Drag Force Analysis of Car

Drag Force Analysis of Car
G. H. Raisoni College of Engineering, Nagpur Department of Mechanical Engineering
B. E. PROJECT
DRAG FORCE ANALYSIS OF CAR

This project is submitted in partial fulfillment of the requirements for the award of degree of
Bachelor of Engineering in Mechanical Engineering
SUBMITTED BY Abhishek Kumar Ashwin S Tembhurney Ravishek Kumar Abhishek A Gomase
GUIDE Prof. R. M. Metkar Department of Mechanical Engineering
2005-2006 DEPARTMENT OF MECHANICAL ENGINEERING G. H. RAISONI COLLEGE OF ENGINEERING, NAGPUR
G. H. RAISONI COLLEGE OF ENGINEERING, NAGPUR DECLARATION This project titled Drag Force Analysis of Car is our own work carried out under the guidance of Prof. R. M. Metkar at G. H. Raisoni College of Engineering, Nagpur. This work in the same form or in any other form is not submitted by us or by anyone else for award of any degree.
Abhishek Kumar
Ravishek Kumar
Ashwin S Tembhurney
Abhishek A Gomase
CERTIFICATE This to certify that the project titled Drag Force Analysis of Car is a bonafide work done by Abhishek Kumar, Ravishek Kumar, Ashwin S Tembhurney and Abhishek A Gomase and is submitted to the Rashtrasant Tukdoji Maharaj Nagpur University, Nagpur in partial fulfillment of the requirements for the degree of Bachelor of Engineering in Mechanical Engineering.
Prof. R. M. Metkar GUIDE
CERTIFICATE Forwarded herewith the project titled Drag Force Analysis of Car by Abhishek Kumar, Ravishek Kumar, Ashwin S Tembhurney and Abhishek A Gomase student of this college, in partial fulfillment of the requirements of degree of Bachelor of Mechanical Engineering
Professor and Head Department of Mechanical Engineering
Principal
G. H. RAISONI COLLEGE OF ENGINEERING,

NAGPUR.
ACKNOWLEDGEMENT
It is really a matter of great pleasure to acknowledge the invaluable guidance, enormous assistance and excelled cooperation which was extended to us for the smooth completion of our project. We gladly take the opportunity to regard thanks to our guide Prof. R. M. METKAR for inspiring us and giving his valuable advice and excellent guidance in this project work. We would like to thank Prof. G. R. Boob, lecturer, G. H. Raisoni College of Engineering, Nagpur, for his kind support and guidance, without which this project would not have been possible. We would also like to give our sincere thanks to Mr. Surjeet Singh ,Senior Manager, Seva Automotives, Nagpur. We would like to thank all others who have helped us directly or indirectly in making this project. Last but not the least; we would like to thank our parents for their never ending support and guidance. This chapter must be closed with a word of praise and gratitude toward Dr. S. G. Tarnekar, Principal, G.H.R.C.E., who provided all the necessary facilities and requirement. PROJECTEES
Abhishek Kumar
Ravishek Kumar
Ashwin S Tembhurney
Abhishek A Gomase
ABSTRACT
To save the energy and to protect the Global environment, fuel consumption reduction is a primary concern of the modern car manufacturers. Drag reduction is essential for reducing the fuel consumption. Designing a vehicle with a minimized Drag resistance provides economical and performance advantages. Decreased resistance to forward motion allows higher speed for the same power output, or lower power output for the same speed. The shape is an important factor for drag reduction. To design an efficient shape of the car that will offer a low resistance to the forward motion, the most important functional requirement today is the low fuel consumption. The resistance, termed as the drag force (or the drag coefficient in non dimensional terms), is a strong function of the shape of the car. This suggests it is important how the fluid particles move about the car and how fast they move along their path. The main intention behind this project is to compute the Drag co-efficient, Drag force and moments on low mass vehicle by using CFD software (computational fluid dynamics) , CFD Tutor1.1.
INDEX
CHAPTER
1.0 Introduction 2.0 Literature Review 3.0 Aim of The Project 4.0 Regimes of External Flow 5.0 Profile Drag 6.0 Minimizing Drag on a Low Mass Vehicle 6.1 Expression of Drag Force 6.2 Shape of the Vehicles Body 7.0 Stream Lined and Bluff Body 8.0 Drag 8.1 Components of Drag 9.0 Thrust vs. Speed of Car 10.0 Computational Fluid Dynamics (CFD) 10.1 Introduction 10.2 Applications of CFD 11.0 Analysis 11.1 Geometry Generation and the Co-ordinates of Maruti 800 in PRO/E Wildfire 12.0 Analysis in CFD TUTOR 1.1 12.1 Pre-Processing operation 12.2 Processing operation 12.3 Post Processing operation 12.4 Calculations and Result 13.0 Conclusion and Future Scope 14.0 References 15.0 Appendix
List of Tables
Table No. 1 2 3 Details CD for various objects Co-ordinates of Maruti 800 CD for various Mach numbers
List of Figures
Fig. No. 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16
Details
Flow Regimes around an immersed body Friction Drag Airflow Orientation Pressure Drag Airflow orientation Shape of Vehicles Body Stream-lined Body and Bluff Body CD of drag Vs angle between separating streamlines Components of Drag Cars at Different Speeds 2D sketch of Maruti 800 Grid Generation for Maruti 800 Pressure distribution along the body of car Temperature Distribution along the car Velocity Distribution in X-direction of the Car Velocity Distribution in Y-direction of the Car Pressure Distribution along the shape of the car Velocity Distribution in X-direction
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ABBREV
ABBREVIATION
Symbols CD DF A V Pmax Pmin P CFD Description Co-efficient of Drag Drag Force (N) Projected frontal area of the vehicle (mm2) Density of air (Kg/m3) Speed of the vehicle relative to the air (m/s) Maximum pressure on the shape of car (Pa) Minimum pressure on the shape of car (Pa) Change in Pressure (Pa) Computational Fluid Dynamics
1.0 INTRODUCTION
Embracing the 21st century in stride, virtually all manufacturers have adopted some form of computer aided design, Engineering, Manufacturing and Analysis. It is a common belief that they can stay ahead by continuously introducing new products that are differentiated by the latest Technology revolution, innovative designs, higher functionality and superior quality. The best technology to integrate expertise knowledge and companies unique practice is the CAD/CAM and analysis software packages; a comprehensive suite of solution to meet the present day demand. In general term CAD/CAM means computer assistance whilst a designer converts his ideas and knowledge into a graphical model and graphical model into physical model. After that he analyses the physical model to meet the Environmental conditions. The automotive industry is a large user of commercial CFD packages. The advantage of CFD results in better designs and reduced time for the automotive manufacturers. CFD is not only used to improve the aerodynamics of vehicles, but also for the optimization of domains such as engine cooling, brake cooling, airbags, lighting and fuel system. During the development of new vehicles, understanding the flow phenomena and how aerodynamic forces are influenced by changes in body shape are very important. A large variety of complex flow properties such as threedimensional turbulent boundary layer on the body surfaces, longitudinal vertices induced by three-dimensional separation, recirculation flows caused by separation and the ground plane boundary layer and their interaction are important to be understood. However, using CFD is a good way for designers to obtain results in a shorter time. The job of the aerodynamics engineer is to create a body shape that maximizes the force in direction of the ground, the down force, and minimizes the force that opposes the movement, the drag force. The CAD software PRO/E Wild Fire is used to design the outer body shape by finding out the co-ordinates of the body. The mesh generation and analysis to find the Co-efficient of Drag is done by using the CFD analysis software CFD Tutor 1.1
Drag Force Analysis of Car designed and created by Zeus, Aerospace Department, Indian Institute of Technology, Mumbai. Drag Force analysis of car comprises of following steps: 1) Geometric modeling in 2D by importing the image of car in PRO/E Wildfire and finding out the co-ordinates of the car. 2) The co-ordinates of car are used in CFD Tutor 1.1 to draw the image of car and then analyze the car to find out the CD by giving boundary conditions i.e. Pressure, velocity, Density of air and Atmospheric temperature. 3) Calculate the Drag Co-efficient by using the values obtained from analysis. One of the objectives of this project is to conceive a body which is optimized to have good performance. The project is focused on the outer body shape of the car. The CFD tools have been used to assess the quality of the design. The main purpose behind this project is to analysis the shape of simple car in 2D and find out the drag co-efficient which will help to modify the car shape or can help in design of new car aerodynamically.
2.0 LITERATURE REVIEW

The Drag co-efficient of the Vehicles body is evaluated by numerical computations performed with commercial CFD software, Finite Volume based solver, using the Navier-Stokes Equation. Indeed, it is worth noticing that the changes on the drag when changing the shape deal with pressure force. Moreover as only 30% of the Drag Co-efficient depends on the front of the shape, the slanted surfaces and vertical base surface of the rear end will contribute strongly to pressure drag. A way to have a good working definition of what CFD is to break down the word. CFD is the acronym of Computational Fluid Dynamics. Computational means having to do with mathematics, computation and Fluid Dynamics refers to the dynamics of things that flow. So, CFD is a computational technology that enables us to study things that flow. CFD not only predicts fluid flow behavior, but also the transfer of heat, mass, phase change, chemical reaction, mechanical movement and stress or deformation of related solid structures. The Drag busters by R. Hendrickson, Grumman, with Dino Roman and Dario Rajkovic, has given the importance of drag. Drag is the heart of aerodynamic design. The subject is fascinatingly complex. All aerodynamicists secretly hope for negative drag. New design that employ advanced computational aerodynamics methods are needed to achieve vehicles with less drag than current vehicles. Aerodynamic shape optimization in automotive Industry by Fredrique Muyl, Laurent Dumas and Vincent Herbert has given the important aspects of the aerodynamic shape optimization tool for complex industrial flow. For each evaluation required by the optimizer, The Navier-Strokes equations are solved with a commercial CFD code on an unstructured mesh surrounding the shape to optimize. Reducing drag forces in future vehicles, project in the course road vehicle and aerodynamic design, MTF 235, AUTUMN 2002 by Alexander Diehl,
Drag Force Analysis of Car Jose nuno Lopes, Rui Miranda, Chalmers university of technology, has explained the relationship between drag force and speed of the car, drag force and change in drag coefficient and several ways to reduce the drag co-efficient of a vehicle.
The investigators who are working on this project will learn how to modify car surface to reduce the drag and moment on the car body shape without changing the original structural frame of the vehicle. In turn, the principal investigator will include the new information from his research in his lecture material of fluid mechanics. Industrial Impact: Aerodynamic forces on low mass vehicles and trucks are now the subjects of much interest not only to car manufacturers but also to the government since they strongly affect fuel economy and safety. Thus, it would be plausible to apply the techniques obtained from this project to other problems such as drag reduction for trucks.
3.0 AIM OF THE PROJECT

Decreasing the fuel consumption of road vehicles, due to environmental and selling arguments reasons, concerns car manufacturers. Consequently the improvement of the aerodynamics of car shapes, more precisely the reduction of their drag coefficient, becomes one of the main topics of the automotive research sectors. Designing a vehicle with a minimized Drag resistance provides economical and performance advantages. Decreased resistance to forward motion allows higher speeds for the same power output, or lower power output for the same speeds. The main aim for reducing drag resistance is: Fuel consumption reduction and Performance increasing.
4.0 REGIMES OF EXTERNAL FLOW

Consider the external flow of real fluids. The potential flow and boundary layer theory makes it possible to treat on external flow problem as consisting broadly of two distinct regimes, that immediately adjacent to the bodys surface, where viscosity is predominant and where frictional forces are generated, and that outside the boundary layer, where viscosity is neglected but velocities and pressure are affected by the physical presence of the body together with its associated boundary layer. In addition, there is the stagnation point at the front of the body and there is the flow region behind the body (known as the wake). These flow regimes are shown in Figure 1.
Fig.1: Flow Regimes around an immersed body The wake starts from the points S at which the boundary layer separation occurs. Separation occurs due to adverse pressure gradient, which combined with the viscous forces on the surface produces flow reversal, thus causes the stream to detach itself from the surface. The same situation exists at the rear edge of a body as it represents a physical discontinuity of the solid surface. The flow in the wake is thus highly turbulent and consist of large scale eddies. High rate energy dissipation takes place there, with the result that the pressure in the wake is reduced. A situation is created whereby the pressure acting on the body (stagnation pressure) is in excess of that acting on the rear of the body
Drag Force Analysis of Car so that resultant force acting on the body in the direction of relative fluid motion exerts. The force acting on the body due to the pressure difference is called pressure drag.
5.0 PROFILE DRAG

Any object that moves through a fluid (water/air) can get a decrease in form drag by streamlining. Automobiles are streamlined, which translates (allows) better gas mileage; there is less drag so less fuel is required to "push" the car forward. Buses, vans, and large trucks are less streamlined, and this is the reason why they use more fuel than smaller streamlined cars (weight is another reason). The drag is a resistance force. This force works to slow the forward motion of an object, including planes. There are mainly two types of drag: Pressure drag and friction drag. These drag types develop around the shape of the body, the smoothness of the surfaces, and the velocity of the plane. The total drag on the body, often called profile drag is therefore, made up of two contributors namely the pressure drag and the friction drag. The drag forces are the opposite of thrust. If the thrust force is greater than the drag force, the vehicle goes forward, but if the drag force exceeds the thrust, the vehicle will slow down and stop. The friction drag is sometimes also called the skin friction drag. The force on the body acting in the direction of relative motion due to fluid shear stress is known as Frictional drag. Thus in external flow the immersed body is subjected to functional drag over its entire surface. Fig.2 shows the situation where air flowing along a surface will create lot of friction drag. There is a large fast-moving air next to the non-moving surface. In contrast, there will be little pressure drag because there is very little frontal area for anything to push against.
Fig.2: Friction Drag Airflow Orientation
Drag Force Analysis of Car The form drag, or pressure drag as it is sometimes called, is directly related to the shape of the body of the vehicle. Fig.3 shows the situation where air flowing along a surface will create lots of friction drag.
Fig.3: Pressure Drag Airflow orientation Thus, Total drag = Pressure drag + Friction drag The relative combination of pressure drag and friction drag to the profile drag depends upon the shape of the body and its orientation with respect to the flow.
6.0 MINIMIZING DRAG ON A LOW MASS VEHICLE (CAR)

There are several ways to reduce the Drag Coefficient (CD) of a vehicle. The vehicles global shape has the most direct influence in the final value of C D. Still, improvements in details like the rearview mirrors, underbody, or the use of some particular devices may contribute to a lower final CD.
6.1 EXPRESSION OF DRAG FORCE The Drag force (DF) for a moving vehicle is given by the following expression: DF = 1/2 A CD V2 Where CD is the drag coefficient A is the projected frontal area of the vehicle is the density of air V is the speed of the vehicle relative to the air
This equation shows that to calculate drag we need to know three things: C D, the drag coefficient; A, the frontal area of vehicle/car, and V, the speed of air past the vehicle. This equation shows important point-aerodynamic forces are proportional to the square of the speed. That means you quadruple the drag or lift when you double the speed. Since speed is never the item that is pretended to be decreased and the density of air is not even possible to change, the aerodynamic resistance can only be reduced or minimized by manipulating the vehicles design
Drag Force Analysis of Car characteristics, obtaining lower Drag coefficients (CD), or even reducing the vehicles frontal area.
6.2 SHAPE OF THE VEHICLES BODY

The vehicles global body shape states the average aerodynamic performance, so it is the most important design feature. The main requirement is that the shape should maintain attached flow over most of the surface. This is accomplished by having a streamlined shape. The most efficient shapes are the simple teardrop or the airfoil based one.
Fig.4: Shape of Vehicles Body
Drag Force Analysis of Car Unfortunately, these two body shapes are very hard to put in practice because they have very little or sometimes non acceptance by the customers. Furthermore, these shapes tend to cause obstacles to some functional aspects of the vehicles, like storing space, and dynamic stability.
7.0 STREAM LINED BODY AND BLUFF BODY

A bluff body is a body where the boundary layer separates permanently from the surface. This is in contrast to a streamlined body where the boundary layer either does not separate, or possibly separates temporarily, and reattaches further downstream. A stream lined body is defined as that body whose surface coincides with the stream lines, when the body is placed in a flow. In this case the separation of flow will take place only at the trailing edge (or rearmost part of the body). Though the boundary layer will start at the leading edge, will become turbulent from laminar, yet it does not separate up to the rearmost part of the body in case of stream-lined body. Bluff body is defined as that body whose surface does not coincide with the streamlines, when placed in a flow, then the flow is separated from the surface of the body much ahead of its trailing edge with the result of a very large wake formation zone. Then the drag due to pressure will be very large as compared to the drag due to friction on the body. Thus, the bodies of such a shape in which the pressure drag is very large as compared to friction drag are called bluff bodies.
Fig.5: Stream-lined Body and Bluff Body When the drag is dominated by viscous drag, we say the body is streamlined, and when it is dominated by pressure drag, we say the body is bluff. Whether the flow is viscous-drag dominated or pressure-drag dominated depends entirely on the shape of the body. A streamlined body looks like a fish, or an airfoil at small angles of attack, whereas a bluff body looks like a brick, a cylinder, or airfoil at large angles of attack. For streamlined bodies, frictional drag is the dominant source of air resistance. For a bluff body, the dominant source of drag is pressure drag. Since flow separation depends on many parameters in addition to pressure gradient, bluff body flows are often somewhat unpredictable. There can be sudden changes in flow pattern for relatively minor changes in geometry or orientation (or, as we shall see later, Reynolds number). It is also possible to get flows in which two relatively stable states exist; the flow can switch between them as a result of minor external effects, either on a random or a periodic basis. This may sometimes involve reattachment of flow. After the boundary layers have separated, they are known as free shear layers, or sometimes dividing or separating streamlines. The region of flow outside the free shear layers is known as the free stream, while that between them is the wake. The part of the body upstream of the separation points, exposed to the free stream flow is known as the forebody. That after them, exposed to the wake, is the afterbody or base.
8.0 DRAG
For bluff bodies where the drag is mainly due to direct stresses, the drag coefficient is defined in terms of a dimension normal to the flow. This is in contrast to streamlined bodies where the drag is mainly due to shear stress, where a dimension parallel to the flow is used. This is discussed further in the Appendix on drag coefficients and their definitions. The drag is sometimes divided into forebody drag, due to the pressure distribution around the front, and base drag, due to that round the back. This is useful because, by and large what goes on in the wake does not depend to any extent on the forebody, provided separation occurs at the same place, and similarly the flow over the forebody is not influenced much by changes in the base region. Typical values for drag co-efficient are: Table 1 shows the CD for various objects
Drag Force Analysis of Car Circular cylinder normal to stream Flat plate normal to stream Rectangular section Sphere Disk normal to stream Cube Saloon car Articulated container truck 0.35 to 1.2, depending on Reynolds number 2.0 0.9 to 3, depending on aspect ratio 0.1 to 0.4 depending on
Reynolds number 1.2 1.1 0.35 0.7
A simple correlation that seems to hold for a variety of two dimensional shapes is that the drag coefficient increases as the angle between the separating shear layers increases.
Fig.6: Co-efficient of drag versus angle between separating streamlines For example, a 90 angle with its apex upstream has a CD of about 1.7, a flat plate (180) is about 2.0, and an angle with its apex downstream (270) is about 2.1. Further examples are given in the following graph; a similar relationship seems to hold for axially symmetric bodies - cones, disks, spheres.
8.1 COMPONENTS OF DRAG
Drag Force Analysis of Car There are mainly four components of drag. These are: 1. Driving Force 2. Resistance Force 3. Weight 4. Lift/Reaction Force
Fig.7: Components of Drag
1. Thrust/Driving Force: - Driving Force is the Force Developed by the motion of the vehicle in forward Direction. 2. Drag/Resistance Force: - Resistance Force is the resistance developed by the motion of the air in the opposite direction of the motion of the vehicle. 3. Weight: - Weight is nothing but the weight of the vehicle itself, acting in the downward direction. 4. Lift/Reaction Force: - Lift is upward force acting on the vehicle. It acts on both the front and rear wheels of the vehicle. It is induced due to the vortices created on the back of the vehicle and it is the reason that the lift on the rear wheel is more than the lift on the front wheel.
9.0 THRUST vs. SPEED OF CAR

When we start moving in a car the resulting force is forward. In the following figure we assume that the cars engine will produce constant thrust, no matter what its speed.
Fig.8: Cars at Different Speeds Once the drag vector length equals the thrust vector line length, there is no more acceleration. The car has reached equilibrium speed. Weve just learned a new term, equilibrium. Equilibrium exists when all force vectors are balanced. They cancel each other out. Note that at 30 MPH the drag vector is only 1/4 the length of the drag vector at 60 MPH. We just want to reinforce the facts that drag increases as the square of the velocity.
10.0 COMPUTATIONAL FLUID DYNAMICS (CFD)

10.1 INTRODUCTION
A way to have a good working definition of what CFD is to break down the word. CFD is the acronym of Computational Fluid Dynamics. Computational
Drag Force Analysis of Car means having to do with mathematics, computation and Fluid Dynamics refers to the dynamics of things that flow. So, CFD is a computational technology that enables you to study things that flow. CFD not only predicts fluid flow behavior, but also the transfer of heat, mass, phase change, chemical reaction, mechanical movement and stress or deformation of related solid structures. Computational Fluid Dynamics or simply CFD is concerned with obtaining numerical solution to fluid flow problems by using computers. The advantage of high-speed and large-memory computers has enabled CFD to obtain solutions to many flow problems including those that are compressible or incompressible, laminar or turbulent, chemically reacting or non-reacting. Computational Fluid Dynamics (CFD) is the science of predicting fluid flow, heat transfer, mass transfer, chemical reactions, and related phenomena by solving the mathematical equations which govern these processes using computational methods. CFD is the art of replacing the differential equation governing the Fluid Flow, with a set of algebraic equations (the process is called discretization), which in turn can be solved with the aid of a digital computer to get an approximate solution. The well known discretization methods used in CFD are Finite Difference Method (FDM), Finite Volume Method (FVM), Finite Element Method (FEM), and Boundary Element Method (BEM). FDM is the most commonly used method in CFD applications. The benefits of using CFD can be summarized in three points:
Insight: There are many devices and systems that are very difficult to
prototype. Often, CFD analysis shows parts of the system or phenomena happening within the system that would not otherwise be visible through any other means. CFD gives a means of visualizing and an enhanced understanding of the various designs.
Foresight: Because CFD is a tool for predicting what will happen under a
given set of circumstances, it can answer many what if? questions very quickly. We give it variables. It gives us outcomes. In a short time, we can predict how the design will perform, and many variations may be tested until you arrive at an
Drag Force Analysis of Car optimal result. All of this is done before physical prototyping and testing. The foresight we gain from CFD helps us to design better and faster.
Efficiency: Better and faster design or analysis leads to shorter design

cycles. Time and money are saved. Products get to market faster. Equipment improvements are built and installed with minimal downtime. CFD is a tool for compressing the design and development cycle.
10.2 APPLICATIONS OF CFD

CFD is interdisciplinary cutting across fields of aerospace, mechanical, civil, chemical, electrical engineering as well as physics and chemistry. CFD has been widely used in industry in the past decade. It is certainly fun for fluids enthusiasts, but where exactly can CFD be applied - Following are the areas of applications of CFD. Automobile and Engine Aerodynamics, Engines, Turbochargers, Intake/Exhaust Heating/Cooling Systems, Brakes etc. Industrial Manufacturing Aerospace, Aerodynamics. Gas Turbines, Rockets etc. Mechanical Pumps, Compressors, Heat Exchangers, Furnaces, Nuclear Reactors etc. Chemical Mixers (multiphase), Chemical Reactors, Separators, Boilers, Condensers etc. Environmental Engineering Weather prediction, River and Tidal flows, Wind and Water-borne pollution, Fire and Smoke spread, Wind loading etc.
Physiological Cardiovascular flows (Heart, major vessels), Flow in Lungs and breathing passages etc.
Drag Force Analysis of Car Naval Architecture Ship building etc. Others Glass, Steel and Textile manufacturing, Food processing etc.
11.0 GEOMETRY GENERATION USING PRO/E WILDFIRE SOFTWARE
11.1 2D SKETCH OF MARUTI 800 USING PRO/E WILDFIRE

We have made the scaled 2-D model of Maruti 800 with its actual dimensions by using the CAD software. We have taken the jpg. Image of the Maruti 800 and imported this image in the Pro/E wildfire software. We know the outer dimensions of the Maruti 800. After giving the outer dimensions, we have found out the co-ordinates of the external shape of the Maruti 800. After finding out these coordinates, we can use these co-ordinates in the CFD software to draw the external shape of the vehicle for the analysis. The overall dimensions of the Maruti 800 are:Overall Length: 3335 mm Overall Width: 1440 mm
Fig.9: 2D sketch of Maruti 800
CO-ORDINATE GENERATION OF MARUTI 800
Drag Force Analysis of Car Table 2: Co-ordinates of Maruti 800 S. No. 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 Co-ordinate in X direction 102.26 40.25 16.12 102.57 74.43 112.40 327094 809.75 878.99 1354.43 1400.94 1788.53 2444084 2801.42 2915.12 3194.18 3271.70 3287.33 3297.19 3336.62 3340.56 3310.99 3301.13 3253.82 2991.63 2367.53 1374.39 362.63 Co-ordinate in Y direction 227.27 389.17 491.71 530.91 644.51 724.99 807.41 940.54 981.71 1348.63 1384.80 1426.15 1436.48 1410.64 1322.79 997.22 862.85 661.07 619.67 592.07 542.79 454.08 377.20 341.71 298.34 264.51 233.48 227.27
12.0 ANALYSIS IN CFD TUTOR 1.1 12.1 PRE- PROCESSING IN CFD TUTOR 1.1
Fig. 10: Grid Generation for Maruti 800
12.2 PROCESSING OPERATIONS IN CFD TUTOR 1.1
Fig. 11: Pressure distribution along the body of car
Drag Force Analysis of Car Fig.12: Temperature Distribution along the car
Fig.13: Velocity Distribution in X-direction of the Car
Fig.14: Velocity Distribution in Y-direction of the Car
12.3 POST PROCESSING OPERATION IN CFD TUTOR 1.1
Fig.15: Pressure Distribution along the shape of car
Fig .16: Velocity Distribution in X-direction
12.4 CALCULATION
Drag Force, DF = 1/2 A CD V2 ----------------------------------------------------- I Pressure Drag, P = P * A ------------------------------------------II Equating Equation I and II, we get P * A = 1/2 A CD V2 Therefore, CD = 2 P/ V2 -------------------------------------------III
For Mach No. = 0.05 (60 Km/hr) Pmax = 1.0669 *105 Pa Pmin = 1.0086* 105 Pa P= 5830 Pa = 1.125 kg/m3 Vmax = 1.246 m3/ s Put the values in equation III, we get CD = 0.667 Table 3: CD for various Mach number S. No. 1 2 3 4 Mach No. 0.05 0.066 0.083 0.1 Pmax (Pa) Pmin (Pa) P (Pa) 5830 6900 6654 Vmax (m/sec) 1.246*102 1.314*102 1.30*102 1.246*102 CD 0.667 0.71 0.7 0.896
1.0669*105 1.0086*105 1.078* 105 1.081*105 1.009* 105 1.014*105
1.0869*105 1.00864*105 7826
Thus, the Drag Co-efficient are not constant ,but depends on a number of factors, including; Shape of object, the orientation relative to the flow and the fluids viscosity, mass, density, flow speed and object size.
13.0 CONCLUSION AND FUTURE SCOPE

The aerodynamic design of vehicles is an area where a lot of improvements will appear in the near future, in concern of drag reduction. The guidelines pointed out in the text are of a general nature that can be implemented in most modern road going vehicles; Smooth vehicle shape, rounded corners, High rake angle for the windscreen, Tapered rear end, Minimized body seams, Optimized rear view mirrors and Smooth underbody. Wheel sides, wheel covers kept smooth and minimizing gap between wheelhouse and wheels. The aerodynamics of road vehicles have been described in order to get notions about how to reduce drag resistance, and sometimes even theoretically ideal techniques have been recommended. However, we design an automobile, have to deal with a whole lot of other performance, functionality and styling issues which sometimes, and not so few, still tend to rule when meeting incompatibilities with aerodynamic ones. We have completed successfully the analysis of Maruti 800 in 2-D by using CFD software CFD Tutor 1.1. By taking in account the boundary conditions; velocity, pressure, density of air and the frontal area of the car, we can design the new shape of the car in 2D as well as in 3D in the future. Thus we will be able to produce the vehicles body shape with optimum frontal area that will offer less resistance to the air moving in the opposite direction. Some of these incompatibilities are very hard to overcome since some of those non aerodynamic characteristics of a vehicle often have an exceptionally narrow range of possible alternatives. Styling may be the most flagrant example: Consumers/buyers always seek for a certain look. This concept is today very different from the aerodynamically ideal car. Keeping to these guidelines we should make it possible to have commercial vehicles with a CD value between 0.20 and 0.25 in the coming future.
14.0 REFERENCES
Paper: Inchul Kim and Xin Geng, [2002], Optimization of Body Shape through Computation of Aerodynamic Forces on Low Mass Vehicle (LMV), Department Of Mechanical Engineering, University Of Michigan-Dearborn, Dearborn, Mi 48128. Paper: Alexander Diehl, Jose Nuno Lopes, Rui Miranda, Christoffer Mursu Simu and John Viji, autumn 2002, Reducing Drag Forces in Future Vehicles, Department of Thermo and Fluid Dynamics, Chalmers, University of Technology. Paper: Frederque Muyl, Laurent Dumas and Vincent
Herbert, [October 2001], Hybrid method for Automotive Shape Optimization in Automotive Industry, PSA Peugeot Citroen, Centre technique, Veliz Villacoublay, France Book: Fluid Mechanics By John F Douglas, Janusz M Gasiorek and John A Swaffield, Published by Pearson Educations. Websites: www.engin.umd.umich.edu/ceep/tech_day www.maruti800.marutiudyog.com www.princeton.edu/~asmits/Bicycle_web/blunt.html Project Website: www.dragforceanalysis.tk
15.0 APPENDIX
Participating Certificates during State Level, National Level and International Level Paper Presentation. Website of Drag Force Analysis of Car of this Project designed by Mr. Ravishek Kumar.

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Drag Force Analysis of Car

G. H. Raisoni College of Engineering, Nagpur Department of Mechanical Engineering