Table of Contents

Table of Contents.......................................................................................................................1

List of Figures............................................................................................................................2

Introduction:...............................................................................................................................3

Numerical Model:......................................................................................................................3

Results & Discussion:................................................................................................................5

Conclusion:..............................................................................................................................14

References:...............................................................................................................................15
 List of Figures

Figure 1: Numerical Model of Car.............................................................................................4

Figure 2: Mesh Distribution around the model..........................................................................5

Figure 3: Pressure distribution at 22 deg....................................................................................7

Figure 4: Velocity distribution at 22 deg...................................................................................7

Figure 5: Pressure distribution at 33 deg....................................................................................8

Figure 6: Velocity distribution at 33 deg...................................................................................8

Figure 7: Pressure distribution at 44 deg....................................................................................8

Figure 8: Velocity distribution at 44 deg...................................................................................9

Figure 9: Pressure distribution at 55 deg....................................................................................9

Figure 10: Velocity distribution at 55 deg.................................................................................9

Figure 11: Velocity distribution at 22 deg...............................................................................11

Figure 12: Pressure distribution at 22 deg................................................................................11

Figure 13: Velocity distribution at 33 deg...............................................................................12

Figure 14: Pressure distribution at 33 deg................................................................................12

Figure 15: Velocity distribution at 44 deg...............................................................................13

Figure 16: Pressure distribution at 44 deg................................................................................13

Figure 17: Velocity distribution at 55 deg...............................................................................13

Figure 18: Pressure distribution at 55 deg................................................................................14

Introduction:

The objective of the current study is to make use of a computational fluid dynamics (CFD)

tool in order to evaluate the influence that the angle of a side wind has on the performance

characteristics of a formula car(Chapman, 1979). The purpose of the study is to determine the

drag behavior of a particular formula car under a variety of wind angles in the range of 22 o-

55o at a velocity that is typically seen in formula car events while preserving conditions of

incompressible flow. These wind angles can be found in the range of 22 o-55o. A CAD model

of the formula car will be constructed, and its drag behavior will be generated for the air flow

utilizing the CFD tool that is directly against the motion of the formula car. In addition to

this, the amount of drag that can be attributed to the four most essential aspects of the vehicle

will be computed and analyzed(Houghton and Carpenter, 2003, Katz and Plotkin, 2001). The

purpose of the study is to discover a location in the formula car that may be improved to

lower total drag across all of the wind angles that were selected earlier. The results of this

research will contribute to a critical understanding of the fluid dynamic basics that govern the

forces that act on a fluid handling system, as well as a critical awareness of the influence that

the geometry of a system has on how well it functions. In addition to this, it will make the

development of self-direction in CFD modeling(Anderson and Wendt, 1995), which is

necessary in order to assess the effects of fluid dynamics on fluid handling systems.

Numerical Model:

The aerodynamic analysis of the car model was performed using the model depicted in the

figure below. Originally, a smaller region was constructed around the vehicle, followed by a

bigger domain for the airflow study of the vehicle model. At the entrance of the flow domain,

the inflow boundary condition was defined as air inflow, and a pressure outlet boundary
condition was set at the flow domain's outlet. A 85 m/s inflow velocity was specified, and a

no-slip boundary condition was placed to the car's walls.

Figure 1: Numerical Model of Car

To ensure accurate results, a high mesh density was maintained around the car during the

analysis, with a mesh size of 2.5 m using a tetrahedral dominant mesh all around the domain.

A total of 459,208 elements were defined, with 86,725 corresponding nodes.

 Figure 2: Mesh Distribution around the model

Results & Discussion:

The coefficient of drag (C_d) and drag values for an older car model at various angles of

attack are shown in the two tables below. The numbers for drag are measured in Newtons

(N), while the values for C_d are dimensionless. It can be noted that as the angle of attack

grows, so do the drag and C_d values.

Drag Value
Angle 0 22 33 44 55
3.2816 12.055 25.672
1 3.6475 4.9762
2 2 1
0.3005 0.3955 1.1693 2.7831 5.4641
2
7 5 7 2 3
6.5489 8.3003 19.587 33.613 40.040
3
5 1 4 9 5
104.33 106.66 369.88
4 212 407.3
4 8 4

At a 0-degree angle, the drag values for models 1, 2, 3, and 4 are 3.28, 0.3, 6.5 and 104.33

Newtons, respectively. Similarly, the drag coefficient values for models 1, 2, 3, and 4 at an
angle of 55 degrees are 47.8 N, 26.2 N, 39.2 N, and 396.3 N, respectively. Surface 4 has the

highest drag values at all attack angles, indicating that it encounters the most air resistance.

12

10

6
C_d

0
0.5 1 1.5 2 2.5 3 3.5 4 4.5
Surface Position

0 25 35 45 55

C_d values at 0 degrees for models 1, 2, 3, and 4 are 0.19, 0.12, 0.17, and 2.10, respectively.

C_d values for models 1, 2, 3, and 4 at an angle of 55 degrees are 1.24, 0.68, 1.01, and 10.26,

respectively. The C_d values for all models rise as the angle of attack increases, following the

same pattern as the drag values.

The greater drag and C_d values for surface 4 indicate that it encounters greater air resistance

than the other models. This could be because of the model's shape or surface qualities. These

results suggest that the car model should be modified to minimize the drag and C_d values,

hence enhancing its aerodynamic performance.

Figure 3: Pressure distribution at 22 deg.

Figure 4: Velocity distribution at 22 deg.

Figure 5: Pressure distribution at 33 deg.

Figure 6: Velocity distribution at 33 deg.

Figure 7: Pressure distribution at 44 deg.

 Figure 8: Velocity distribution at 44 deg.

Figure 9: Pressure distribution at 55 deg.

Figure 10: Velocity distribution at 55 deg.

The data shows the drag values and coefficient of drag (C_d) for different angles of attack for

four different car models. These values are important for assessing the aerodynamic

performance of a car, as they directly impact on its fuel efficiency and speed.
Upon analyzing the tables, it can be observed that the drag values increase as the angle of

attack increases. This means that the car experiences more resistance as it moves through the

air at a greater angle of attack. The C_d values also follow this trend, indicating that the drag

force is directly proportional to the square of the velocity of the car and the density of the air.

Drag Value
Angle 0 22 33 44 55
1 7.515811 7.813229 12.055 25.672
4.9762
4 1 2 1
2 4.552107 4.563073 1.1693 2.7831 5.4641
8 2 7 2 3
3 6.66018 6.814472 19.587 33.613 40.040
6 4 9 5
4 81.02198 87.59622 369.88
212 407.3
3 9 4

Moreover, it can be seen that the values for the different car models vary significantly, which

suggests that different car designs have different aerodynamic properties. The drag values

and C_d values for Model 4 are much higher than those for the other models, which suggests

that it may have a less aerodynamic design.

12

10

6
C_d

0
0.5 1 1.5 2 2.5 3 3.5 4 4.5
Surface Position

0 25 35 45 55

In terms of improving the car model's performance, reducing the drag force is a key

objective. To do this, car manufacturers can make use of advanced technologies such as wind
tunnel testing and computational fluid dynamics (CFD) simulations to optimize the car's

shape and reduce its resistance to air flow. By doing so, they can improve the car's fuel

efficiency, increase its speed, and ultimately enhance the overall driving experience for

consumers.

Figure 11: Velocity distribution at 22 deg.

Figure 12: Pressure distribution at 22 deg.

Figure 13: Velocity distribution at 33 deg.

Figure 14: Pressure distribution at 33 deg.

Figure 15: Velocity distribution at 44 deg.

Figure 16: Pressure distribution at 44 deg.

Figure 17: Velocity distribution at 55 deg

 Figure 18: Pressure distribution at 55 deg.

Conclusion:

In conclusion, the presented analysis displays the drag values and coefficients for various

automobile model angles. The drag coefficient is an important factor in determining the

aerodynamic efficiency of a vehicle, and it is affected by a number of variables, such as the

car's shape and the angle of its body in relation to the airflow.

As the angle of attack increases, the drag coefficient and drag value of the vehicle similarly

increase, as shown in the tables. This is due to the resistance of the wind around the car's

body increasing as the angle increases.

Moreover, at the same angles of attack, different car types exhibit varied drag values and

coefficients. This indicates that the car's shape and design play a considerable impact in

determining its aerodynamic performance.

Moreover, It can be seen that the coefficient of drag and drag value of a vehicle are greater

for increasing angles of attack. This information can assist automakers and designers in

optimizing the shape and design of a vehicle for improved aerodynamic performance.
References:

ANDERSON, J. D. & WENDT, J. 1995. Computational fluid dynamics, Springer.

CHAPMAN, D. R. 1979. Computational aerodynamics development and outlook. AIAA
journal, 17, 1293-1313.
HOUGHTON, E. L. & CARPENTER, P. W. 2003. Aerodynamics for engineering students,
Elsevier.
KATZ, J. & PLOTKIN, A. 2001. Low-speed aerodynamics, Cambridge university press.