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ISSN: 2320-5407

Int. J. Adv. Res. 5(6), 1439-1447

Journal Homepage: - www.journalijar.com Article DOI: 10.21474/IJAR01/4556 DOI URL: http://dx.doi.org/10.21474/IJAR01/4556
Journal Homepage: - www.journalijar.com
Article DOI: 10.21474/IJAR01/4556
DOI URL: http://dx.doi.org/10.21474/IJAR01/4556

RESEARCH ARTICLE

CFD ANALYSIS ON HEAVY DUTY TRUCKS FOR DRAG REDUCTION.

B.Vamsi Krishna 1 , N.Anjaneyulu 2 and P.Chenna Rao 1 .

1. Asst. Prof. Rise Prakasam Engg. College.

2. Asst. Prof. , Audisankara College of Engineering & Technology.

……………………………………………………………………………………………………

Manuscript Info …………………….

Manuscript History

Received: 21 April 2017 Final Accepted: 23 May 2017 Published: June 2017

Key words:-

CFD, DRAG, Heavy Duty Truck.

Abstract

………………………………………………………………

Today’s demand of reducing the fuel consumption of vehicles is one of the most challenging issues within the automotive industry. Together with the increased fuel price, the development of more fuel efficient vehicles has escalated. A recent research about fuel reduction technologies for trucks showed that aerodynamic improvement is one of the most important technologies when it comes to fuel saving. C.F.D is useful for designers of vehicles to improve the aerodynamic characteristics. C.F.D methodology can be involved in the construction of GEOMETRY as per the given dimensions, assigning the tetrahedral hypothesis by number of divisions of components during the mesh. In CODE SATURN physical conditions of truck can be given along with the calculation features. In PARAVIEW the flow visualization can be analyzed.

Copy Right, IJAR, 2017,. All rights reserved.

…………………………………………………………………………………………………… Objective and Approch:-

The aim of this project is to investigate how the flow above a heavy duty truck is influence by drag reducing trailer devices, such as front deflectors and to see how much it is possible to reduce drag. Additionally, the ambition is to

obtain an understanding of drag contribution from different areas around the truck, and to see where it is possible to gain most drag reduction. Finally, this project will also include a short evaluation of possible aerodynamic profits of a mutual development of the tractor and the trailer.

The main objective of this proposal motive of the work is to reduction of coefficient of drag by wind tunnel analysis on truck.

Aerodynamics which helps to reduce coefficient of drag. The motive of this project is identifying the best spoiler for the truck

CFD analysis is carried for determining the coefficient of drag values with wind tunnel technique.

Aerodynamics:-

In aerodynamics problems, the forces acting on the vehicle are lift, drag, thrust and weight. Of these, lift and drag

are aerodynamic forces, i.e. forces due to air flow over a solid body. One of the most important aim of the aerodynamic drag reduction researches is to save energy and to protect the global environment, fuel consu mption reduction is primary concern of automotive development. Aerodynamic problems are typically solved using fluid dynamics conservation laws as applied to a fluid continuum. Conservation of laws are conservation of mass, conservation of momentum and conservation of energy. These problems are classified by the flow environment or properties of the flow, including flow speed, compressibility and viscosity. Generally classified into external aerodynamics and internal fluid dynamics. External aerodynamics is the study of flow around solid objects of

ISSN: 2320-5407

Int. J. Adv. Res. 5(6), 1439-1447

various shapes. Evaluating the lift and drag on a vehicle. Internal aerodynamics is the study of flow through passages in solid objects. For instance, internal

Cfd Analysis Of Heavy Duty Trucks For Drag Reduction:- Existing Model

Analysis Of Heavy Duty Trucks For Drag Reduction:- Existing Model Fluid properties of air YAW ANGLE

Fluid properties of air

Analysis Of Heavy Duty Trucks For Drag Reduction:- Existing Model Fluid properties of air YAW ANGLE

YAW ANGLE 0 Degree.

Analysis Of Heavy Duty Trucks For Drag Reduction:- Existing Model Fluid properties of air YAW ANGLE

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Int. J. Adv. Res. 5(6), 1439-1447

Static Pressure.

2320-5407 Int. J. Adv. Res. 5(6), 1439-1447 Static Pressure. Velocity Yaw Angle – 1 Degree. Static

Velocity

Yaw Angle 1 Degree.

2320-5407 Int. J. Adv. Res. 5(6), 1439-1447 Static Pressure. Velocity Yaw Angle – 1 Degree. Static

Static Pressure.

2320-5407 Int. J. Adv. Res. 5(6), 1439-1447 Static Pressure. Velocity Yaw Angle – 1 Degree. Static

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Int. J. Adv. Res. 5(6), 1439-1447

Velocity YAW ANGLE 2 Degree.

Int. J. Adv. Res. 5(6), 1439-1447 Velocity YAW ANGLE – 2 Degree. Pressure Velocity YAW ANGLE-

Pressure

Int. J. Adv. Res. 5(6), 1439-1447 Velocity YAW ANGLE – 2 Degree. Pressure Velocity YAW ANGLE-

Velocity

YAW ANGLE- 3 Degree.

Int. J. Adv. Res. 5(6), 1439-1447 Velocity YAW ANGLE – 2 Degree. Pressure Velocity YAW ANGLE-

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Pressure

ISSN: 2320-5407 Int. J. Adv. Res. 5(6), 1439-1447 Pressure Velocity MODIFIED MODEL YAW ANGLE- 0 Degree

Velocity

MODIFIED MODEL YAW ANGLE- 0 Degree

Int. J. Adv. Res. 5(6), 1439-1447 Pressure Velocity MODIFIED MODEL YAW ANGLE- 0 Degree Imported Model

Imported Model

Int. J. Adv. Res. 5(6), 1439-1447 Pressure Velocity MODIFIED MODEL YAW ANGLE- 0 Degree Imported Model

Pressure

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Velocity

YAW ANGLE-1 Degree.

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Pressure

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Velocity

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YAW ANGLE-2 Degree

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Pressure

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Velocity YAW ANGLE-3 Degree

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Pressure

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ISSN: 2320-5407 Int. J. Adv. Res. 5(6), 1439-1447 Result:- Existing Model. Velocity   PRESSURE (N/mm 2

Result:-

Existing Model.

Velocity

 

PRESSURE (N/mm 2 )

VELOCITY

DRAG FORCE(N)

LIFT FORCE(N)

(m/s)

0-deg

7.00e+03

1.23e+02

3699.2855

-23.000178

1-deg

7.06e+03

1.25e+02

3591.9445

91.70718

2-deg

7.20e+03

1.24e+02

3486.3478

199.14139

3-deg

7.33e+03

1.27e+02

3453.9187

308.95235

4-deg

7.63e+03

1.26e+02

3412.1785

435.938

5-deg

7.83e+03

1.29e+02

3346.796

564.79953

Modified Model.

 

PRESSURE

VELOCITY

DRAG FORCE(N)

LIFT FORCE(N)

(Pa)

(m/s)

0-deg

7.23e+03

1.22e+02

3750.3736

-34.067584

1-deg

7.08e+03

1.24e+02

3678.1884

87.159243

2-deg

7.07e+03

1.22e+02

3672.7824

187.70013

3-deg

7.06e+03

1.23e+02

3655.922

306.36756

4-deg

6.91e+03

1.21e+02

3598.1378

416.30607

5-deg

6.94e+03

1.21e+02

3594.3167

522.77513

 

Graphs.

COMPARISON OF PRESSURE WITH DIFFERENT MODELS AND YAW ANGLES 8.00E+03 7.50E+03 7.00E+03 6.50E+03 Original model
COMPARISON OF PRESSURE WITH
DIFFERENT MODELS AND YAW
ANGLES
8.00E+03
7.50E+03
7.00E+03
6.50E+03
Original model
6.00E+03
Modified model
0
1
2
3
4
5
deg
deg
deg
deg
deg
deg
YAW ANGLES
Pressure (Pa)

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COMPARISON OF VELOCITY WITH DIFFERENT MODELS AND YAW ANGLES 1.30E+02 1.25E+02 1.20E+02 original model 1.15E+02
COMPARISON OF VELOCITY
WITH DIFFERENT MODELS
AND YAW ANGLES
1.30E+02
1.25E+02
1.20E+02
original model
1.15E+02
0
1
2
3
4
5
deg deg deg deg deg deg
YAW ANGLES
Velocity (m/s)
COMPARISON OF DRAG FORCE WITH DIFFERENT MODELS AND YAW ANGLES 3800 3600 3400 original 3200
COMPARISON OF DRAG FORCE WITH
DIFFERENT MODELS AND YAW ANGLES
3800
3600
3400
original
3200
model
3000
0 deg 1 deg 2 deg 3 deg 4 deg 5 deg
YAW ANGLES
Drag Force (N)
2000 COMPARISON OF LIFT FORCE WITH DIFFERENT MODELS AND YAW ANGLES 0 Modified 0 deg
2000
COMPARISON OF LIFT FORCE
WITH DIFFERENT MODELS AND
YAW ANGLES
0
Modified
0 deg
1 deg
2 deg
3 deg
4 deg
5 deg
model
-2000
YAW ANGLES
Lift Force (N)

Conclusion:-

This work verifies the possibilities of improving the aerodynamics around a truck in order to reduce the fuel consumption. Aerodynamic trailer devices have a great potential of reducing drag. Compared to the original modal, the trailer is much more susceptible for aerodynamic drag improvements and thus the fuel consumption can be substantially reduced by using trailer devices. By combining the devices, even larger drag improvements can be achieved.

In this analysis we have taken 10 Ton truck as experimental model. The results show that the largest effects of the trailer devices are achieved during 5° yaw. By observing above result we are concluding that after adding trailer slant device on top of the truck increase lift force and reduce drag force are reduced from 0 o to 5 o yaw angle.

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