Numerical study of multiple-channel diffusers on the rear bus body

Sabdono Abdi Sucipto, and Wawan Aries Widodo

Citation: AIP Conference Proceedings 1788, 030094 (2017);

View online: https://doi.org/10.1063/1.4968347
View Table of Contents: http://aip.scitation.org/toc/apc/1788/1
Published by the American Institute of Physics

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 Numerical Study of Multiple-Channel Diffusers on The
Rear Bus Body
Sabdono Abdi Sucipto1, a) and Wawan Aries Widodo1, b)
1
Mechanical Engineering Department of Institut Teknologi Sepuluh Nopember, Surabaya 60111
a)
Corresponding author: Sabdonoabdi.s@gmail.com
b)
wawanaries@me.its.ac.id

Abstract. 3D-Simplified bus model (without wheels) is inspected at Reynolds number 2.19x106 (based on the length of
bus and velocity inlet). A modification to increase the aerodynamics performance of vehicle is performed by using
multiple-channel diffusers on the rear bus body. Diffuser angle (β) 12o is chosen as a constant variable. Two, Three and
Four Channels are chosen as a variable. The results show that multiple channel diffuser can increase aerodynamics
performance of the bus. Two channel produces optimal negative lift while Four channel produces optimal drag
coefficient.

INTRODUCTION
Between 2010-2014, the number of buses increases about 1.61 percent [1] in Indonesia. As we compared to the
year of 2013, Bus increased about 4.92 percent in 2014. Energy consumption data for transportation data said that 88
percent belong to road transportation and about 9 percent belongs to bus [2]. For fuel efficiency, bus is still inferior
to the car. Many methods can be done to increase the fuel efficiency such as aerodynamics modifications which can
increase about 2-8 percent [3].
Aerodynamics plays a significant role in both passenger and vehicle performance. Better aerodynamics produces
better stability, handling, and fuel efficiency. Modification to obtain better aerodynamics performance has been
conducted by many researchers. Research about adding diffuser with some variation angle on the rear bus body was
performed by Widodo and Karohmah [4]. Hu, et.al [5] perform a numerical study about diffuser with some
parameter such as diffuser angle, number, and separator design. Hassan, et.al [6] were reported to perform numerical
study in modification under the rear body of the vehicle and exhaust gas redirection. Jowsey and Passmore [7]
conducted an experimental study on the diffuser and multiple-channel performance using force and pressure
measurement with some variation in diffuser angle and ride height. Lai, et.al [8] performed experimental and
numerical studies to evaluate and analyze the influence of the notchback rear diffuser angle on aerodynamics drag
and wake structure.
The purpose of this study is to evaluate and analyze the influence of the multiple-channel diffuser on the rear bus
body. Some number of the channel were performed and analyze using numerical simulation. Detailed flow fields
and pressure distribution were evaluated to get a better understanding.

NUMERICAL METHOD

Bus Geometry
Figure 1 shows the schematic of the bus model. The dimensions of the model are based on [4] with ground
clearance (Gc) 330mm and diffusers angle 12o. Multiple-channel applied in the diffusers with variation Two, Three
and Four.
As can be seen in Fig. 2(a), all the geometric quantities of the domain were normalized with the bus’s length, L.
the inlet and outlet of the channel are at a distance of 2L and 4L from the front and rear face of the model
respectively. While the top and side wall are at a distance of L from roof and side face of the bus respectively.

International Conference on Engineering, Science and Nanotechnology 2016 (ICESNANO 2016)

AIP Conf. Proc. 1788, 030094-1–030094-6; doi: 10.1063/1.4968347
Published by AIP Publishing. 978-0-7354-1452-5/$30.00

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 β

FIGURE 1. Schematic of the bus model.

TABLE 1. Bus model dimension

Length (L) 11820 mm
Width (W) 2550 mm
Height (H) 3255 mm
Diffuser Angle (β) 12o
Ground Clearance (Gc) 330 mm
Number of Channel 2, 3 and 4

Mesh Generation
Figure 2(b) shows the mesh of the physical domain with the bus model without multiple-channel (plane
diffuser). Meshing was created tight near the bus and in the wake region to capture valid phenomenon. While,
meshing was created more robust at the region far away from the bus model to reduce calculation time.

Numerical Setup
In this study, the commercial Computational Fluid Dynamics (CFD) was used for numerical calculation of the
incompressible turbulent flow. 3-D steady Reynolds-Averaged Navier–Stokes equations (or RANS equations) were
solved with the realizable (k-epsilon) turbulent model. SIMPLE algorithm has been employed for pressure and
velocity coupling in this simulation.
The flow surrounding the bus model is assumed uniform, incompressible and steady. The fluid is standard air
with constant properties, where μ=1.7894e-05 kg/m-s and ρ=1.225 kg/m3. The simulation was carried out at
Reynolds number 2.19x106 (based on bus length and inlet velocity). The outlet of the boundary was set to outflow.

(a) (b)

FIGURE 2. (a) Domain and boundary condition of simulation, (b) 3D Hexahedral mesh of the simulation

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 RESULTS AND DISCUSSION

Pressure Coefficient (Cp)

Applied diffusers in the vehicle is a method to get better aerodynamics performance. Variating diffuser angle
and placing some channel in diffuser would give some enhancement. Air flow from the bottom of the vehicle passes
diffuser will have pressure recovery. By adding multiple-channel, air flow split and enter the multiple-channel
diffuser with faster velocity and would recover pressure at the outlet better than no channel diffusers.
As numerical simulation been performed, some details data give better understanding about the multiple-
channel effect in diffusers. Detail pressure distribution at the rear bus body, wake structure, and the goal is to get
lower drag coefficient and higher downforce which is good for the vehicle.

(a) (b)

FIGURE 3. Pressure coefficient at midspan bus. (a) Upper side body, (b) Lower side body

Figure 3(b) shows the graph of pressure coefficient (Cp) at the lower side. At inlet diffuser, between the plane
diffuser and multiple-channel give a different value. Multiple-channel diffusers have lower Cp than plane diffuser; it
means that multiple-channel give better diffuser pumping. As the fluid travel in the diffuser region, the kinetic
energy converted into pressure. While at diffuser outlet, the multiple-channel produces higher Cp than plane diffuser
which means that better pressure recovery.

Velocity Profile

(a) (b)

FIGURE 4. (a) Measurement plane at Y/H=0.5, (b) Velocity profile at X=1.1L

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 Figure 4(b) shows the velocity profile at the horizontal line on the xz plane about 10%L from the rear body.
Velocity flow characteristic looks symmetry to the center of the bus. Multiple-channel diffuser produces better
characteristic as the reversed flow decreased compared to the plane diffuser.

Velocity Pathline

Plane Diffuser

2-Channel

3-Channel

4-Channel

(a) (b) (c)

FIGURE 5. Velocity path line on various view. (a) Side view, (b) Top view, (c) Isometric view

As multiple-channel implemented on the rear bus body, wake structure is changed but not significant. Figure 5
shows that multiple-channel can recover the velocity at wake region and reduce the recirculation zone at rear bus
body. Vortex at rear bus model was reduced because of jet flow coming from under bus body. As the wake region is
recovered, the aerodynamics performance will improve.

Velocity Vector
Flow characteristic at the rear bus body was very critical to be investigated. The structure at the wake region
developed and produced a different pattern as the fluid travel further. Firstly, the fluid at the inlet diffuser get mass

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flow addition from the side body and will accelerate the flow until the wake region (see Fig. 6). The fluid will
develop and emerge the rotating vortices at upper, and lower bus body then will disappear at some distance far away
from the rear bus body (see Fig. 7). These vortices at upper body were stronger than the lower one [8]. There was
strong upwash between the counter-rotating vortices and cause the bus model experienced lift [9].

Plane Diffuser 2-Channel

Measurement plane

3-Channel 4-Channel

FIGURE 6. Velocity vector at inlet diffuser (X= 0,93L)

Plane Diffuser 2-Channel

Measurement plane

3-Channel 4-Channel

FIGURE 7. Velocity vector at X= 1,5L

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 Drag and Lift Coefficient

(a) (b)
FIGURE 8. Aerodynamics performance. (a) Drag coefficient, (b) Lift coefficient

Figure 8 shows that multiple-channel diffuser produces a better performance as the result drag coefficient
decreased and downforce (negative lift) increased. Multiple-channel diffuser with four channel decreases drags
the most among other. Drag coefficient is reduced about 0.51 percent compared to the plane diffuser. Downforce
gets better performance as well. Two channel can increase about 5.44 percent compared to plane diffuser.

CONCLUSIONS
Research of the effect of multiple-channel diffusers on the rear bus body was conducted using numerical
simulation. Some important things were obtained and presented as follow:
1. Multiple-channel diffusers can improve the aerodynamics performance of the simplified bus. By using
Four channel diffuser, drag coefficient decreased the most and by using Two channel diffuser,
downforce increased the most among the others.
2. Multiple-channel diffusers produce better pressure recovery at the rear bus body which affects the drag
coefficient.
3. Multiple-channel diffusers minimize the recirculation zone and produce better wake structure on the
rear bus body.

REFERENCES
1. Suryamin, Land Transportation Statistics (Statistics Indonesia, Jakarta, 2014), pp. 37–40.
2. Ministry of Transportation, Beberapa Kebijakan Sektor Transportasi Darat (Ministry of Transportation, Jakarta,
2005), pp. 1-24.
3. A.S. Silitonga, A.E. Atabania and T.M.I. Mahlia, Renewable and Sustainable Energy 16, 1683–1695 (2012).
4. W.A. Widodo and M. N. Karohmah, Applied Mechanics and Materials 836, 127–131 (2016).
5. X. Hu, R. Zhang, J. Ye, X. Yan and Z. Zhao, Physics Procedia 22, 239–245 (2011).
6. S. M. R. Hassan, T. Islam, M. Ali and Q. Islam, Procedia Engineering 90, 308–313 (2014).
7. L. Jowsey and M.A. Passmore, Journal of Automobile Engineering 224, 865–879 (2010).
8. C. Gurlek, B. Sahin and G.M. Ozkan, Exp. Therm. Fluid Sci. 38, 115–126 (2012).
9. P.W. Bearman, J. Wind Eng. Ind. Aerodyn. 69-71, 33–54 (1997).

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