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ISSN 0148-7191
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2000-01-0491
ABSTRACT
The new approach starts from the definition of aerodynamic criteria such as total lift close to zero, the pitching
moment sign and value consistent with road holding and
stability, a reduced sensitivity to side wind, gradual variation of the cross sections, etc.. Then, the presence of the
wheels is taken into account in order to reduce their aerodynamic interference with the body, and to manage the
wake mechanisms in order to recover the kinetic energy
of the flow without fitting the body with a solid diffuser: in
fact, this would increase the car length without contributing much to the usable space.
1. INTRODUCTION
The attempt of introducing aerodynamic body shapes
dates from the beginning of the automobile era (1890, /
Figure 1.
0.70
Cx
0.60
(1)
(2)
(4)
0.50
(5)
(3)
0.40
(6)
(7)
(9) (10)
(12)
(13)
(8)
(20)
(11)
(14)
0.30
(15)
(16)
0.20
(19)
(18)
(17)
(21)
0.10
0.00
1930
Figure 2.
1940
1950
1960
1970
Year
1980
1990
2000
Figure 3.
(1)
The weak point of the Jaray composite shape was probably the lift, by both its influence on road holding qualities
and on the induced drag coeff., Ci. Fig. 4 and 5 show the
wake maps behind a FIAT 127 (1971, Cx = 0.48) and a
FIAT UNO (1983, Cx=0.34) /7/. In the relevant period a
second step in drag reduction is achieved, accounting for
Cx 0.15 over an initial value of Cx 0.48 , i.e. about
30 % : this was mostly obtained by the abatement of the
induced drag coefficient, Ci. /8/.
(2)
Figure 4.
Min.
0.26
0.02
0.02
0.22
Max.
100
7.5
7.5
85
%
0.36
0.03
0.06
0.27
Figure 5.
%
100
8
17
75
A. the flow separation line must be substantially transversal with respect to the body direction of motion.
Figure 6.
C. the perimeter of the base must be circular or elliptical; in any case no angles must be present.
D. similar fluid dynamic conditions as pressure and
velocity vectors must apply at any point of the perimeter.
Figure 8.
Figure 9.
Figure 7.
The shape of the outlets (one for each rear wheel) is 350
mm width and 20 mm thick in order to cover a thin layer of
the upper part of the wake caused by the wheels , so
reproducing the continuity of the boundary layer all over
the perimeter of the base. After some adjustments, the
device proved effective as shown by the maps of Fig. 13
and 14.
both sides of the car: see for example the maps of Fig. 9,
as measured in the wake 100 mm behind a FIAT PUNTO
75 saloon car.
In order to overcome this drawback, a new device was
designed, tested and introduced on a similar car (FIAT
PUNTO 55). The detailed description of the device is
presented in ref. /21/. We give here only a short summary.
Figure 10.
Figure 11.
4. room for mechanical parts including the wheel location in seminternal compartments;
hG
c
b/2
approx. on the square of car velocity, resulting in a compensating effect at any speed. As a consequence,
requirement A can be fulfilled with only two half waves in
the lift coeff. distribution vs. x, instead of three (see next
paragraph). This condition, together with points C and E,
aims at reducing the pressure drag both in the induced
(Ci) and the form (Cs) components.
On the other hand, point D aims at reducing the wetted
surface, therefore the friction drag (Cf).
In order to comply with point F, a progressively increase
of the car height vs. x (wedge shape), together with an
appropriate cross section evolution, is adopted.
The lift distribution, Fig. 18, was imposed in order to comply with points A and B of paragraph 6.2.
h = ho exp ( x Fx dx )
(3)
Fx = (4/b2) . x Cz dx
(4)
where:
The width b(x) must increase as gradually as possible from the front to the rear, preferably without any
intermediate reduction.
takes the form of Fig. 20. At the rear of this body, a short
segment is added assuming the function of interface
between the body and the fluid tail ( see Fig. 16 ). The
role played by this segment is substantially that
described in paragraph 4 from point A to D. In addition, it
works also as a first stage diffuser addressing the flow
towards the (virtual) tail camberline which is a straight
segment, Q, parallel to the ground plane. In fact, the fluid
tail does not cause any lift, provided the base is normal
to the cars its task being only that of reducing the base
drag as much as possible.
3 '
2 ' >> 3 '
B
A
Jetting
1min = 0
V1
V3
B
A
1
3 = 3 ' 1max 0
2
V2
1
2 = 2 '+ 1max
2
Whereas the aerodynamics of the wheel has been investigated taking into account the presence of the ground
plane /15/, /16/, /17/, /18/, the interference of the wheel
with the body received less attention. On the other hand,
a simple addition of the wheels to a basic body proved to
cause a high increase in drag, two to three times the
drag of the body alone.
(5)
The factor 4/3 stays for the number of wheels (4) multiplied by the area ratio of the wheel not covered by the
body (1/3).
The flow rate per each fan is about 0.2 m3/s at 120 km/h.
A 3-dimensional Navier-Stokes Computational Fluid
Dynamics (CFD) investigation /21/ on the flow rate distribution at the fan outlets gave information on the effect of
the radius R (see Fig. 10) of the leading edge of the air
inlet. In order to direct the max rate of flow per degree
upwards, i.e. in the direction of the wheel arch inlets, B,
the radius must be small:
R 3 mm
A small radius also reduces the wheels external width.
Cx 0.15 .
11. CONCLUSION
10.1.2 active visibility A major drawback of hatchback cars is the spray of dirt on the rear window coming
from the wheels wake requiring a frequent use of the
wipers.
In order to facilitate the formation of the fluid tail, an interface segment is added between the body and the fluid
tail.
ACKNOWLEDGEMENTS
The author is indebted to Dr. Ing. Nevio Di Giusto, FIAT
AUTO SpA, for his important support and suggestions
The author is also thankful to the following former students for the work done during the development of their
Degree Thesis
10.3 TIRE TEMPERATURE Ventilation air temperature may influence the tire temperature, especially when
the wetted area is large. This is the case of air flowing out
of the fan outlets and remaining attached to the tire sides
and track, as indicated in Fig. 7. On the other hand, the
air temperature is dependent on the use of brakes, which
is more frequent when driving in town than on highways.
10
REFERENCE
1. J. Ickx - Ainsi naquit lautomobile Vilo, Paris-Copyright S.A. Edita, Lausanne, 1971.
2. K. E.. Ludvigsen - The Time Tunnel - An Historical
Survey of Automobile Aerodynamics Publ. n.
700035 - SAE Congress - Detroit, January 12-16,
1970.
3. R. Koenig Fachsenfeld - Aerodynamik des Kraftfahrzeugs- Verlag der Motor Rundschau - Umschau Verlag - Frankfurt A. M. - 1951
4. F. Picard - LEpope de Renault- Edition Albin
Michel - 22, rue Huyghens - 75014 Paris.
5. W. Klemperer Luftwiderstansuntersuechungen an
Automobilmodellen - Zeitschrift fuer Flugtechnik und
Motorluftshiffahrt - Bd. 13 - S. 201-206, 1922.
6. W. Kamm Das Kraftfahrzeug - Betriebsgrundlagen
Berechnung, Gestaltung und Versuchs - Verlag von
Julius Springer - Berlin - 1936.
7. A. Morelli - Levoluzione aerodinamica dellautomobile Rivista ATA, gennaio-febbraio 1988, vol, 41, n.
1-2.
8. A. Morelli - Aerodynamic basic bodies suitable for
Automobile applications - IAVD special publication
SP3, 1983 - ISBN 0 907776 01 9. (UK).
9. A. Morelli - Reduction of End-Use Loads - A Great
Potential for Raising Motor Car Fuel Economy XXVI FISITA Congress, Prague, June 17- 21, 1996.
10. F.L. Galvao Materials for Friction Drag Reduction Thin Films Congresso ATA Innovation and Reliability in Automotive Design and Testing - Firenze, Italy,
April 8 -10 1992.
11. J. Krimm and C. Daly Electronic Contributions to
Sliding Friction - Phisics of Sliding Friction - by
B.N.J. Persson and E. Tosatti - Kluver Academic Publishers, Doodrecht, (NL) 1996.
11