design and analysis of heavy trucks using · e first step in cfd. here catia design is saved in...

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International Journal of Mechanical Engineering and Technology (IJMET)Volume 8, Issue 7, JulyAvailable online at ISSN Print: 0976 © IAEME

DESIGN AND ANALYSIS

ABSTRACTThe history of research about the aerodynamic efficiency of the heavy trucks, it

has been observed that the squared edges and bluff body shapes become obstacle to the improvement of the fuel economy. tractor trailer it causes to change the behavior of air, resulting in creation of the different drag regions over the surface of trucks. These low and high pressure regions lead to formation of the drag which As the speed of the vehicle is increased the force which is required to overcome both rolling friction and drag increases but at speeds greater than 70Mph aerodynamic drag is the dominating factor. Resefuel economy by using external devices like boat tails, side skirts, roof fairings over the cab, rear flaps and under flow carriages. In this project different aerodynamically shaped tractors and trailers investigated. Different drag reducing devices have been used on the truck to check the feasibility of reduction in drag.

Different truck geometries have been designed in CATIA V5 R20 with in standard geometry with variations in shape and with different external drag reducing devices. also the gap between the tractor and trailer was optimized. Simulation was carrieusing ANSYS CFX solver software.Key words:


International Journal of Mechanical Engineering and Technology (IJMET)Volume 8, Issue 7, JulyAvailable online at http://www.iaeme.com/IJMEISSN Print: 0976-6340 and ISSN Online: 0976

© IAEME Publication

DESIGN AND ANALYSIS

Assistant Professor, Department of Mechanical EngineeringMLR Institute of Technology, Hyderabad

Assistant Professor, Department of Mechanical Engineering, MLR Insti

Assistant Professor, Department of Mechanical Sanketika Vidya Parishad Engineering College

Assistant Professor, Department of Mechanical Engineering, MLR Insti

ABSTRACT The history of research about the aerodynamic efficiency of the heavy trucks, it

has been observed that the squared edges and bluff body shapes become obstacle to the improvement of the fuel economy. tractor trailer it causes to change the behavior of air, resulting in creation of the different drag regions over the surface of trucks. These low and high pressure regions lead to formation of the drag which As the speed of the vehicle is increased the force which is required to overcome both rolling friction and drag increases but at speeds greater than 70Mph aerodynamic drag is the dominating factor. Resefuel economy by using external devices like boat tails, side skirts, roof fairings over the cab, rear flaps and under flow carriages. In this project different aerodynamically shaped tractors and trailers investigated. Different drag reducing devices have been used on the truck to check the feasibility of reduction in drag.

Different truck geometries have been designed in CATIA V5 R20 with in standard geometry with variations in shape and with different external drag reducing devices. also the gap between the tractor and trailer was optimized. Simulation was carrieusing ANSYS CFX solver software.Key words: Drag, Fuel Economy, Aerodynamic Drag, Wind Tunnel

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International Journal of Mechanical Engineering and Technology (IJMET)Volume 8, Issue 7, July 2017, pp.

http://www.iaeme.com/IJME6340 and ISSN Online: 0976

Publication

DESIGN AND ANALYSIS


Assistant Professor, Department of Mechanical Engineering, MLR Institute of Technology, Hyderabad

Assistant Professor, Department of Mechanical Sanketika Vidya Parishad Engineering College

Assistant Professor, Department of Mechanical Engineering, MLR Institute of Technology, Hyderabad

The history of research about the aerodynamic efficiency of the heavy trucks, it has been observed that the squared edges and bluff body shapes become obstacle to the improvement of the fuel economy. tractor trailer it causes to change the behavior of air, resulting in creation of the different drag regions over the surface of trucks. These low and high pressure regions lead to formation of the drag which As the speed of the vehicle is increased the force which is required to overcome both rolling friction and drag increases but at speeds greater than 70Mph aerodynamic drag is the dominating factor. Resefuel economy by using external devices like boat tails, side skirts, roof fairings over the cab, rear flaps and under flow carriages. In this project different aerodynamically shaped tractors and trailers investigated. Different drag reducing devices have been used on the truck to check the feasibility of reduction in drag.

Different truck geometries have been designed in CATIA V5 R20 with in standard geometry with variations in shape and with different external drag reducing devices. also the gap between the tractor and trailer was optimized. Simulation was carrieusing ANSYS CFX solver software.

Drag, Fuel Economy, Aerodynamic Drag, Wind Tunnel

IJMET/index.asp

International Journal of Mechanical Engineering and Technology (IJMET)2017, pp. 379–387, Article ID: IJM

http://www.iaeme.com/IJME6340 and ISSN Online: 0976

Scopus Indexed

DESIGN AND ANALYSIS USING


B L N Assistant Professor, Department of Mechanical Engineering,

tute of Technology, Hyderabad

KAssistant Professor, Department of Mechanical

Sanketika Vidya Parishad Engineering College

Assistant Professor, Department of Mechanical Engineering, tute of Technology, Hyderabad

The history of research about the aerodynamic efficiency of the heavy trucks, it has been observed that the squared edges and bluff body shapes become obstacle to the improvement of the fuel economy. tractor trailer it causes to change the behavior of air, resulting in creation of the different drag regions over the surface of trucks. These low and high pressure regions lead to formation of the drag which in turn will reduce the fuel economy of the vehicle. As the speed of the vehicle is increased the force which is required to overcome both rolling friction and drag increases but at speeds greater than 70Mph aerodynamic drag is the dominating factor. Researchers around the clock have tried to improve the fuel economy by using external devices like boat tails, side skirts, roof fairings over the cab, rear flaps and under flow carriages. In this project different aerodynamically shaped tractors and trailers have been studied and flow around the truck was investigated. Different drag reducing devices have been used on the truck to check the feasibility of reduction in drag.

Different truck geometries have been designed in CATIA V5 R20 with in standard geometry with variations in shape and with different external drag reducing devices. also the gap between the tractor and trailer was optimized. Simulation was carrieusing ANSYS CFX solver software.


asp 379

International Journal of Mechanical Engineering and Technology (IJMET)Article ID: IJM

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Indexed

DESIGN AND ANALYSIS OF HEAVY TRUCKS USING CFD

Monica T Assistant Professor, Department of Mechanical EngineeringMLR Institute of Technology, Hyderabad

B L N KrishnaAssistant Professor, Department of Mechanical Engineering,


K KamalakarAssistant Professor, Department of Mechanical

Sanketika Vidya Parishad Engineering College

S Girish Assistant Professor, Department of Mechanical Engineering,


The history of research about the aerodynamic efficiency of the heavy trucks, it has been observed that the squared edges and bluff body shapes become obstacle to the improvement of the fuel economy. When the air passes through the surface of the tractor trailer it causes to change the behavior of air, resulting in creation of the different drag regions over the surface of trucks. These low and high pressure regions

in turn will reduce the fuel economy of the vehicle. As the speed of the vehicle is increased the force which is required to overcome both rolling friction and drag increases but at speeds greater than 70Mph aerodynamic

archers around the clock have tried to improve the fuel economy by using external devices like boat tails, side skirts, roof fairings over the cab, rear flaps and under flow carriages. In this project different aerodynamically

have been studied and flow around the truck was investigated. Different drag reducing devices have been used on the truck to check the

Different truck geometries have been designed in CATIA V5 R20 with in standard geometry with variations in shape and with different external drag reducing devices. also the gap between the tractor and trailer was optimized. Simulation was carrie


International Journal of Mechanical Engineering and Technology (IJMET)Article ID: IJMET_08_07_044

asp?JType=IJME

OF HEAVY TRUCKS CFD

Assistant Professor, Department of Mechanical EngineeringMLR Institute of Technology, Hyderabad, Telangana,

Krishna Sai Assistant Professor, Department of Mechanical Engineering,

tute of Technology, Hyderabad, Telangana

Kamalakar Assistant Professor, Department of Mechanical

Sanketika Vidya Parishad Engineering College, Andhra Pradesh,

Assistant Professor, Department of Mechanical Engineering,

tute of Technology, Hyderabad, Telangana, India

The history of research about the aerodynamic efficiency of the heavy trucks, it has been observed that the squared edges and bluff body shapes become obstacle to

When the air passes through the surface of the tractor trailer it causes to change the behavior of air, resulting in creation of the different drag regions over the surface of trucks. These low and high pressure regions






[email protected]

International Journal of Mechanical Engineering and Technology (IJMET) 07_044

asp?JType=IJMET&VType=8&IType=7

OF HEAVY TRUCKS

Assistant Professor, Department of Mechanical EngineeringTelangana, India

Assistant Professor, Department of Mechanical Engineering, Telangana, India

Assistant Professor, Department of Mechanical Engineering, Andhra Pradesh,

Assistant Professor, Department of Mechanical Engineering, , Telangana, India







Drag, Fuel Economy, Aerodynamic Drag, Wind Tunnel.

[email protected]

T&VType=8&IType=7

OF HEAVY TRUCKS

Assistant Professor, Department of Mechanical Engineering, India

Assistant Professor, Department of Mechanical Engineering, , India

Engineering, Andhra Pradesh, India

Assistant Professor, Department of Mechanical Engineering, , Telangana, India






Different truck geometries have been designed in CATIA V5 R20 with in standard geometry with variations in shape and with different external drag reducing devices. also the gap between the tractor and trailer was optimized. Simulation was carried out

[email protected]

T&VType=8&IType=7

OF HEAVY TRUCKS






Different truck geometries have been designed in CATIA V5 R20 with in standard geometry with variations in shape and with different external drag reducing devices.

d out


Cite this Articleof Heavy Trucks using CFDTechnologyhttp://www.i

1. INTRODUCTIONTruck aerodynamics is essential today because of increased fuel cost and operational cost of the vehicle. With improved aerodynamics substantial amount of fuel can be saved. In heavy duty trucks primary resisting forces are developed from rolling friction loses and aerodynamic drag. As the speed of the truck is increased the force which is required to overcome both rolling friction and aerodynamic drag increases but at truck speeds greater than 60mph aerodynamic drag will be more than concerns such as atmospheric effects, vehicle interference and on road conditions will affect the drag on the vehicle. The dominant drag portions on the truck will be front portion of the tractor, gap between tractorDifferent aerodynamically shaped devices like roof fairings, boat tails at the rear of the vehicle, optimizing the gap between tractor and trailer and reducing the ground clearance for the vehicle will reduce the drag effect on vehicle. Drag force is the force which is created by the air while the vehicle is in motion. It will act on the body in the direction of motion. The lift is acting in the direction perpendicular to the motion of thcalculated from FD = Cthe body which is the largest projected area of body on a plane perpendicular to the direction of the air, ρ /2 is called the dynamic pressu

The purpose of this work is to reduce the drag coefficient by improving the aerodynamic shape of the tractor and by obtaining operational performances.

2. PROBLEM FORMULATIONThe main objective of drag reduction is to obtain better fuel consumption of the truck and increase in the operational performances.analysis of heavy truck with two different modified truck designs. It is also concerned with validation of simulation results with wind tunnel experimental results, concern with calculations of fuel consumption, power required to overcome drag, energy consuthe truck and aerodynamic efficiency.with in standard geometry.15m/s by using CFD.


Cite this Articleof Heavy Trucks using CFDTechnology, 8(7), 2017, pp. 3http://www.iaeme.com/IJME

1. INTRODUCTIONTruck aerodynamics is essential today because of increased fuel cost and operational cost of the vehicle. With improved aerodynamics substantial amount of fuel can be saved. In heavy duty trucks primary resisting forces are developed from rolling friction loses and aerodynamic drag. As the speed of the truck is increased the force which is required to overcome both rolling friction and aerodynamic drag increases but at truck speeds greater than 60mph aerodynamic drag will be more than concerns such as atmospheric effects, vehicle interference and on road conditions will affect the drag on the vehicle. The dominant drag portions on the truck will be front portion of the tractor, gap between tractorDifferent aerodynamically shaped devices like roof fairings, boat tails at the rear of the vehicle, optimizing the gap between tractor and trailer and reducing the ground clearance for he vehicle will reduce the drag effect on vehicle. Drag force is the force which is created by

the air while the vehicle is in motion. It will act on the body in the direction of motion. The lift is acting in the direction perpendicular to the motion of thcalculated from FD = Cthe body which is the largest projected area of body on a plane perpendicular to the direction of the air, ρ /2 is called the dynamic pressu


PROBLEM FORMULATIONThe main objective of drag reduction is to obtain better fuel consumption of the truck and increase in the operational performances.nalysis of heavy truck with two different modified truck designs. It is also concerned with

validation of simulation results with wind tunnel experimental results, concern with calculations of fuel consumption, power required to overcome drag, energy consuthe truck and aerodynamic efficiency.with in standard geometry.

by using CFD.

Design and Analysis of Heavy Trucks using CFD


Cite this Article: Monica T, B L N Krishna Sai, K Kamalakarof Heavy Trucks using CFD

, 8(7), 2017, pp. 3aeme.com/IJME

1. INTRODUCTION Truck aerodynamics is essential today because of increased fuel cost and operational cost of the vehicle. With improved aerodynamics substantial amount of fuel can be saved. In heavy duty trucks primary resisting forces are developed from rolling friction loses and aerodynamic drag. As the speed of the truck is increased the force which is required to overcome both rolling friction and aerodynamic drag increases but at truck speeds greater than 60mph aerodynamic drag will be more than concerns such as atmospheric effects, vehicle interference and on road conditions will affect the drag on the vehicle. The dominant drag portions on the truck will be front portion of the tractor, gap between tractor and trailer, ground clearance of vehicle and rear shape the trailer. Different aerodynamically shaped devices like roof fairings, boat tails at the rear of the vehicle, optimizing the gap between tractor and trailer and reducing the ground clearance for he vehicle will reduce the drag effect on vehicle. Drag force is the force which is created by

the air while the vehicle is in motion. It will act on the body in the direction of motion. The lift is acting in the direction perpendicular to the motion of thcalculated from FD = CDAρ /2 Where, CD is coefficient of drag ,A is characteristic area of the body which is the largest projected area of body on a plane perpendicular to the direction of the air, ρ /2 is called the dynamic pressu

Figure


PROBLEM FORMULATIONThe main objective of drag reduction is to obtain better fuel consumption of the truck and increase in the operational performances.nalysis of heavy truck with two different modified truck designs. It is also concerned with

validation of simulation results with wind tunnel experimental results, concern with calculations of fuel consumption, power required to overcome drag, energy consuthe truck and aerodynamic efficiency.with in standard geometry. And the

by using CFD.


IJMET/index.asp

Monica T, B L N Krishna Sai, K Kamalakarof Heavy Trucks using CFD. International Journal of Mech

, 8(7), 2017, pp. 379–387.aeme.com/IJMET/issues.asp?JType=IJMET&VType=8&IType=7

Truck aerodynamics is essential today because of increased fuel cost and operational cost of the vehicle. With improved aerodynamics substantial amount of fuel can be saved. In heavy duty trucks primary resisting forces are developed from rolling friction loses and aerodynamic drag. As the speed of the truck is increased the force which is required to overcome both rolling friction and aerodynamic drag increases but at truck speeds greater than 60mph aerodynamic drag will be more than concerns such as atmospheric effects, vehicle interference and on road conditions will affect the drag on the vehicle. The dominant drag portions on the truck will be front portion of the

and trailer, ground clearance of vehicle and rear shape the trailer. Different aerodynamically shaped devices like roof fairings, boat tails at the rear of the vehicle, optimizing the gap between tractor and trailer and reducing the ground clearance for he vehicle will reduce the drag effect on vehicle. Drag force is the force which is created by

the air while the vehicle is in motion. It will act on the body in the direction of motion. The lift is acting in the direction perpendicular to the motion of th

Aρ /2 Where, CD is coefficient of drag ,A is characteristic area of the body which is the largest projected area of body on a plane perpendicular to the direction of the air, ρ /2 is called the dynamic pressu

Figure 1 External flow of heavy trucks

The purpose of this work is to reduce the drag coefficient by improving the aerodynamic shape of the tractor and by obtaining better fuel consumption of the truck

PROBLEM FORMULATION The main objective of drag reduction is to obtain better fuel consumption of the truck and increase in the operational performances.nalysis of heavy truck with two different modified truck designs. It is also concerned with

validation of simulation results with wind tunnel experimental results, concern with calculations of fuel consumption, power required to overcome drag, energy consuthe truck and aerodynamic efficiency. The

And the analysis was carried out for the designed model


asp 380

Monica T, B L N Krishna Sai, K KamalakarInternational Journal of Mech

. asp?JType=IJMET&VType=8&IType=7

Truck aerodynamics is essential today because of increased fuel cost and operational cost of the vehicle. With improved aerodynamics substantial amount of fuel can be saved. In heavy duty trucks primary resisting forces are developed from rolling friction loses and aerodynamic drag. As the speed of the truck is increased the force which is required to overcome both rolling friction and aerodynamic drag increases but at truck speeds greater than 60mph aerodynamic drag will be more than concerns such as atmospheric effects, vehicle interference and on road conditions will affect the drag on the vehicle. The dominant drag portions on the truck will be front portion of the



Aρ /2 Where, CD is coefficient of drag ,A is characteristic area of the body which is the largest projected area of body on a plane perpendicular to the direction of the air, ρ /2 is called the dynamic pressure of the flowing air.

External flow of heavy trucks

The purpose of this work is to reduce the drag coefficient by improving the aerodynamic better fuel consumption of the truck

The main objective of drag reduction is to obtain better fuel consumption of the truck and increase in the operational performances. This project is about the study of modeling and flow nalysis of heavy truck with two different modified truck designs. It is also concerned with

validation of simulation results with wind tunnel experimental results, concern with calculations of fuel consumption, power required to overcome drag, energy consu

The truck designs were developed in CATIAV5 R20 analysis was carried out for the designed model


Monica T, B L N Krishna Sai, K KamalakarInternational Journal of Mech


Truck aerodynamics is essential today because of increased fuel cost and operational cost of the vehicle. With improved aerodynamics substantial amount of fuel can be saved. In heavy duty trucks primary resisting forces are developed from rolling friction loses and aerodynamic drag. As the speed of the truck is increased the force which is required to overcome both rolling friction and aerodynamic drag increases but at truck speeds greater than 60mph aerodynamic drag will be more than rolling friction. Also the operational concerns such as atmospheric effects, vehicle interference and on road conditions will affect the drag on the vehicle. The dominant drag portions on the truck will be front portion of the



Aρ /2 Where, CD is coefficient of drag ,A is characteristic area of the body which is the largest projected area of body on a plane perpendicular to the direction

re of the flowing air.



The main objective of drag reduction is to obtain better fuel consumption of the truck and This project is about the study of modeling and flow

nalysis of heavy truck with two different modified truck designs. It is also concerned with validation of simulation results with wind tunnel experimental results, concern with calculations of fuel consumption, power required to overcome drag, energy consu

truck designs were developed in CATIAV5 R20 analysis was carried out for the designed model


[email protected]

Monica T, B L N Krishna Sai, K Kamalakar. Design and Analysis International Journal of Mechanical Engineering and


Truck aerodynamics is essential today because of increased fuel cost and operational cost of the vehicle. With improved aerodynamics substantial amount of fuel can be saved. In heavy duty trucks primary resisting forces are developed from rolling friction loses and aerodynamic drag. As the speed of the truck is increased the force which is required to overcome both rolling friction and aerodynamic drag increases but at truck speeds greater

rolling friction. Also the operational concerns such as atmospheric effects, vehicle interference and on road conditions will affect the drag on the vehicle. The dominant drag portions on the truck will be front portion of the


the air while the vehicle is in motion. It will act on the body in the direction of motion. The lift is acting in the direction perpendicular to the motion of the body. The drag can be





nalysis of heavy truck with two different modified truck designs. It is also concerned with validation of simulation results with wind tunnel experimental results, concern with calculations of fuel consumption, power required to overcome drag, energy consu


[email protected]

Design and Analysis anical Engineering and


Truck aerodynamics is essential today because of increased fuel cost and operational cost of the vehicle. With improved aerodynamics substantial amount of fuel can be saved. In heavy duty trucks primary resisting forces are developed from rolling friction of tires, drive train loses and aerodynamic drag. As the speed of the truck is increased the force which is required to overcome both rolling friction and aerodynamic drag increases but at truck speeds greater



the air while the vehicle is in motion. It will act on the body in the direction of motion. The e body. The drag can be


The purpose of this work is to reduce the drag coefficient by improving the aerodynamic better fuel consumption of the truck and increase in the


nalysis of heavy truck with two different modified truck designs. It is also concerned with validation of simulation results with wind tunnel experimental results, concern with calculations of fuel consumption, power required to overcome drag, energy consumption by


[email protected]

Design and Analysis anical Engineering and

Truck aerodynamics is essential today because of increased fuel cost and operational cost of the vehicle. With improved aerodynamics substantial amount of fuel can be saved. In heavy

of tires, drive train loses and aerodynamic drag. As the speed of the truck is increased the force which is required to overcome both rolling friction and aerodynamic drag increases but at truck speeds greater



the air while the vehicle is in motion. It will act on the body in the direction of motion. The e body. The drag can be


The purpose of this work is to reduce the drag coefficient by improving the aerodynamic and increase in the


nalysis of heavy truck with two different modified truck designs. It is also concerned with validation of simulation results with wind tunnel experimental results, concern with

mption by truck designs were developed in CATIAV5 R20

at speed


3. DESIGN AND ANALYSIS Design specifications of truck and tractor are taken from the standard Tata heavy trucks manufacturer's catalog.

Here also the main considerations are taken like length, width, height of the trailer etc

CATIA V5 R20: The part body of the blunt body of truck.

CFD simulations are carried out by dividing the physical domain elements and numerically solved the governing equations that describe the behavior of flow.In this project CFD analysis was carried out for the designed models at various speeds i.e. 15m/s, 20m/s and 25m/s respectively.


DESIGN AND ANALYSIS Design specifications of truck and tractor are taken from the standard Tata heavy trucks manufacturer's catalog.

LengthWidthHeightGround clearanceWind shield angle


LengthWidthHeightGround clearance



Monica T, B L N Krishna Sai, K Kamalakar


DESIGN AND ANALYSIS Design specifications of truck and tractor are taken from the standard Tata heavy trucks manufacturer's catalog.

Table 1

ParameterLength Width Height Ground clearanceWind shield angle

Figure


Table 2

ParameterLength Width Height Ground clearance


Figure



IJMET/index.asp

DESIGN AND ANALYSIS OF BLUNT BODY OF TRUDesign specifications of truck and tractor are taken from the standard Tata heavy trucks

Table 1 Design Specifications of Tractor

Parameter

Ground clearance Wind shield angle

Figure 2 Design Specifications of Trailer


Table 2 Design Specifications of Trailer

arameter

Ground clearance CATIA V5 R20: The part body of the blunt body of truck.

Figure 3 CATIA Design



asp 381

OF BLUNT BODY OF TRUDesign specifications of truck and tractor are taken from the standard Tata heavy trucks

Design Specifications of Tractor

Dimensional specification(mm)

Design Specifications of Trailer



Design specification(mm)


CATIA Design o

CFD simulations are carried out by dividing the physical domain elements and numerically solved the governing equations that describe the behavior of flow.In this project CFD analysis was carried out for the designed models at various speeds i.e.


OF BLUNT BODY OF TRUDesign specifications of truck and tractor are taken from the standard Tata heavy trucks


Dimensional specification(mm)7002453855565




Design specification(mm)165026056050


of Blunt Body

CFD simulations are carried out by dividing the physical domain elements and numerically solved the governing equations that describe the behavior of flow.In this project CFD analysis was carried out for the designed models at various speeds i.e.


[email protected]

OF BLUNT BODY OF TRUCK AT 15 Design specifications of truck and tractor are taken from the standard Tata heavy trucks


Dimensional specification(mm)700 245 385 55 65




Design specification(mm) 1650 260 560

f Blunt Body

CFD simulations are carried out by dividing the physical domain into small finite volume elements and numerically solved the governing equations that describe the behavior of flow.In this project CFD analysis was carried out for the designed models at various speeds i.e.

[email protected]

CK AT 15 Design specifications of truck and tractor are taken from the standard Tata heavy trucks

Dimensional specification(mm)


into small finite volume elements and numerically solved the governing equations that describe the behavior of flow.In this project CFD analysis was carried out for the designed models at various speeds i.e.

[email protected]

CK AT 15 M/S Design specifications of truck and tractor are taken from the standard Tata heavy trucks


into small finite volume elements and numerically solved the governing equations that describe the behavior of flow. In this project CFD analysis was carried out for the designed models at various speeds i.e.


It was thimported into the ANSYS workbench.

3.1. Descretization The flow domain and truck was discritizedpatch independent. The elements formed in mesh are approximately 2 million. Grid independent test was performed and fine results obtained at fine mesh

Here different boundary conditions were given. Boundary conditions include inlet air velocity at three different speeds i,e 15 m/s ,20 m/s Out let pressure at 0 atm, remaining walls of envelope are at no slip condition for flowing the fluid without frictiowas taken as road for the vehicle. The equations for drag were also given.

Input velocity (m/s)Mesh nodesMesh elementsDomain typeDomain motionHeat transfer modelFluid temperatureTurbulence modelTurbulent wall functionsBoundary typeFlow regime

Mass and momentum

Relative pressure (Pa)Wall roughness


It was the first step in CFD. Here CATIA design is saved in IGES format and then imported into the ANSYS workbench.

Descretization The flow domain and truck was discritizedpatch independent. The elements formed in mesh are approximately 2 million. Grid independent test was performed and fine results obtained at fine mesh


Table

Input velocity (m/s)Mesh nodes Mesh elementsDomain type Domain motionHeat transfer modelFluid temperatureTurbulence modelTurbulent wall functionsBoundary typeFlow regime

Mass and momentum

Relative pressure (Pa)Wall roughness



e first step in CFD. Here CATIA design is saved in IGES format and then imported into the ANSYS workbench.

Figure

Descretization (MESH)The flow domain and truck was discritizedpatch independent. The elements formed in mesh are approximately 2 million. Grid independent test was performed and fine results obtained at fine mesh

Figure


Table 3 Boundary Conditions

Input velocity (m/s)

Mesh elements

Domain motion Heat transfer model Fluid temperature Turbulence model Turbulent wall functions Boundary type

Mass and momentum

Relative pressure (Pa) Wall roughness


IJMET/index.asp

e first step in CFD. Here CATIA design is saved in IGES format and then imported into the ANSYS workbench.

Figure 4 Importing Geometry in CFX

(MESH) The flow domain and truck was discritizedpatch independent. The elements formed in mesh are approximately 2 million. Grid independent test was performed and fine results obtained at fine mesh

Figure 5 Discritization


Boundary Conditions


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e first step in CFD. Here CATIA design is saved in IGES format and then

Importing Geometry in CFX

The flow domain and truck was discritized into unstructured mesh of tetrahedron cells with patch independent. The elements formed in mesh are approximately 2 million. Grid independent test was performed and fine results obtained at fine mesh

Discritization o


Boundary Conditions at 15m/s for Blunt Body In CFX

1560689268954FluidStationaryIsothermal2.5000e+01[C]K epsilonScalableInletSubsonicNormal speedStatic pressureNo slip wall0 Smooth wall




into unstructured mesh of tetrahedron cells with patch independent. The elements formed in mesh are approximately 2 million. Grid independent test was performed and fine results obtained at fine mesh

of Blunt Body


t 15m/s for Blunt Body In CFX

15 60689 268954 Fluid Stationary Isothermal 2.5000e+01[C] K epsilon Scalable Inlet Subsonic Normal speed Static pressure No slip wall

Smooth wall


[email protected]



into unstructured mesh of tetrahedron cells with patch independent. The elements formed in mesh are approximately 2 million. Grid independent test was performed and fine results obtained at fine mesh.

f Blunt Body Here different boundary conditions were given. Boundary conditions include inlet air

velocity at three different speeds i,e 15 m/s ,20 m/s Out let pressure at 0 atm, remaining walls of envelope are at no slip condition for flowing the fluid without friction. The bottom wall was taken as road for the vehicle. The equations for drag were also given.


[email protected]


into unstructured mesh of tetrahedron cells with patch independent. The elements formed in mesh are approximately 2 million. Grid

Here different boundary conditions were given. Boundary conditions include inlet air velocity at three different speeds i,e 15 m/s ,20 m/s Out let pressure at 0 atm, remaining walls

n. The bottom wall


[email protected]


into unstructured mesh of tetrahedron cells with patch independent. The elements formed in mesh are approximately 2 million. Grid

Here different boundary conditions were given. Boundary conditions include inlet air velocity at three different speeds i,e 15 m/s ,20 m/s Out let pressure at 0 atm, remaining walls

n. The bottom wall


4. DESIGN AND ANALYSIS Here the blunt body is modified using aerodynamic retrofits. The gap between the tractor and trailer was reduced, roof fairing was installed, trailer front face was changed, side skirts for trailer and boat tail at the rear of the truck was installed. Modifications are done by considering the space occupancy, operational concerns.

Design of

Design was done


DESIGN AND ANALYSIS Here the blunt body is modified using aerodynamic retrofits. The gap between the tractor and trailer was reduced, roof fairing was installed, trailer front face was changed, side skirts for trailer and boat tail at the rear of the truck was installed. Modifications are done by considering the space occupancy, operational concerns.

Design of Modified

LengthWidthHeightGround clearanceWind shield angle

LengthWidthHeightGround clearance

Design was done by using CATIA V5 R20.



Figure

DESIGN AND ANALYSIS Here the blunt body is modified using aerodynamic retrofits. The gap between the tractor and trailer was reduced, sharp edges of the truck are rounded off into aerodynamic manner, cab roof fairing was installed, trailer front face was changed, side skirts for trailer and boat tail at the rear of the truck was installed. Modifications are done by considering the space occupancy, operational concerns.

odified Truck1

Table

Parameter

Length Width Height Ground clearanceWind shield angle

Table

P

Length Width Height Ground clearance

y using CATIA V5 R20.

Figure


IJMET/index.asp

Figure 6 Boundary Conditions on Blunt Body

DESIGN AND ANALYSIS OF MODIFIED TRUCK1Here the blunt body is modified using aerodynamic retrofits. The gap between the tractor and

sharp edges of the truck are rounded off into aerodynamic manner, cab roof fairing was installed, trailer front face was changed, side skirts for trailer and boat tail at the rear of the truck was installed. Modifications are done by considering the space occupancy, operational concerns.

Table 4 Design Specifications

Parameter

Ground clearance Wind shield angle

Table 5 Design Specifications

Parameter

Ground clearance y using CATIA V5 R20.

Figure 7 CATIA Design


asp 383

Boundary Conditions on Blunt Body

OF MODIFIED TRUCK1Here the blunt body is modified using aerodynamic retrofits. The gap between the tractor and

sharp edges of the truck are rounded off into aerodynamic manner, cab roof fairing was installed, trailer front face was changed, side skirts for trailer and boat tail at the rear of the truck was installed. Modifications are done by considering the space

Design Specifications

Dimensional Specification

Design Specifications

CATIA Design of Modified Design 1



OF MODIFIED TRUCK1Here the blunt body is modified using aerodynamic retrofits. The gap between the tractor and



Dimensional Specification(Mm)

7002453855565


Design specification

f Modified Design 1


[email protected]


OF MODIFIED TRUCK1 Here the blunt body is modified using aerodynamic retrofits. The gap between the tractor and


f Tractor

Dimensional Specification(Mm)

700 245 385 55 65

f Trailer

Design specification(mm) 1650 250 560 50

f Modified Design 1

[email protected]

Here the blunt body is modified using aerodynamic retrofits. The gap between the tractor and sharp edges of the truck are rounded off into aerodynamic manner, cab

roof fairing was installed, trailer front face was changed, side skirts for trailer and boat tail at the rear of the truck was installed. Modifications are done by considering the space

Dimensional Specification

Design specification

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Here the blunt body is modified using aerodynamic retrofits. The gap between the tractor and sharp edges of the truck are rounded off into aerodynamic manner, cab

roof fairing was installed, trailer front face was changed, side skirts for trailer and boat tail at the rear of the truck was installed. Modifications are done by considering the space


4.1. Analysis of

Input velocityMesh nodesMesh elementsDomain typeDomain motionHeat transfer modelFluid temperatureTurbulence modelTurbulent wall functionsBoundary typeFlow regime

Mass and momentum

Relative pressureWall roughness

In this stage the solver is made to run successive number of iterations. Numerical equations are solved for mass and momentum at each node of the profile and flow behavior was computed.


Analysis of M

Table

Input velocity Mesh nodes Mesh elements Domain type Domain motion Heat transfer modelFluid temperatureTurbulence modelTurbulent wall functionsBoundary type Flow regime

Mass and momentum

Relative pressureWall roughness

In this stage the solver is made to run successive number of iterations. Numerical equations are solved for mass and momentum at each node of the profile and flow behavior was computed.



Modified D

Figure

Table 6 Boundary Conditions

Heat transfer model Fluid temperature Turbulence model Turbulent wall functions

Mass and momentum

Relative pressure

Figure

In this stage the solver is made to run successive number of iterations. Numerical equations are solved for mass and momentum at each node of the profile and flow behavior


IJMET/index.asp

Design1 at

Figure 8 Importing geometry in CFX

Boundary Conditions

Figure 9 Descritization



asp 384

1 at Speed 15 m/s

Importing geometry in CFX

Boundary Conditions at 15m/s for Modified Design 1

15m/s13254037003409FluidStationaryIsothermal2.5000e+01[C]K epsilonScalableInletSubsonicNormal speedStatic pressureNo slip wall0 Pa Smooth wall

Descritization of Modified Design 1



15 m/s


at 15m/s for Modified Design 1

15m/s 1325403 7003409 Fluid Stationary Isothermal 2.5000e+01[C] K epsilon Scalable Inlet Subsonic Normal speed Static pressure No slip wall

Smooth wall

f Modified Design 1



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at 15m/s for Modified Design 1 in CFX

f Modified Design 1


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n CFX


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5. RESULTS In results stage the flow around the vehicle, pressure contours, velocity contours and turbulence kinetic energy contours are taken. Graphs are plotted for drag coefficient value on vehicle.

Figure

Figure


5. RESULTS AND DISCUSSIONSIn results stage the flow around the vehicle, pressure contours, velocity contours and turbulence kinetic energy contours are taken. Graphs are plotted for drag coefficient value on vehicle.

(a)

e 11 (a) Pressure Contour on Blunt Body

(a)

Figure 12 (a) Velocity Contour on Blunt Body



AND DISCUSSIONSIn results stage the flow around the vehicle, pressure contours, velocity contours and turbulence kinetic energy contours are taken. Graphs are plotted for drag coefficient value on

(a)

Pressure Contour on Blunt Body

(a)

Velocity Contour on Blunt Body


IJMET/index.asp

AND DISCUSSIONSIn results stage the flow around the vehicle, pressure contours, velocity contours and turbulence kinetic energy contours are taken. Graphs are plotted for drag coefficient value on

Pressure Contour on Blunt Body

Velocity Contour on Blunt Body


asp 385

Figure 10

AND DISCUSSIONS In results stage the flow around the vehicle, pressure contours, velocity contours and turbulence kinetic energy contours are taken. Graphs are plotted for drag coefficient value on

Pressure Contour on Blunt Body at 15m/sAt 15m/s

Velocity Contour on Blunt Body at 15m/sAt 15m/s


In results stage the flow around the vehicle, pressure contours, velocity contours and turbulence kinetic energy contours are taken. Graphs are plotted for drag coefficient value on

at 15m/s (b) Pressure contour for Modified

at 15m/s (b) Velocity contour for Modified


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(b)

ressure contour for Modified

(b)

Velocity contour for Modified

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ressure contour for Modified Design 1

Velocity contour for Modified Design 1

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Design 1

Design 1


Figure

Figure 1

Figure 15

6. CONCLUSIONS Today aerodynamics have

different number of techniques.

In this project varioudifferent drag reduction devices

And simulation study was conducted by ANSYS CFX solver. The flow field analysis was conducted for ea

The when compared to the blunt body. Also t


Figure 13 (a) Turbulence kinetic energy contour On Blunt Body at 15m/s

Figure 14 (a) Flow around the Blunt Body at 15m/s

15 (a) Drag coefficient Value At 15m/s on Blunt Body

CONCLUSIONSToday aerodynamics havedifferent number of techniques.

In this project varioudifferent drag reduction devices

And simulation study was conducted by ANSYS CFX solver. The flow field analysis was conducted for ea

The angled base flaps at the rear side of the vehicle gave good reduction in drag coefficient when compared to the blunt body. Also t



(a)

Turbulence kinetic energy contour On Blunt Body at 15m/senergy contour for Modified Design 1 at 15m/s

(a)

Flow around the Blunt Body at 15m/s

(a)

Drag coefficient Value At 15m/s on Blunt Body

CONCLUSIONS Today aerodynamics havedifferent number of techniques.

In this project various truckdifferent drag reduction devices

And simulation study was conducted by ANSYS CFX solver. The flow field analysis was conducted for each model

angled base flaps at the rear side of the vehicle gave good reduction in drag coefficient when compared to the blunt body. Also t


IJMET/index.asp


Flow around the Blunt Body at 15m/s

Drag coefficient Value At 15m/s on Blunt BodyModified Design 1

Today aerodynamics have major challenge to reduce the fuel consumption by adopting different number of techniques.

s truck are developed by changing the shape of vehicle and applying different drag reduction devices like boat tails, angled plates

And simulation study was conducted by ANSYS CFX solver. The flow field analysis was ch model.

angled base flaps at the rear side of the vehicle gave good reduction in drag coefficient when compared to the blunt body. Also t


asp 386


Flow around the Blunt Body at 15m/s (b) Flow around the Modified Design 1 at 15m/s

Drag coefficient Value At 15m/s on Blunt BodyModified Design 1

major challenge to reduce the fuel consumption by adopting

are developed by changing the shape of vehicle and applying like boat tails, angled plates

And simulation study was conducted by ANSYS CFX solver. The flow field analysis was

angled base flaps at the rear side of the vehicle gave good reduction in drag coefficient when compared to the blunt body. Also the fuel consumption at various speeds for the



Flow around the Modified Design 1 at 15m/s

Drag coefficient Value At 15m/s on Blunt Body (b) Drag coefficient Value At 15m/s on Modified Design 1


are developed by changing the shape of vehicle and applying like boat tails, angled plates using CAT


angled base flaps at the rear side of the vehicle gave good reduction in drag coefficient he fuel consumption at various speeds for the


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(b)

Turbulence kinetic energy contour On Blunt Body at 15m/s (b) Turbulence kinetic energy contour for Modified Design 1 at 15m/s

(b)


(b)

Drag coefficient Value At 15m/s on


are developed by changing the shape of vehicle and applying using CATIA V5 R20.



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Turbulence kinetic




are developed by changing the shape of vehicle and applying IA V5 R20.



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Turbulence kinetic




are developed by changing the shape of vehicle and applying




http://www.iaeme.com/IJMET/index.asp 387 [email protected]

different trucks was computed and results showed that there is a reduction in fuel consumption for the vehicle with base flaps.

REFERENCES [1] Richard M. Wood and Steven X. S. Bauer, “Simple and Low-Cost Aerodynamic Drag

Reduction Devices for Tractor-Trailer Trucks”, international journal of SAE, 2003.

[2] E.M. Wahba C, H. Al-Marzooqi, M. Shaath, M. Shahin, T. El-Dhmashawy, "Aerodynamic Drag Reduction for Ground Vehicles using Lateral Guide Vanes”, CFD letters, vol.4(2),June 2012.

[3] V.Malvia, R.Mishra and J.Fieldhouse, “CFD investigation of a novel fuel saving device for articulated tractor trailer combinations”, engineering applications of fluid mechanics, vol.3, Pp: 587-607, 2009.

[4] Sumon K. Sinha, “Improving Fuel Efficiency of Tractor Trailer Trucks with Deturbulator Aero-Drag Reduction”, international journal of SAE, 2008.

[5] Daniel G. Hyams, Kidambi Sreenivas, Ramesh Pankajakshan, D. Stephen Nichols, W. Roger Briley, David L. Whitfield, “Computational simulation of model and full scale Class 8 trucks with drag reduction devices”, journal of computers and fluids, Pp:27-40, 2011.

[6] Dr. Imad Shukri Ali and Aws Akram Mahmood, “Improvement of Aerodynamics Characteristic of Heavy Trucks”, 3rd International Conference on Trends in Mechanical and Industrial Engineering, January 8-9, 2013.

[7] Kalpesh Vaghela, “Optimization of Roof fairing angle to reduce the Aerodynamic Drag of Heavy Duty Truck”, International Journal of Emerging Technologies in Computational and Applied Sciences, Pp: 113-117, 2013.

[8] Jaspinder Singh, Jagjit Singh Randhawa, “CFD Analysis of Aerodynamic Drag Reduction of Automobile Car - A Review”, International Journal of Science and Research, pp: 2319-7064,2012.

[9] Krupakar Pasala Ȧ, Bhargav A Ȧ, H.Jeevan Rao Ȧ, K.Sreenath Reddy Ḃ and T.V.Seshaiah Naidu, “A CFD Investigation into the Flow Distribution on a Car passing by a Truck”, International Journal of Current Engineering and Technology, , Special Issue-2, Feb 2014.

[10] R. Miralbe, “Analysis of Some Aerodynamic Improvements for Semi-trailer Tankers”, Proceedings of the World Congress on Engineering, Vol III, July 4 - 6, 2012.

[11] Richard M. Wood, “A Discussion of A Heavy Truck Advanced Aerodynamic Trailer System”, SOLUS-Solutions and Technologies LLC, 2010.

[12] N.Siva teja, B.Yogi Anvesh, Ch.Mahesh, D.Sai Kiran, and D.Satya Harsha Design and Analysis of Hybrid Vehicle. International Journal of Mechanical Engineering and Technology, 8(5), 2017, pp. 237–248.

[13] K. Someswara Rao, K. Pradeep Kumar, B. Sai Kumar, D. Suseel and R. Hari Krishnan, Design and Analysis of Light Weighted Chassis. International Journal of Mechanical Engineering and Technology, 8(5), 2017, pp. 96–103.

design and analysis of heavy trucks using · e first step in cfd. here catia design is saved in...

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