TITLE PAGE

Table of Contents
Abstract:...........................................................................................................................................3
1 Introduction:.............................................................................................................................4
2 Laboratory Setup:.....................................................................................................................5
2.1 Procedure:.........................................................................................................................5
3 Results & Observations:...........................................................................................................5
4 Ansys Analysis on Cylinder:....................................................................................................9
5 Car Modelling:.........................................................................................................................9
6 CFD Analysis of Car:.............................................................................................................10
7 Analysis of drag behavior of modified car:............................................................................13
8 Conclusion:.............................................................................................................................14
References:....................................................................................................................................14

List of Figures:
Figure 1 CFD Simulation Methodology..........................................................................................4
Figure 2 Wind Tunnel Setup for Experiment..................................................................................5
Figure 3Graph between Cp vs θ when there is no obstruction........................................................7
Figure 4 Graph between Cp vs θ when there is obstruction............................................................8
Figure 5 Graph between CD and Reynold Number..........................................................................8
Figure 6 Car SolidWorks model......................................................................................................9
Figure 7 Pressure Distribution results by CFD analysis of Car Model.........................................10
Figure 8 Velocity Variation results by CFD Results.....................................................................11
Figure 9Velocity Distribution around Car.....................................................................................12
Figure 10 Pressure Distribution around Car..................................................................................12
Figure 11 Velocity distribution of the modified geometry............................................................13
Figure 12 Pressure distribution of the modified geometry............................................................14

List of Tables:
Table 1Parameters evaluated without obstruction at 3 different Dynamic Pressures.....................6
Table 2Parameters evaluated with obstruction at 3 different Dynamic Pressures...........................7
Abstract:
In this report, the CFD Analysis is accomplished on the Car Model. We have done the literature
review of CFD Simulation Methodology and its steps. After that, the Experiment is performed on
the wind tunnel apparatus and the Drag Coefficient and Pressure Co-efficient values are
computed with obstacles and without obstacles at 3 different Dynamic Pressures by varying tap
pressure angle from 0° to 360° by 30° variation in each turn. The experimental results are then
compared with the calculated ones by CFD Analysis. The experimental results show that for a
specific Reynold Number at specific dynamic pressure the Co-efficient Drag value computed is
greater when there is no obstruction in free-stream force-velocity. The results obtained after CFD
Analysis of Car is that the drag force and lift force computed is 719.112 N and 15364.9 N,
respectively. This shows that based on results computed we need to modify our geometry of car
and car modified on basis of that and after again CFD Analysis was done on car modified.
1 Introduction:
CFD is the study of fluid flows utilizing computational methods of solution. You may use CFD
to analyze complex issues involving interaction between fluid-fluid, fluid-solid, or fluid-gas. For
example, aerodynamics and hydrodynamics are the fields where CFD analyzes are widely used
in which quantity like lift and drag or field properties are obtained as pressure and velocity.
Dynamic fluid in the form of partial differential equations requires physical laws. Sophisticated
CFD solvers transform these laws into algebraic equations and can solve them numerically
effectively. CFD research is highly capable of saving time in design and is, therefore, cheaper,
and quicker than traditional data acquisition studies. Moreover, small quantities are calculated in
real-life testing at a time, while all required quantities can be simultaneously measured in a CFD
analysis and with a high resolution in space and time. (Hosain and Fdhila, 2015)
The CFD Simulation Methodology comprises 3 steps:
1. Pre-Processor
2. Solver
3. Post-Processor
The pre-processor comprises grid generation (mesh generation), solution domain, parameters of
physical modeling, boundary conditions, and fluid properties.
The solver comprises of methods of Finite Element, Finite Difference, and Finite Volume.
The post-processor comprises of display of grid and geometry domains, the plot of vectors, and
3-D and 2-D surface plots. (Diana et al., 2013)

Figure 1 CFD Simulation Methodology

Every project is structured into two-dimensional and three-dimensional simulation projects in

three phases. Firstly, with the use of the SolidWorks tools, geometry like the 2D and 3D
modeling design for the car's external board. The aerodynamic computing behavior should be
analyzed by the program "ANSYS fluent" after modeling the body in the 3D software to measure
the aerodynamic computing of the aerodynamic characteristics such as CD, CL, and Lift.
Determine the CD and CL values, compare the outcomes of all simulation models in later car
models. Encourage observations using aerodynamic theory. Composites eventually conduct an
ongoing study with the "ANSYS" and "Microsoft Office Super" applications. (Parab et al., 2014)
2 Laboratory Setup:
Flow handling systems in most of the applications can be replaced with proximity to each other
such as wind turbines and any other obstructions in the flow field. The apparatus shown below
will be used to perform the experiments.
2.1 Procedure:
The following procedure will be used to evaluate the parameters.
1. In the test section of the wind tunnel, place the model of the cylinder, and set a tap pressure
angle of about 180°. It is ensured that the model must be properly safe to the walls of the test
section.
2. By using the manometer, record the initial reading.
3. Note the pressure and ambient temperature values.
4. Then start the wind tunnel apparatus. When up to speed, the damper will be adjusted such that
for the free-stream the dynamic pressure is 90 Pa.
5. Wait for some time until a steady-state condition is achieved. Then determine the dynamic
pressure from the manometer.
6. The Surface pressure values will be recorded for the manometer at that steady state. This is
reading at 0°. Then adjust the tap pressure angle to about 30° and simultaneously record the
surface pressure from the manometer.
7. Repeat step 6 for pressure angle of tap up to 330 and record the surface pressure at every
angle.
8. Repeat steps 5 to 7 for changing free-stream dynamic pressures of 180 Pa and 270 Pa.

Figure 2 Wind Tunnel Setup for Experiment

3 Results & Observations:

Diameter = d =12.5 mm
Atmospheric Pressure = Patm = 101325 Pa = 760 mmHg
Temperature = 18°C =291°K
For 3 sets of Free-Stream Flow Velocity:
(PDYNAMIC)1 = 90 Pa = 0.675mmHg
(PDYNAMIC)2 = 180 Pa = 1.350mmHg
(PDYNAMIC)3 = 270 Pa = 2.03mmHg
The following formula used to evaluate the Free-Stream Velocity (U ꝏ) at the corresponding
Dynamic Pressures:
2  PTOTAL  PSTATIC 
U  .....(1)
 AIR
For ρAIR,
Patm
 AIR  .....(2)
RAIRTatm (Street et al., 1996)
 AIR  1.21298kgm3
(Uꝏ)1 = 12.18 m/s
(Uꝏ)2 = 17.23 m/s
(Uꝏ)3 = 21.099 m/s
 AIRU  d
Re  .....(3)
 AIR
(Re)1 = 10322.05
(Re)2 = 14597.58
(Re)3 = 17878.31
For Cylinder Surface Pressure Profile, the following formula used to evaluate other parameters:
P  P
CP  .....(4)
1
 AIRU 
2

2 (Bertin and Smith, 1998)

2
D p  r  P cos  d .....(5)
0

Dp
CD  .....(6)
1
 AIRU 2 d
2 (Schlichting and Gersten, 2016)
Table 1Parameters evaluated without obstruction at 3 different Dynamic Pressures

Measurin Surface pressure profile Co-efficient of Pressure Drag Co-efficient of Drag Force
g Point Set 1 Set 2 Set 3 Set 1 Set 2 Set 3 Force Set 1 Set 2 Set 3
90 Pa 180 Pa 270 Pa 90 Pa 180 Pa 270 Pa 90 Pa 180 Pa 270 Pa
θ P P P Cp Cp Cp Dp CD CD CD
° Pa Pa Pa N
0 -35 -115 -186 -0.39 -0.64 -0.69 0 0 0 0
30 -42 -60 -110 -0.47 -0.33 -0.41 -589.201 -523.735 -261.867 -174.578
60 -41 -55 -75 -0.46 -0.31 -0.28 -138.365 -122.991 -61.4956 -40.9971
90 -78 -150 -210 -0.87 -0.83 -0.78 -5.5E-45 -4.9E-45 -2.5E-45 -1.6E-45
120 -81 -152 -221 -0.90 -0.84 -0.82 4452.147 3957.464 1978.732 1319.155
 150 -70 -135 -188 -0.78 -0.75 -0.70 18881.23 16783.31 8391.656 5594.437
180 -69 -130 -187 -0.77 -0.72 -0.69 32935.48 29275.98 14637.99 9758.659
210 -70 -128 -191 -0.78 -0.71 -0.71 25463.02 22633.8 11316.9 7544.599
240 -72 -148 -201 -0.80 -0.82 -0.74 7009.207 6230.407 3115.203 2076.802
270 -84 -155 -215 -0.93 -0.86 -0.80 5.12E-43 4.55E-43 2.27E-43 1.52E-43
300 -28 -60 -110 -0.31 -0.33 -0.41 -755.946 -671.952 -335.976 -223.984
330 -3 -55 -120 -0.03 -0.31 -0.44 -462.944 -411.506 -205.753 -137.169

Table 2Parameters evaluated with obstruction at 3 different Dynamic Pressures

Measurin Surface pressure profile Co-efficient of Pressure Drag Co-efficient of Drag Force
g Point Force
Set Set 2 Set 3 Set 1 Set 2 Set 3 Set 1 Set 2 Set 3
1
90 180 270 Pa 90 Pa 180 Pa 270 Pa 90 Pa 180 Pa 270 Pa
Pa Pa
θ P P P Cp Cp Cp Dp CD CD CD
° Pa Pa Pa N
0 -58 -115 -176 -0.64 -0.64 -0.65 0 0 0 0
30 -48 -77 -90 -0.53 -0.43 -0.33 -707.042 -628.481 -314.241 -209.494
60 -45 -65 -85 -0.50 -0.36 -0.31 -203.406 -180.805 -90.4026 -60.2684
90 -82 -165 -200 -0.91 -0.92 -0.74 -6.1E-45 -5.4E-45 -2.7E-45 -1.8E-45
120 -86 -160 -218 -0.96 -0.89 -0.81 4908.215 4362.858 2181.429 1454.286
150 -75 -140 -181 -0.83 -0.78 -0.67 20198 17953.78 8976.89 5984.593
180 -72 -135 -183 -0.80 -0.75 -0.68 34925.87 31045.22 15522.61 10348.41
210 -74 -135 -198 -0.82 -0.75 -0.73 29430.61 26160.54 13080.27 8720.181
240 -76 -154 -210 -0.84 -0.86 -0.78 8043.263 7149.567 3574.783 2383.189
270 -89 -168 -225 -0.99 -0.93 -0.83 6.15E-43 5.47E-43 2.73E-43 1.82E-43
300 -32 -75 -97 -0.36 -0.42 -0.36 -952.295 -846.485 -423.242 -282.162
330 -8 -72 -130 -0.09 -0.40 -0.48 -1750.77 -1556.24 -778.12 -518.747
The following graphs are plotted:
 Without Obstruction Cp vs θ
0.20

0.00 Dynamic Pressure = 90Pa

-0.20 Dynamic Pressure =180Pa

Dynamic Pressure = 270Pa
-0.40
Cp

-0.60

-0.80

-1.00

-1.20
0 50 100 150 200 250 300 350
θ
Figure 3Graph between Cp vs θ when there is no obstruction

The graph plotted between the co-efficient of pressure vs θ indicates that by increasing the value of
dynamic pressure the value of Cp increases except at start and at last.

With Obstruction Cp vs θ
0.00
Dyamic Pressure = 90Pa
-0.20 Dynamic Pressure = 180Pa
Dynamic Pressure = 270Pa
-0.40

-0.60
Cp

-0.80

-1.00

-1.20
0 50 100 150 200 250 300 350
θ
Figure 4 Graph between Cp vs θ when there is obstruction

The graph plotted between the co-efficient of pressure vs θ indicates that by increasing the value of
dynamic pressure the value of Cp increases and at the start the 3 values of Cp at 3 different dynamic
pressure very close to each other.
 Reynold Number vs Drag Force Co-efficient
0

-100
Drag Force Co-efficient

-200 90Pa
180Pa
-300 270Pa
90Pa
-400

-500

-600

-700
9000 10000 11000 12000 13000 14000 15000 16000 17000 18000 19000
Reynold Number

Figure 5 Graph between CD and Reynold Number

The above graph indicates that when there is no obstruction inflow air stream, the value of drag
force co-efficient is large as compared to drag force co-efficient at the same Reynold number for
the same dynamic pressure.
The results computed by this experiment will be used to validate the CFD simulations we have
carried out.

4 Ansys Analysis on Cylinder:

The Ansys simulation for the cylinder placed in the wind tunnel was performed. The diameter of
the cylinder was defined to be 12.5 mm and an extrusion of 20 mm was applied on it, an
enclosure of volume 40 × 10 × 1 mm3 was created around the cylinder. Then the meshing for the
whole system was defined with inflation rate of 5 layers. Moreover, the inlet, outlet, walls and
the cylinder were also defined for the system to set the incoming air speed and value of pressure.

In the first analysis, no obstacle was placed in way of the cylinder and air speed of 12.18 m/s was
applied along with a gauge pressure of 90 MPa at the inlet. The value simulation results obtained
for this are drag force coefficient of -0.16465844. After this the value of air speed was set to be
17.23 m/s and the pressure was set to be 180 MPa at the inlet the value of drag force coefficient
was found to be -0.30626035. Finally, for the inlet velocity of 21.099 m/s and pressure value of
270 MPa, the value of drag force coefficient was found to be -0.44021931.
The second analysis was performed for the cylinder with an obstacle in the way of it. The value
of air speed and pressure were varied in the same way and drag force coefficient was found for
it. In the first analysis, no obstacle was placed in way of the cylinder and air speed of 12.18 m/s
was applied along with a gauge pressure of 90 MPa at the inlet. The value simulation results
obtained for this are drag force coefficient of -0.15607724. After this the value of air speed was
set to be 17.23 m/s and the pressure was set to be 180 MPa at the inlet the value of drag force
coefficient was found to be -0.30175933. Finally, for the inlet velocity of 21.099 m/s and
pressure value of 270 MPa, the value of drag force coefficient was found to be -0.43847054.
5 Car Modelling:
The model of the car is modeled on SolidWorks as a single body. The model of the car is
modeled by using only the extrude commands and fillets and chamfers. No surfaces are used to
model the geometry. The model is exported in the form of iges format.

Figure 6 Car SolidWorks model

6 CFD Analysis of Car:

In Ansys, the Ansys CFX model was selected and car geometry was imported. A box was
defined around the car model for the analysis purpose. In the second part, boundaries were
defined i.e., inlet, open area, wall, and car along with mesh that was generated on the box as well
on the car. The mesh that was defined around the car was relatively large to measure the
velocity, pressure, lift, and drag force variations. In the third part, setup i.e., boundary conditions
were defined for the system. Inlet velocity of air was set to be 50 m/s, while atmospheric
pressure was defined on the open area and the wall portion was defined to be moving at 70 mph
for the car. Finally, 150 iterations were defined for the system numerical analysis by Ansys. In
the fourth step, the solution was performed for the given boundary conditions, and iterations
were carried out by Ansys. In the fifth and final step, results of the analysis were plotted i.e.,
velocity variation, pressure variation, and drag and lift force acting on the car. The drag and lift
force acting on the car were found to be 2181.94 N and 17651.7 N, respectively.
The overall drag force acting on the car was found to be 2181.94 N, which is a relatively very
high value of the force. The major reason for this high value of drag force is the poor geometry
of the car. Since the car does not design through proper aerodynamics analysis, therefore the
overall drag force acting on the car is relatively high.
The pressure distribution for the car is shown in the figure. It can be seen that a very high value
of pressure is acting on the car especially at the front portion of the car. The main reason for this
high value of the pressure on the car is due to the very high velocity of the car along with the
airspeed which s 50 m/s and the fact that the car is not designed using aerodynamic analysis.
 Figure 7 Pressure Distribution results by CFD analysis of Car Model

The effect of the air stream acting on the car is shown in the figure. The air flowing over the car
body is of very high velocity. The maximum velocity is found near the rooftop of the car close to
the mirror portion. The airspeed decreases after striking the car as seen from the figure.

Figure 8 Velocity Variation results by CFD Results

The front portion of the car i.e., bumper is facing the maximum value of air drag. Moreover, the
bonnet, mirror, and the rooftop of the car are facing the maximum value of the air drag, because
of their geometry which is not designed using aerodynamic principles along with the wind speed
which is very high in this case.
Since the frontal area of the car i.e., bumper, bonnet, mirror screen, and the roof are facing the
maximum value of drag force and pressure, so they require the modification. The modification
included the conversion of a non-aerodynamic geometrical shape to an aerodynamically suitable
one for this purpose more curvature was introduced at the bumper and the bonnet joint along
with the introduction of curvature at the bumper and mirror screen join and the mirror screen and
roof joint. This helped to reduce the more pointed region of the car with the curved ones as a
result the overall drag will be reduced due to the curvature.
Drag Force = 719.112 N
Lift Force = 15364.9 N

Figure 9Velocity Distribution around Car

 Figure 10 Pressure Distribution around Car

7 Analysis of drag behavior of modified car:

Before analyzing the drag behavior, it is important to note the modifications made in the
geometry of the original model. The modifications that were made included the addition of a
fillet at the edge where the windshield meets the bonnet of the car and lowering the radius of the
fillet at the front edge of the roof. These changes may look small but happen to have a significant
change in the analysis of a modified car. First, as far as overall geometry is concerned, the
addition of fillet has caused the distribution of velocity to move upward. This can also be
verified from the figure as follows:

Figure 11 Velocity distribution of the modified geometry

 This has happened because the addition of fillet has removed the pointed areas and hence caused
the geometry to become more aerodynamic. Also, the distribution of velocity has lowered as well
due to fillet. The fillet has also positively affected the pressure distribution of the geometry.
From the figure below, we can see that originally the pressure distribution was concentrated over
a few areas. This uneven concentration has now evened out to a few extents across the geometry.
The regions can be seen approximately close in the diagram, which is a graphical representation
of this distribution. This, also, is a result of the added aerodynamics of the geometry due to the
fillet.

Figure 12 Pressure distribution of the modified geometry

Also, the drag force has considerably reduced as it is inversely related to the aerodynamics of the
geometry. The fillet has resulted in an increase in aerodynamics and hence, reduced the drag
force considerably on the geometry. Hence the optimal design of the car will require the
modifications like the introduction of Aerodynamically suitable components. With these
modifications, the overall drag and lift forces acting on the geometry will be reduced
considerably, and more speed can be achieved.
8 Conclusion:
The above report has presented the CFD analysis of an automobile model. The CFD model was
used to analyze the flaws in the geometry of automobiles that caused higher drag force, lift force,
irregular pressure distribution, and high-velocity distribution. These flaws were removed, and the
modified model was then again analyzed using the ANSYS CFX software. The newer analysis
was seen to be improved considerably in terms of drag and lift force and gradually in pressure
and velocity distribution. Also, the experiment for finding the coefficient of drag and drag force
with and without obstacle on a sphere is included along with its result. It was found that for a
specific value for Reynold number, the value of drag force is seen to be higher without any
obstruction and vice versa.
References:
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HOSAIN, M. L. & FDHILA, R. B. J. E. P. 2015. Literature review of accelerated CFD simulation
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PARAB, A., SAKARWALA, A., PATIL, V., MANGRULKAR, A. J. I. J. O. R. T. I. M. &
ENGINEERING, E. 2014. Aerodynamic analysis of a car model using Fluent-Ansys 14.5. 1, 07-
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SCHLICHTING, H. & GERSTEN, K. 2016. Boundary-layer theory, Springer.
STREET, R. L., WATTERS, G. Z. & VENNARD, J. K. 1996. Elementary fluid mechanics, J. Wiley.