of the simulation
 Reproduction of the wind tunnel results by means of a coupled CFD/MBS
Agenda simulation
Introduction • Methodology
CFD today  XFlow, transient Lattice Boltzman Solver was used
Unsteady nature  To model dynamic vehicle response, a simple 2DOF model was used
Dynamic driving  Centre of Gravity and vehicle weight
 Stability  Spring stiffness and damping of the suspension system
 Ride height
 Overtaking
CFD in future
Summary
Principle of the 2DOF model

29
Example2
• Simulation of ride height adjustment due to aerodynamic forces
 50 m/s inlet velocity
Agenda  The vehicle position is automatically adapted until equilibrium position is
Introduction reached
CFD today
Unsteady nature
Dynamic driving
 Stability
 Ride height
 Overtaking
CFD in future
Summary

30
Example2
• XBow simulation
 Reynolds dependency of lift coefficients is tested using the dynamic XBow
Agenda model
Introduction  Vehicle model consists of the Chassis and the wheels, 2 DOFs are enabled
CFD today  Ride height at 140 km/h is used as initial value
Unsteady nature  Simulation is performed at 200 km/h
Dynamic driving
 Stability
 Ride height
 Overtaking
CFD in future
Summary
Vertical vehicle position
Pitching angle

31
Example2
the front axle
Agenda  Measurement: Change in ride height at the front axle of 14mm
Introduction  XFlow: Change in ride height at the front axle of 10mm
CFD today
 Stability -0.05
100.0

80.0
 Overtaking
Ride height [mm]

-0.15
Change in ride height at the

Summary -0.25
front axle of 14 mm 40.0
-0.30
20.0
-0.35
140 km/h 200 km/h
-0.40 95.3 81.2 0.0
70.0 103.5
90.0 110.0 96.6 130.0 150.0 170.0 190.0 210.0 230.0 250.0
Velocity [km/h]

32
Example3

Agenda  Simulation of an overtaking maneuver (car / truck) under side wind
Introduction conditions
CFD today
Unsteady nature
Dynamic driving • Development Process:
 Stability  Unsteady CFD simulation
 Ride height  Car: forced motion
 Overtaking  Inlet velocity: 30 m/s
CFD in future  Lateral wind velocity: 20 m/s
Summary

33
Example3
• Overtaking simulation
Agenda
Introduction
CFD today
Unsteady nature
Dynamic driving
 Stability
 Ride height
 Overtaking
CFD in future
Summary

34
Example3
• Overtaking simulation
Agenda
Introduction
CFD today
Unsteady nature
Dynamic driving
 Stability
 Ride height
 Overtaking
CFD in future
Summary

35
Future role of simulation, demands on engineers and resources
• Development of CFD resources at qpunkt

Agenda  Number of elements, respectively number CPUh in the last eight years
Introduction
CFD today
Unsteady nature
Dynamic driving development of CFD ressources
 Stability
1000
 Ride height
2500
 Overtaking Number of elements [x10e6]
100
CFD in future
CPUh [-]
Summary
250
10
1 25
2002 2004 2006 2008 2010 2012 2014 2016 2018
# elements CPUh

36
• Development of CFD resources at qpunkt according to Moore’s Law

Agenda  Observation, that over the history of computing hardware, the number of
transistors on integrated circuits doubles approximately every two years
Introduction
 In CFD, resources are strongly linked to Moores’Law as well: memory
CFD today
capacity, processing speed, even the number of elements / CPUh
Unsteady nature
Dynamic driving development of CFD ressources
 Stability
1000
 Ride height
2500
 Overtaking Number of elements [x10e6]
100
CFD in future
CPUh [-]
Summary
250
10
1 25
2002 2004 2006 2008 2010 2012 2014 2016 2018
Moore # elements CPUh

37
• Development of CFD resources at qpunkt according to Moore’s Law

Agenda  2004: Launch of aerodynamics at MSF (RANS, 4x106 elements, 8CPUs, 12h)
Introduction  2008: Founding of qpunkt (RANS, 30x106 elements, 32CPUs, 24h)
CFD today  2010: Starting with transient simulations (LES/LB, 50x106 elements,
32CPUs, 5days)
Unsteady nature
 2012: Transient simulations (LB, 60x106 elements, 64CPUs, 1 ½ days)
Dynamic driving
 Stability development of CFD ressources
 Ride height 1000
 Overtaking 2500
Number of elements [x10e6]

CFD in future 100
Summary
CPUh [-]
250
10
1 25
2002 2004 2006 2008 2010 2012 2014 2016 2018

38
• Possible directions
Agenda  Focus on transient simulations
Introduction  Increase number of elements to solve more issues at once (cooling,
aeroacoustics, soiling, …)
CFD today
Unsteady nature
Dynamic driving
 Overtaking 2500

CFD in future 100
Summary
CPUh [-]
250
10
1 25
2002 2004 2006 2008 2010 2012 2014 2016 2018

39
Agenda  Increase number of elements to solve more issues at once (cooling,
Introduction
 Keep number of elements constant so reduce turnaround times
CFD today
(optimization)
Unsteady nature
Dynamic driving
 Overtaking 2500

CFD in future 100
Summary
CPUh [-]
250
10
1 25
2002 2004 2006 2008 2010 2012 2014 2016 2018

40
Agenda  Increase number of elements to solve more issues at once (cooling,
Introduction
 Keep number of elements constant so reduce turnaround times
CFD today
(optimization)
Unsteady nature
 Flexible number of elements (depending on development phase) to be as
Dynamic driving accurate as necessary but as quick as possible
 Overtaking 2500

CFD in future 100
Summary
CPUh [-]
250
10
1 25
2002 2004 2006 2008 2010 2012 2014 2016 2018

41
Summary
• Use of CFD in today’s vehicle development

Agenda • Nature is unsteady
Introduction  Unsteady phenomena cause major impacts on vehicle stability
CFD today  Simulation of unsteadiness both in CFD and wind tunnel needs to be
Unsteady nature accomplished
Dynamic driving • Challenge for engineers
 Stability  To able to perform (at least understand) CFD, wind tunnel testing & driving
 Ride height tests. All those development methods need to be performed interactively!
 Overtaking • Methods to deal with unsteady phenomena are being developed
CFD in future  Analysis of cross wind sensitivity
Summary  Adaption of ride height

42
Kontakt
Peter Drage
Head of Branch Office Graz
qpunkt GmbH
Gewerbepark 11
A-8075 Hart bei Graz
Email: peter.drage@qpunkt.at
Phone: +43 (0)664 88421434
Web: www.qpunkt.at

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CFD for Unsteady Aerodynamics -

Requirements and Limitations

Autor: Peter Drage

Peter Drage, 11/2012

• What is the goal of an aerodynamic development?

Peter Drage, 11/2012

Use of CFD in today’s vehicle development

• In general, CAE is basically accepted in today’s vehicle development

Peter Drage, 11/2012

Use of CFD in today’s vehicle development

Steady simulation Transient simulation

Peter Drage, 11/2012

Use of CFD in today’s vehicle development

• Goals of the simulation

cp on radiator Aeroacoustics on a generic Self soiling simulation

Peter Drage, 11/2012

Standard development process today

• From a first styling draft to a production car as fast and cheap as

Wind Tunnel Measurements

Peter Drage, 11/2012

Analysis of unsteady, turbulent flow phenomena in CFD, wind-

Peter Drage, 11/2012

Analysis of unsteady, turbulent flow phenomena in wind- tunnel

CFD in future 0,8

yaw moment coeffcient c N [-]

yaw angle β [°] yaw angle β [°]

Peter Drage, 11/2012

Analysis of unsteady, turbulent flow phenomena in wind- tunnel

Peter Drage, 11/2012

Analysis of unsteady, turbulent flow phenomena in wind- tunnel

Peter Drage, 11/2012

Analysis of unsteady, turbulent flow phenomena in driving

Peter Drage, 11/2012

Analysis of unsteady, turbulent flow phenomena in driving

CFD in future Wind Tunnel Measurements

Feedback to wind tunnel results

• Goal of the Project:

Peter Drage, 11/2012

• Steady CFD simulations:

Peter Drage, 11/2012

• Steady CFD simulations:

Peter Drage, 11/2012

• Steady CFD simulations:

yaw moment coeffcient cN [-]

-20 -15 -10 -5 0 5 10 15 20 -20 -15 -10 -5 0 5 10 15 20

yaw angle β [°] yaw angle β [°]Peter Drage, 11/2012

• Unsteady CFD simulations:

Peter Drage, 11/2012

• Unsteady CFD simulations:

Summary time [s]

Time history of lateral forces

Side force coefficient [-]

FFT spectrum of lateral forces

• Unsteady CFD simulations:

Peter Drage, 11/2012

• Unsteady CFD simulations:

Peter Drage, 11/2012

• Goal of the Project:

Peter Drage, 11/2012

• Wind tunnel testing:

Peter Drage, 11/2012

• Wind tunnel testing:

Lift force front axle Lift force rear axle