CEP Proposal.

Department of Mechanical Engineering

National University of Technology

Title of the Project: Aerodynamic Analysis of Car Design And Calculation lift and Drag parameters of
our model.

Roll Number and Names of Project Members:

S.No Full Name Roll Number Role in the Project
1 Ashar Mubarik F21602029 Responsible for overall project planning,
coordination, and addresses any issues that may arise.
2 Taimoor Hameed F21602058 Manages regular team meetings and updates.Prepares
comprehensive reports and presentations
summarizing the aerodynamic analysis.
3 Hamza Rashad F21602004 Conducts in-depth analysis of simulation results and
experimental data. Proposes and implements design
modifications based on the findings to optimize the
car's aerodynamic performance.
4 Muhammad F21602011 Concept of Different Aerodynamic Shapes, Guides
Moin Akhtar the team in understanding and interpreting complex
aerodynamic phenomena.

Methodology of the project:

Aerodynamics is the study of how air flows around and within objects, such as aircraft,
rockets, satellites, And vehicles. It is a crucial aspect of aircraft design, as it affects the performance,
stability, and efficiency of the vehicle.The main reason of the aerodynamic analysis is to determine
drag coefficient of the vehicle which affects fuel consumption, predict low and high pressure areas,
separation points and down force which affects vehicle dynamics.
Aerodynamic Behaviour can be improved numerically by using some modifications and aerodynamic
devices i.e Diffuser, Rear Wings and Spoiler, Rounding Corners, Tapering of Back surfaces, Rear
Fairing.
Effect of Drag coefficient, Streamlining of edges, Using light weight material,And Using Front nose
Geometry so that angle of attack has positive impact on Drag.
Vehicle response to different conditions provided by the Wind Tunnel Testing.

Abstract:
The present study proposes aerodynamically optimized exterior designs of a sport utility vehicle using
computational fluid dynamics analysis based on steady-state Reynolds-averaged Navier–Stokes
turbulence models. To achieve an optimal design, modifications of the outer shape and adding some
aerodynamic devices are investigated. This study focuses on modifying this vehicle model’s upper and
front parts. At the same time, the rear diffuser and spare tire on the back door as a fairing are used as
aerodynamic devices for improving streamlines. All these modifications and add-on devices are
simulated individually or in combination to achieve the best exterior design. A variety of Reynolds
numbers are used for determining the optimization variables. Tetrahedral cells are used throughout
the global domain because of the sharp edges in the geometry of the Discovery car model. At the
same time, prism cells around car surfaces are adopted to improve the accuracy of the results. A good
agreement between the numerical drag coefficient in the present study for the baseline models and
the experimental data has been achieved. Changes in the drag and lift coefficients are calculated for
all models. It is clear from the numerical results that the use of combined modifications and add-on
devices has a significant effect in improving the overall aerodynamic behavior. As a result, the drag
coefficient for the optimal design of the Discovery 4th generation is reduced from 0.4 to 0.352 by
about 12% compared to the benchmark. Simultaneously, the lift coefficient is 0.037 for optimal
design, and it is an acceptable value. It is found that combining all optimal modified configurations
can improve both CD and CL simultaneously.
In this era of fast-depleting natural resources, the hike in fuel prices is ever-growing. With stringent
norms over environmental policies, the automotive manufacturers are on a voyage to produce
efficient vehicles with lower emissions. High-speed cars are at a stake to provide uncompromised
performance but having strict rules over emissions drives the companies to approach through a
different route to keep the demands of performance intact. One of the most sought-after ways is to
improve the aerodynamics of the vehicles. Drag force is one of the major setbacks when it comes to
achieving high speeds when the vehicle is in motion. This research aims to examine the effects of
different add on devices on the vehicle to reduce drag and make the vehicle aerodynamically
streamlined. A more streamlined vehicle will be able to achieve high speeds and consequently, the
fuel economy is also improved. The three-dimensional car model is developed in SOLIDWORKS v17.
Computational Fluid Dynamics (CFD) is performed to understand the effects of these add on devices.
CFD is carried out in the ANSYS™ 17.0 Fluent module. Drag Coefficient (CD), Lift Coefficient (CL), Drag
Force and Lift Force are calculated and compared in different cases. The result of the simulations was
analyzed and it was observed that different devices posed several different functionalities, but
maximum drag reduction was found in the case of GT with spoiler and diffuser with a maximum
reduction of 16.53%.
Reducing aerodynamic drag is crucial for enhancing overall car performance, affecting power,
economy, stability, and comfort.To observe car’s stability in terms of front and rear lift coefficient. Air
flowing around model Vehicle by means of different nose geometries has been investigated during This
study. The mathematical related computational fluid dynamics techniques applied for the investigation
is Presented and a computational model is developed using ANSYS, CAD software. Pressure contours,
Airflow path lines, and drag coefficient depending on the Vehicle velocity are presented. The most
suitable nose Shape for the Vehicle is selected. Results of numerical simulation showed that the
maximum drag coefficient was with different types of nose cones which are mainly available
composite materials and alloy materials.

INTRODUCTION:
Aerodynamics is the study of how moving objects interact with the air. How the body behaves when it
comes in contact with the air determines the forces induced by the air flowing over and around the
body. It is one of the most important factors affecting the performance of a race car [1]. Driving the car
is like swimming through the endless ocean of air. Over the past few years, the degrading air quality
and the shortage of natural resources primarily oil, have tremendous pressure on automotive
manufacturers to come up with some feasible solutions to overcome this crisis. In earlier times, high-
speed cars were only dependent upon horsepower of the engine to maintain the performance segment
of the vehicle. But in recent trends, design engineers are adapting the concepts of aerodynamics to
enhance the efficiency of the vehicle [2, 3]. Fuel consumption due to aerodynamic drag consumes
about half the vehicle’s energy [4, 5]. Thus, reducing the drag is one of the major approaches
automotive manufacturers opt for. Shaping the body of the vehicle and inclusion of various add on
devices contributes to optimization for low drag, which becomes an essential part of the design process.
Drag Force predominantly depends upon the velocity, frontal area, and coefficient of drag of the body.
It can be expressed as: FD ¼ 0:5 CDρ A V2 Where FD is the drag force; ρ is the density of fluid
medium that is air; A is the frontal area of the body facing the fluid; V is the velocity of the body; CD
is the coefficient of drag of the body. In the similar context, lift force is of the major concerns too for
design engineers, as excessive lift can make the vehicle loose traction at high speeds and can result in
fatal injuries both to the driver and other pedestrians along with damage of public property. Thus, it is
highly desirable the lift should be well within the stipulated range. Lift force can be expressed as: FL ¼
0:5 CLρ A V2 Where FL is the lift force; ρ is the density of fluid medium that is air; A is the frontal
area of the body facing the fluid; V is the velocity of the body; CL is the coefficient of lift of the body.
From the drag equation, it can be seen that the drag force is in proportion to the square of the speed.
This implies that the resistance due to air increases exponentially as the speed of the body increases [6].
Flow separation control is also a major interest in fundamental fluid dynamics and various engineering
applications [4, 7]. Flow Separation location determines the size of the wake area and the amount of
aerodynamic drag is determined accordingly. 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. Numerous techniques have been explored to control
the flow separation either by preventing it or by reducing its effects [4] (Fig. 1). To achieve the
optimized drag for the vehicle, the research is being carried out on these certain add on aerodynamic
devices to reduce the resistance offered by wind and improve the efficiency of the vehicle [9]. In this
research, the effects of various aerodynamic devices like the rear wing, spoiler, diffuser, and fins are
examined and the change in the coefficient of drag is investigated.
In fluid mechanical terms, road vehicles are bluff bodies in very close proximity to the
ground. Their detailed geometry is extremely complex. Internal and recessed cavities which
communicate freely with the external flow (i.e. engine compartment and wheel wells, respectively) and
rotating wheels add to their geometrical and fluid mechanical complexity. The flow over a vehicle is
fully three-dimensional. Boundary layers are turbulent. Flow separation is common and may be
followed by reattachment. Large turbulent wakes are formed at the rear and in many cases contain
longitudinal trailing vortices. As is typical for bluff bodies, drag (which is a key issue for most road
vehicles--but far from the only one) is mainly pressure drag. This is in contrast to aircraft and ships,
which suffer primarily from friction drag. The avoidance of separation or, if this is not possible, its
control are among the main objectives of vehicle aerodynamics. With regard to their geometry, road
vehicles comprise a large variety of configurations (Figure 1). Passenger cars, vans, and buses are
closed, single bodies. Trucks and race cars can be of more than one body. Motorcycles and some race
cars have open driver compartments. With the race car being the only exception, the shape of a road
vehicle is not primarily determined by the need to generate specific aerodynamic effects--as, for
instance, an airplane is designed to produce lift. To the contrary, a road vehicle’s shape is primarily
determined by functional, economic and, last but not least, aesthetic arguments. The aerodynamic
characteristics are not usually,generated intentionally; they are the consequences of, but not the reason
for, the shape. These "other than aerodynamic" considerations place severe constraints on vehicle
aerodynamicists. For example, there are good reasons for the length of a vehicle being a given. Length
for a passenger car is a measure of its size, and thus its class. To place a car in a specific market niche
means recognizing length as an invariant in design. Furthermore, mass and cost are proportional to
length. In the same sense all the other main dimensions of a vehicle, such as width and height (which
define frontal area), are frozen very early in the design process. Even the details of a car’s proportions
are prescribed to close limits for reasons of packaging and aesthetics (Figure 2). course, some
maneuvering room must be left to the aerodynamicists (the hatched regions). Otherwise, they would do
no more than just measure the aerodynamic characteristics of configurations designed by others.
Depending on the specific purpose of each type of vehicle, the objectives of aerodynamics differ
widely. While low drag is desirable for all road vehicles, other aerodynamic properties are also
significant. Negative lift is decisive for the cornering capability of race cars, but is of no importance for
trucks. Cars and, even more so, vans are sensitive to cross wind, but heavy trucks are not. Wind noise
should be low for cars and buses, but is of no significance for race cars. While the process of weighing
the relative importance of a set of needs from various disciplines is generally comparable to that in
other branches of applied fluid mechanics, the situation in vehicle aerodynamics is unique in that an
additional category of arguments has to be taken into account: art, fashion, and taste. In contrast to
technical and economic factors, these additional arguments are subjective in nature and cannot be
quantified. Exterior design (the term "styling" that was formerly used is today usually avoided) has to
be recognized as extremely important. "Design is what sells" rules the car market worldwide. While
design gives technical requirements a form that is in accord with fashion, the fundamental natureof
fashion is change. Consequently, although vehicle aerodynamics is getting better and better, it is not
progressing toward a single ultimate shape as in the case, for instance, of subsonic transport aircraft. To
the contrary, it must come to terms with new shapes again and again. There is no question, however,
that aerodynamicsdoes influence design. The high trunk typical of notchback cars with low drag is the
most striking example. Despite the fact that it tends to look "bulky," it had to be accepted by designers
because of its favorable effect on drag--and the extra luggage space it provides. Today’s cars are
streamlined more than ever, and an "aero-look" has become a styling feature of its own.

Cover or streamline Exposed Wishbones

Exposed wishbones (on open wheel cars) are often made from circular steel tube to save cost.
However, these circular tubes generate turbulence. It may be worth considering the use of oval
tubing, or a tube fairing that creates an oval shape over top of the round tubing. See diagram AT1
below:
KEYWORDS:
3D Simulation, Airflow, Drag coefficient,Lift coefficient, Nose shape, Pressure distribution,
velocity distribution, Down force, Angle of attack, Composite material, aerodynamic design,
aerodynamic testing, aerodynamic forces, flow fields, Aerodynamics, CFD, Drag force, Drag
coefficient, High speed car

Anticipated Results:
Different other composite materials can be used for analysis. In this project vehicle
aerodynamic analysis, we seek an efficient nose geometry for reduced drag, lower overall drag
through enhancements, stability via lift coefficient assessment, validation of accuracy for wind tunnel
testing by CFD, exploration of composite materials to reduce weight, and use of regression and modal
analysis for understanding correlations of parameters and aerodynamic performance. We'll also
examine vehicle dynamics through modal analysis under different conditions, how parts assembly
impacts overall performance. For further Investigation, the parts assembly and its analysis also can be
done through CATIA and ANSYS software. Can also find the regression analysis. Modal analysis can be
done the to find out the performance of the missile nose.

Research Gap:
 The complexity of automobile and race car aerodynamics is comparable to airplane
aerodynamics and is not limited to drag reduction only. The generation of down force and its effect
on lateral stability has a major effect on race car performance, particularly when high-speed turns are
involved.
Sparse pressure sensor distribution complicates drag estimation, showing an 8% error versus
CFD. Increased sensor count doesn't guarantee better predictions for varied configurations. Improved
methods are needed for strategic sensor placement in diverse scenarios, enhancing drag force
estimation using motor power output.
Conclusions The constant evolution in the history of vehicle aerodynamics has led to the development
of certain devices which led to the enhancement of the overall aerodynamic characteristic of the
vehicles. Not only it improves the efficiency of the vehicle but also reduces fuel consumption. The
analysis of the baseline GT with different add on aerodynamic devices was studied by using numerical
simulation in this paper. It has been found that aerodynamic drag can be influenced by using different
add on devices. In consideration to reduce drag, it is favorable that the flow is attached to the vehicle’s
body as long as possible. A streamlined body would result in less flow separation, which would cause
less turbulence. In the case of GT Spoiler with Diffuser, maximum drag reduction of 16.53% is
observed. Although other devices like fins also reduced drag to a much extent, they may pose a
different functionality such as high-speed stability by channeling flow at rear accordingly. Wings have
altogether a different function. It indeed increased the drag but its prime function is to provide
downforce at the cost of increased drag, and it is much like a trade-off. Diffusers on the other hand
decreased the drag whenever applied in different cases. In conclusion, it may be regarded as proper
optimization can lead to better aerodynamics of the vehicle in different scenarios