4.

Results and Discussion The nature of air flow over the realistic
and modified wagon is studied in this paper. There is a decrease in
coefficient of drag when compared, realistic wagon with modified
wagon. It was found that the coefficient of drag (Cd) is reduced by
17.7% for the modified wagon with the realistic wagon on an average.
The possible reason for reduction in coefficient of drag is due to
the filler plates placed between wagons. The wake region between the
wagons is reduced by the filler plates placed.

5.
6. Fig. 6 shows the pressure contour for real wagon is more compared
to the modified wagon because the face of appended filler plate at
the front & rear end with modifications made to its geometry. This
allows the flow to pass through the outlet without affecting the
upstream flow
7.
8. Fig: 7 show the velocity contour for real and modified wagon
varies between 27.78 to 44.44 m/s. The coefficient of drag slightly
increases due to increase in velocity of real wagon due to the
turbulence because of non-aerodynamic shape that is at inlet, the
coefficient of drag decreases due to aerodynamic modification that is
being modified at the inlet of the wagon so the flow passes over the
body causing reduced or less turbulence. It is validated with
reference of “unsteady flow characteristics of the flow around the
vehicle” (Ahmed) [6]. It is modeled as per standard experimental
data in Catia and simulated using Ansys 18.1 with conditions that
well suit our scenario and compared with the experimental data. The
data is very close to the experimental data. The validation fig.7
shows the velocity correlated to the green area at 44.44m/s and the
blue area show the low velocity and high pressure region. The wake
region clearly indicates in the velocity contour. In consequence the
drag formation is reduced as the wake area decreases and the flow
over the modified wagon that is less 4 E3S Web of Conferences 184,
01058 (2020) https://doi.org/10.1051/e3sconf/202018401058 ICMED 2020
Fig. 5: Tetrahedral mesh element The distance between train geometry
and velocity inlet is kept in such a way that it ensures the incoming
flow to be with uniform velocity and pressure fields by the time it
reaches the train. The computational domain is designed sufficiently
large to reduce the near wall effects. Symmetric boundary conditions
were used at the side and top walls of the computational domain
considering the fact that zero shear slip wall occurs in viscous
flow. Due to the large application in the automotive industry, the
standard k-ε (2-equation) turbulence model with non-equilibrium wall
treatment was used for turbulence modeling. The analysis is done for
both types of cases and found that drag-coefficient is decreasing
upon appending filler plates. 4. Results and Discussion The nature of
air flow over the realistic and modified wagon is studied in this
paper. There is a decrease in coefficient of drag when compared,
realistic wagon with modified wagon. It was found that the
coefficient of drag (Cd) is reduced by 17.7% for the modified wagon
with the realistic wagon on an average. The possible reason for
reduction in coefficient of drag is due to the filler plates placed
between wagons. The wake region between the wagons is reduced by the
filler plates placed. Fig.6: Pressure contour of wagon before and
after modification Fig. 6 shows the pressure contour for real wagon
is more compared to the modified wagon because the face of appended
filler plate at the front & rear end with modifications made to its
geometry. This allows the flow to pass through the outlet without
affecting the upstream flow. Fig.7: Velocity contour of wagon before
and after modification Fig: 7 show the velocity contour for real and
modified wagon varies between 27.78 to 44.44 m/s. The coefficient of
drag slightly increases due to increase in velocity of real wagon due
to the turbulence because of non-aerodynamic shape that is at inlet,
the coefficient of drag decreases due to aerodynamic modification
that is being modified at the inlet of the wagon so the flow passes
over the body causing reduced or less turbulence. It is validated
with reference of “unsteady flow characteristics of the flow around
the vehicle” (Ahmed) [6]. It is modeled as per standard experimental
data in Catia and simulated using Ansys 18.1 with conditions that
well suit our scenario and compared with the experimental data. The
data is very close to the experimental data. The validation fig.7
shows the velocity correlated to the green area at 44.44m/s and the
blue area show the low velocity and high pressure region. The wake
region clearly indicates in the velocity contour. In consequence the
drag formation is reduced as the wake area decreases and the flow
over the modified wagon that is less turbulent. The wake region is
less compared to real wagon in modified wagon. The appended filler
plates allowed the air to flow over it with less turbulence there by
reducing the drag. The results of the pressure contour shows the
proportionality of drag coefficient and the pressure is equalized the
pressure was found to be reduced because the portion of the appended
filler plate with the modifications made to its geometry, this is in
turn to reduce the tendency of formation of a wake. The results of
the velocity contour shows that drag coefficient is proportional to
the velocity because the velocity contour indicates the wake region
and consequently drag formation decreases The graph plotted to
coefficient of drag for both standard and modified cases is
presented.
9. Graph1 shows the result of real wagon and modified wagon the drag
has been reduced by 17.7% by appending filler plate to the real time
wagon, this the great reduction in drag coefficient which is in
reduced drag force because coefficient of drag is directly
proportional to drag force.
10. 2.6.4.1 Reducing drag and Lift control
11. 2.6.4.1.1 Front splitter/ Air dams
12. Front spoilers are also known as air dams. Figure 34 shows air
dam and front splitter. Front splitter and air dam aid in reduction
of drag while generating downforce (negative lift) by redirecting the
flow to the rest of the vehicle bodywork. (Rapid-racer, 2011). In
addition, they reduce the amount of air flowing underneath the
vehicle. This in turn reduces aerodynamic lift. Above the splitter is
the stagnation point causing a section of high pressure. The splitter
is simply a horizontal lip that brings the airflow to stagnation
above the surface. Hence this leads to a region of high pressure.
Meanwhile below the splitter, there is fast moving air which in turn
causes the pressure to drop. This combined with the high pressure
above the splitter produces downforce (Casiraghi, 2010).
13.
14.
15.

16. The different colours shown in the pictorial represent different

pressure levels on the vehicle bodywork. Blue represents the least
amount of pressure and red represents the most. The vehicle is
stationary and the motion of air as it hit the vehicle gives rise to
different pressure levels on the entire vehicle bodywork. It is
observable that the front of the vehicle experiences the highest
level of pressure as it stagnates (
17. Note that the front geometry is the same for all four vehicle
bodyworks so therefore the stagnation point is the same for all of
them.
18. Figure 40 (a) and (b) show pressure and velocity distribution of
the vehicle bodywork respectively. Bernoulli’s equation states that
an increase in pressure must be followed by a corresponding decrease
in velocity and vice versa (Formula1-dictionary, 2015). This equation
is holding true in all vehicle bodyworks; fastback, hatchback,
notchback and squareback as illustrated in the pictorial
representations. This is because the pressure is high at low velocity
regions and vice versa. The front of the vehicle experiences low
velocity so therefore the pressure is high. As the airflow climbs to
the bonnet front, the pressure drops and the velocity increases.
Also, at the bonnet rear, the airflow stagnates again and causes an
area of high pressure which in turn is accompanied by low velocity.
At the roof front, the pressure is low which results in a
corresponding high velocity. The roof rear experiences an increase in
pressure which leads to a decrease in velocity. At the rear of the
vehicle bodywork, the velocity decreases which must be followed by an
increase in pressure
19. Relating the CFD results on the relationship between velocity and
pressure (Bernoulli equation) to theory, it is revealed that they
agree. Happian-smith (2002) explained that at the front and bonnet
rear, there is maximum pressure which is accompanied by a decrease in
velocity and at the bonnet front and roof front, the pressure is low
therefore the velocity is high at these areas. Also, at the rear of
the vehicle, the velocity is low so therefore the pressure is high.
Therefore, my CFD results match up with Happian-smith (2002)
findings. Also, Barnard (1996, p. 4 -5) stated that pressure
difference creates a force in the direction of flow causing the air
accelerates when air flows from an area of high pressure to a lower
pressure. This implies that velocity increases as pressure decreases.
Conversely, air decelerates as the air flows from a region of low
pressure to a higher one. This means that velocity 69 decreases as
pressure increases. Therefore, Bernoulli’s equation is holding true
and hence corresponds with the CFD results.
20. 5.2.3 Aerodynamic forces Table 7 shows the drag and lift
coefficient for the four types of car backs. The drag force for the
fastback model is 559.13 N and the lift force is 598.40 N.
Simultaneously, the drag and lift coefficients are calculated
approximately to be 0.48 and 0.51 respectively. Drag coefficient is
the reflection of the aerodynamic efficiency of the body (Bettes,
1982). This shows that a vehicle with a drag coefficient 0.48 is not
very aerodynamic compared to other aerodynamic vehicles. The drag
coefficients of most aerodynamic road vehicles range from 0.19 –
0.26.
21. The drag and lift forces for the hatchback model is 573.78 N
which is about 2% increase in the drag force compared to the
fastback. The lift force for the hatchback model is 511.94 N.
Simultaneously, the drag and lift coefficients is calculated
approximately to be 0.49 and 0.44 respectively. This means that the
drag force is 0.49 times as large as the dynamic pressure acting over
the frontal area of the car (Barnard, 2010). The drag force for the
notchback model is 578.17 N and the lift force is 526.55 N.
Simultaneously, the drag and lift coefficients is calculated
approximately to be 0.50 and 0.45 respectively.
22. ) compared the aerodynamic study of fastback, notchback and
squareback vehicles. It was achieved that the squareback has the
largest value of drag coefficient and the fastback has the smallest
value of drag coefficient. Hence, the fastback is best choice in the
viewpoint of fuel economy. In the case of lift coefficient, the
squareback had a negative value (downforce). On the other hand, the
fastback and notchback had positive values (lift force). According to
the theory of vehicle aerodynamics, high lift force is will lower the
adhesion force of tires for high speed cars. Therefore making the car
out of control.