Instituto Tecnológico y de Estudios Superiores de

Monterrey Campus Estado de México

Fluid Mechanics
Group 1
Challenge – Fluent Simulations
Edgar Domínguez Ugalde A01371437
Oscar Jesus de Lara de la Cruz A01020142
Lizette Carrasco Montiel A01372529
Rodrigo Gabriel Ramos A01376891

Instructor: José de Jesús Solis Cordova

CFD Analysis of an All-Terrain Vehicle and a helmet
An all-terrain car model (Jeep Wrangler) and a motorcycle helmet have been created by
using CAD tools and designed the model in a specified computational domain by using
ANSYS software.
The objective of the simulation is to create a quality Computational Fluid Dynamics
simulation of the car model and extract meaningful data, and study drag phenomenon.
Creating 3D Geometry
The first step was to create the 3D Geometry using the software ​Autodesk Fusion360.

Figure 1. Isometric and side views of the CAD models.

The assumption is that the working object is moving forward with a constant velocity
through the air. This is interpreted in the software as if the air is moving towards the car
with the same velocity but in the opposite direction the car is stationary. The entire process
is done considering the air domain. Therefore, the car is suppressed in the fluid domain and
suitable boundary condition is assigned.
Meshing
Once the 3D geometry is complete, the second step is to import that model to ANYS Fluent
to start the analysis. We had to enclosure the geometry and remove the wheels as they were
not being properly recognized by the program as a part of the full body.

Figure 2. Geometry imported to ANSYS with enclosure applied.

After doing this, it is necessary to mesh the model. Meshing is one of the most important
steps for simulation in ANSYS. A suitable mesh will give meaningful and accurate
solution, whereas wrong meshing will give inaccurate or wrong answers. In order to know
the turbulence properly the mesh should be grid independently and also it should be as fine
as possible especially at the boundary layer.
 Figure 3. Mesh generated for each model

For the first model, which is the car, the number of nodes in the mesh are 45640 and the
total elements are 249553.
For the helmet, the mesh generated contains 29758 nodes and a total of 163978 elements.
Equations
The continuity and momentum equations (Navier-Stokes equations) with a turbulence
model were used to solve the airflow:
∂u ∂v ∂w
∂x + ∂y + ∂z =0
 1 ∂p ∂τxy ∂τxz
u ∂u
∂x
+ v ∂u
∂y
+ w ∂u
∂z
=− ρ ∂x
+ 1ρ ( ∂y
+ ∂z
) + Bx
1 ∂p ∂τxy ∂τxy
u ∂v
∂x
+ v ∂v
∂y
+ w ∂v
∂z
=− ρ ∂y
+ 1ρ ( ∂x
+ ∂z
) + By
1 ∂p ∂τyz
u ∂w
∂x
+ v ∂w
∂y
+ w ∂w
∂z
=− ρ ∂z
+ 1ρ ( ∂τ∂xxz + ∂y
) + Bz

Where u ​is the ​x c​ omponent of velocity vector, ​v ​is the ​y ​component of velocity vector and
w ​is the ​z c​ omponent of velocity vector, ​ρ ​is density of air, ​p i​ s static pressure, ​τ ​is the shear
stress and ​B​x,​ By​ ,​ Bz​ ​ a​ re body forces.
It is also important to consider ​Transport equations for standard κ – ε turbulent model
For turbulent kinetic energy κ
∂ ∂ ∂ μt ∂k
∂t
(ρk) + ∂xi
(ρkui ) = ∂xj
[(μ + ) ]
σκ ∂xj
+ Gκ + Gb − ρ ε − Y M + S κ

For dissipation ε:
∂ ∂ ∂ μt ∂ε 2
∂t
(ρε) + ∂xi
(ρεui ) = ∂xj
[(μ + ) ]
σε ∂xj
+ C 1e (Gκ + C 3ε Gb ) − C 2ε ρ kε + S ε

Turbulent viscosity
2
μ = ρC μ κε

Where ​Cµ ​s constant.

In these equations, ​Gk​ represents the generation of turbulence kinetic energy due to the
mean velocity gradients. ​Gb​ is the generation of turbulence kinetic energy due to buoyancy.
Y​M represents the contribution of the fluctuating dilatation in compressible turbulence to the
​ ​, ​C​2e and ​C3e
overall dissipation rate. ​C1e ​ are constants. ​σ​k and ​σe​ are the turbulent Prandtl
numbers for ​k​ and ε, respectively. ​Sk​ and ​Se​ are user-defined source terms.
Model constants
The constants ​C​1e,​ ​C2e
​ ,​ ​Cµ,​ σ​k​ and ​σ​e have
​ the following default values:
C​1e =
​ 1.44,​ ​C2e
​ = 1.92
​ ,​ ​Cµ = 0.09,​ σ​k =
​ 1.0,​ ​σe​ ​= 1.3

These default values have been determined from experiments with air and water for
fundamental turbulent shear flows including homogeneous shear flows and decaying
isotropic grid turbulence.
Boundary conditions
● The object is assumed to be fixed at or set as wall to the model.
● The contour, top and bottom are set as walls
● Front and back of the body are set as inlet and outlet, respectively.
● Inlet velocity of air is 16 m/s
Results
After setting the conditions, initializing and running the calculation, and setting the number
of iterations to 200, the results obtained are the following. The calculation run for the car
and the helmet, respectively, is shown.

Figure 4. Results obtained for the Jeep

Figure 5. Results obtained for the helmet.

Velocity streamlines (Jeep)

 Figure 6. Inlet velocity streamlines on the truck.

The streamline flow is descriptive of the flow because, in laminar flow, layers of water
flowing over one another at different speeds with virtually no mixing between layers, fluid
particles move in definite and observable paths or streamlines. The average flow velocity is
approximately one half of the maximum velocity, using an initial velocity 16m/s
 Figures 7,8 & 9. Velocity streamlines from different perspectives.

The photos show the velocity streamlines from different angles. It is noted that by adding a
rear wing on a car, there is less turbulence. Also the initial stream velocity are expanding
while in the rear car are narrowing, this mean that the turbulence in that zone in the car is
smaller.
If a wing wing was added in the back of this car, we would see a change in the streamlines.
For design purposes and aerodynamics issues it is not needed in this particular model. But
the effect of a rear wing would generate the opposite effect that we obtained in this analysis
because the airflow is directing upwards by the rear wing and thus allows slower air from
below the car to free flow by distancing from the car, so there is no expanding of the
airflow.

​Velocity streamlines (helmet)

Figure 10. Transversal analysis for helmet..

Figure 11. Streamlines plots for the helmet.

The above figure shows the streamlines and the reason for the expanding of velocity
streamlines in the case of this geometry is that the air after passing over the rear part of the
helmet travels directly to the ground. That air has a higher speed and comes into collision
behind with the air from below which has a lower speed. So the expanding of velocity
streamlines are caused by distancing from the helmet.
Unlike the Jeep analysis, this one has more consistent velocity streamlines due to the
convexity and the spherical form of the helmet.
The same conditions were set in the program for both models and the plots of the results are
shown above. It is reasonable because of the change in geometries and as we mentioned
before, more aerodynamic vehicles nowadays include wings or spoilers in their design in
order to reduce drag and the possibility to achieve more downforce at lower speeds in the
purpose of increasing traction and thus better acceleration and less downforce at higher
speeds.
Redesigned models
Now, as a part of the final analysis of this project, some changes in the geometry have been
made to the initial models in order to study how these changes affect the simulations under
the same conditions.
For the first model, which is the All Terrain Vehicle, the group decision was to implement a
spoiler. This accessory has an initial height above the truck´s roof, as shown on figure 12.

Figure 12. Spoiler implemented to the body.

What a spoiler is and does it actually make the truck go faster?

To get an idea of the expected data we must explain the reason why the spoilers exist. The
functionality of a spoiler is to increase the grip of a vehicle on the road; spoilers generate
what is called “down force” which affects the hole mass. As an analogy, a spoiler could be
represented as an airplane wing but upside down, in terms of the way it works.
As an ideal approximation, the flow should be laminar throughout the body length;
however, in actual practice this does not happen. When the streamlines do not travel in a
straight path, then the flow is set to be as turbulent. In this case, we can say that the front
section has laminar flow but the air flow in the rear section turns to turbulent when it
arrives at the end. This happens because of the sudden decrease in area of the shape, and
because of a pressure drop caused by the difference in velocity air flow: it is very high
above the body compared to the flow below.
This last statement can be proved by Bernoulli’s principle, which say that for a given
volume of air, the higher the velocity of the molecules traveling, the lower the pressure
becomes and vice versa.
In general, there are two forces acting in the car when it is moving at a high speed: lift and
drag. A wing is installed in the rear of a vehicle to decrease these forces. The installation of
a wing avoids lift and, consequently, a better traction control is obtained, the handling
improves, airflow over the car body is laminar.

Figure 13. Drag and lift from over body flow

For the second model, which corresponds to a helmet, the decision was to implement a
flipper on the upper side of the body. The flipper has a particular shape, that contrast with
helmet natural shape. The modification is shown on figure 14.

Figure 14. Flipper implemented to the helmet.

Is it important to consider streamlines on a helmet or the style must be everything?

In order to design a functional helmet, is necessary to analyse its shape. The first
consideration that we must have is the existence of a windscreen. From other experiments
run on laboratories, we are able to determine as a constant behavior for helmets without
windscreen that corresponds to free flow conditions, from the other hand, helmets with a
windscreen are commonly analysed with a shear/turbulent flow.
In general terms, a helmet is important due to the security provided to the rider in order to
have less injury risks. It also force the rider into the seat without causing annoyance or
discomfort to the spine.
The flow streamlines on a motorcycle rider are shown on figure 15.

Figure 15. Flow streamlines on motorcycle rider.

In the previous figure, we can see a computer simulation of air flow applied to a
motorcycle, a rider and everything he is wearing; in this case, the helmet which is in direct
contact with the fluid. There is also a free flow streamline, and a violent turbulent flow on
his back.

Final results
Jeep streamlines

Figure 16 & 17. Streamlines plots for the second simulation with a wing installed.

Helmet streamlines
Figure 18. Streamlines plot for the second simulation of the helmet with a wing installed.

Figure 19. Contour plots for the second simulation for the helmet with a wing installed

Conclusions
As you can see in the plots for each modified model, a change in the streamlines path is
remarkable. In the first case, a reduction in the turbulent flow at the rear section was
obtained as expected. However, in the case of the helmet, the flow is not close to laminar
anymore and the maximum air velocity increased almost twice as it was in the original
model. This is happening because the position of the flipper installed is causing a change of
direction in the air flow. This sudden change creates vortex in the front section and proves
that a flipper is not always required to reduce turbulence throughout the body and may not
be suitable for this particular gear.
Analysis on flow streamlines are of great relevance when we talk about security for users.
In first case, the all terrain vehicle, is safer to have more grip on the road at any velocity.
But, for the second case, a motorcycle helmet, the effects on the user are greater. If a
helmet is not aerodynamic, the pressure drag resistance that presses the helmet against the
user´s neck can be even more harmful to health and safe security.
References
1. Jongebloed, L. (2008). ​Numerical Study using FLUENT of the Separation and
Reattachment Points for Backwards - Facing Step Flow.​ Mechanical Engineering
Rensselaer Polytechnic Institute, Hartford, Connecticut.
2. Anderson. (2014). ​Race Car Aerodynamics Part 2: Lift and Drag​.
3. Damjanovic, D., Drazan, K., & a, e. (2011). ​CFD analysis of concept car in order
to improve aerodynamics​. Osijek, Croatia: Jarmuipari Innovacio.
4. ANSYS Inc. (2009). ​ANSYS FLUENT 12.0 User's Guide.​ ANSYS Inc.