design and analysis of heavy trucks using · e first step in cfd. here catia design is saved in...
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International Journal of Mechanical Engineering and Technology (IJMET)Volume 8, Issue 7, JulyAvailable online at ISSN Print: 0976 © IAEME
DESIGN AND ANALYSIS
ABSTRACTThe history of research about the aerodynamic efficiency of the heavy trucks, it
has been observed that the squared edges and bluff body shapes become obstacle to the improvement of the fuel economy. tractor trailer it causes to change the behavior of air, resulting in creation of the different drag regions over the surface of trucks. These low and high pressure regions lead to formation of the drag which As the speed of the vehicle is increased the force which is required to overcome both rolling friction and drag increases but at speeds greater than 70Mph aerodynamic drag is the dominating factor. Resefuel economy by using external devices like boat tails, side skirts, roof fairings over the cab, rear flaps and under flow carriages. In this project different aerodynamically shaped tractors and trailers investigated. Different drag reducing devices have been used on the truck to check the feasibility of reduction in drag.
Different truck geometries have been designed in CATIA V5 R20 with in standard geometry with variations in shape and with different external drag reducing devices. also the gap between the tractor and trailer was optimized. Simulation was carrieusing ANSYS CFX solver software.Key words:
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International Journal of Mechanical Engineering and Technology (IJMET)Volume 8, Issue 7, JulyAvailable online at http://www.iaeme.com/IJMEISSN Print: 0976-6340 and ISSN Online: 0976
© IAEME Publication
DESIGN AND ANALYSIS
Assistant Professor, Department of Mechanical EngineeringMLR Institute of Technology, Hyderabad
Assistant Professor, Department of Mechanical Engineering, MLR Insti
Assistant Professor, Department of Mechanical Sanketika Vidya Parishad Engineering College
Assistant Professor, Department of Mechanical Engineering, MLR Insti
ABSTRACT The history of research about the aerodynamic efficiency of the heavy trucks, it
has been observed that the squared edges and bluff body shapes become obstacle to the improvement of the fuel economy. tractor trailer it causes to change the behavior of air, resulting in creation of the different drag regions over the surface of trucks. These low and high pressure regions lead to formation of the drag which As the speed of the vehicle is increased the force which is required to overcome both rolling friction and drag increases but at speeds greater than 70Mph aerodynamic drag is the dominating factor. Resefuel economy by using external devices like boat tails, side skirts, roof fairings over the cab, rear flaps and under flow carriages. In this project different aerodynamically shaped tractors and trailers investigated. Different drag reducing devices have been used on the truck to check the feasibility of reduction in drag.
Different truck geometries have been designed in CATIA V5 R20 with in standard geometry with variations in shape and with different external drag reducing devices. also the gap between the tractor and trailer was optimized. Simulation was carrieusing ANSYS CFX solver software.Key words: Drag, Fuel Economy, Aerodynamic Drag, Wind Tunnel
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International Journal of Mechanical Engineering and Technology (IJMET)Volume 8, Issue 7, July 2017, pp.
http://www.iaeme.com/IJME6340 and ISSN Online: 0976
Publication
DESIGN AND ANALYSIS
Assistant Professor, Department of Mechanical EngineeringMLR Institute of Technology, Hyderabad
Assistant Professor, Department of Mechanical Engineering, MLR Institute of Technology, Hyderabad
Assistant Professor, Department of Mechanical Sanketika Vidya Parishad Engineering College
Assistant Professor, Department of Mechanical Engineering, MLR Institute of Technology, Hyderabad
The history of research about the aerodynamic efficiency of the heavy trucks, it has been observed that the squared edges and bluff body shapes become obstacle to the improvement of the fuel economy. tractor trailer it causes to change the behavior of air, resulting in creation of the different drag regions over the surface of trucks. These low and high pressure regions lead to formation of the drag which As the speed of the vehicle is increased the force which is required to overcome both rolling friction and drag increases but at speeds greater than 70Mph aerodynamic drag is the dominating factor. Resefuel economy by using external devices like boat tails, side skirts, roof fairings over the cab, rear flaps and under flow carriages. In this project different aerodynamically shaped tractors and trailers investigated. Different drag reducing devices have been used on the truck to check the feasibility of reduction in drag.
Different truck geometries have been designed in CATIA V5 R20 with in standard geometry with variations in shape and with different external drag reducing devices. also the gap between the tractor and trailer was optimized. Simulation was carrieusing ANSYS CFX solver software.
Drag, Fuel Economy, Aerodynamic Drag, Wind Tunnel
IJMET/index.asp
International Journal of Mechanical Engineering and Technology (IJMET)2017, pp. 379–387, Article ID: IJM
http://www.iaeme.com/IJME6340 and ISSN Online: 0976
Scopus Indexed
DESIGN AND ANALYSIS USING
Assistant Professor, Department of Mechanical EngineeringMLR Institute of Technology, Hyderabad
B L N Assistant Professor, Department of Mechanical Engineering,
tute of Technology, Hyderabad
KAssistant Professor, Department of Mechanical
Sanketika Vidya Parishad Engineering College
Assistant Professor, Department of Mechanical Engineering, tute of Technology, Hyderabad
The history of research about the aerodynamic efficiency of the heavy trucks, it has been observed that the squared edges and bluff body shapes become obstacle to the improvement of the fuel economy. tractor trailer it causes to change the behavior of air, resulting in creation of the different drag regions over the surface of trucks. These low and high pressure regions lead to formation of the drag which in turn will reduce the fuel economy of the vehicle. As the speed of the vehicle is increased the force which is required to overcome both rolling friction and drag increases but at speeds greater than 70Mph aerodynamic drag is the dominating factor. Researchers around the clock have tried to improve the fuel economy by using external devices like boat tails, side skirts, roof fairings over the cab, rear flaps and under flow carriages. In this project different aerodynamically shaped tractors and trailers have been studied and flow around the truck was investigated. Different drag reducing devices have been used on the truck to check the feasibility of reduction in drag.
Different truck geometries have been designed in CATIA V5 R20 with in standard geometry with variations in shape and with different external drag reducing devices. also the gap between the tractor and trailer was optimized. Simulation was carrieusing ANSYS CFX solver software.
Drag, Fuel Economy, Aerodynamic Drag, Wind Tunnel
asp 379
International Journal of Mechanical Engineering and Technology (IJMET)Article ID: IJM
http://www.iaeme.com/IJMET/issues.asp?JType=IJME6340 and ISSN Online: 0976-6359
Indexed
DESIGN AND ANALYSIS OF HEAVY TRUCKS USING CFD
Monica T Assistant Professor, Department of Mechanical EngineeringMLR Institute of Technology, Hyderabad
B L N KrishnaAssistant Professor, Department of Mechanical Engineering,
tute of Technology, Hyderabad
K KamalakarAssistant Professor, Department of Mechanical
Sanketika Vidya Parishad Engineering College
S Girish Assistant Professor, Department of Mechanical Engineering,
tute of Technology, Hyderabad
The history of research about the aerodynamic efficiency of the heavy trucks, it has been observed that the squared edges and bluff body shapes become obstacle to the improvement of the fuel economy. When the air passes through the surface of the tractor trailer it causes to change the behavior of air, resulting in creation of the different drag regions over the surface of trucks. These low and high pressure regions
in turn will reduce the fuel economy of the vehicle. As the speed of the vehicle is increased the force which is required to overcome both rolling friction and drag increases but at speeds greater than 70Mph aerodynamic
archers around the clock have tried to improve the fuel economy by using external devices like boat tails, side skirts, roof fairings over the cab, rear flaps and under flow carriages. In this project different aerodynamically
have been studied and flow around the truck was investigated. Different drag reducing devices have been used on the truck to check the
Different truck geometries have been designed in CATIA V5 R20 with in standard geometry with variations in shape and with different external drag reducing devices. also the gap between the tractor and trailer was optimized. Simulation was carrie
Drag, Fuel Economy, Aerodynamic Drag, Wind Tunnel
International Journal of Mechanical Engineering and Technology (IJMET)Article ID: IJMET_08_07_044
asp?JType=IJME
OF HEAVY TRUCKS CFD
Assistant Professor, Department of Mechanical EngineeringMLR Institute of Technology, Hyderabad, Telangana,
Krishna Sai Assistant Professor, Department of Mechanical Engineering,
tute of Technology, Hyderabad, Telangana
Kamalakar Assistant Professor, Department of Mechanical
Sanketika Vidya Parishad Engineering College, Andhra Pradesh,
Assistant Professor, Department of Mechanical Engineering,
tute of Technology, Hyderabad, Telangana, India
The history of research about the aerodynamic efficiency of the heavy trucks, it has been observed that the squared edges and bluff body shapes become obstacle to
When the air passes through the surface of the tractor trailer it causes to change the behavior of air, resulting in creation of the different drag regions over the surface of trucks. These low and high pressure regions
in turn will reduce the fuel economy of the vehicle. As the speed of the vehicle is increased the force which is required to overcome both rolling friction and drag increases but at speeds greater than 70Mph aerodynamic
archers around the clock have tried to improve the fuel economy by using external devices like boat tails, side skirts, roof fairings over the cab, rear flaps and under flow carriages. In this project different aerodynamically
have been studied and flow around the truck was investigated. Different drag reducing devices have been used on the truck to check the
Different truck geometries have been designed in CATIA V5 R20 with in standard geometry with variations in shape and with different external drag reducing devices. also the gap between the tractor and trailer was optimized. Simulation was carrie
Drag, Fuel Economy, Aerodynamic Drag, Wind Tunnel
International Journal of Mechanical Engineering and Technology (IJMET) 07_044
asp?JType=IJMET&VType=8&IType=7
OF HEAVY TRUCKS
Assistant Professor, Department of Mechanical EngineeringTelangana, India
Assistant Professor, Department of Mechanical Engineering, Telangana, India
Assistant Professor, Department of Mechanical Engineering, Andhra Pradesh,
Assistant Professor, Department of Mechanical Engineering, , Telangana, India
The history of research about the aerodynamic efficiency of the heavy trucks, it has been observed that the squared edges and bluff body shapes become obstacle to
When the air passes through the surface of the tractor trailer it causes to change the behavior of air, resulting in creation of the different drag regions over the surface of trucks. These low and high pressure regions
in turn will reduce the fuel economy of the vehicle. As the speed of the vehicle is increased the force which is required to overcome both rolling friction and drag increases but at speeds greater than 70Mph aerodynamic
archers around the clock have tried to improve the fuel economy by using external devices like boat tails, side skirts, roof fairings over the cab, rear flaps and under flow carriages. In this project different aerodynamically
have been studied and flow around the truck was investigated. Different drag reducing devices have been used on the truck to check the
Different truck geometries have been designed in CATIA V5 R20 with in standard geometry with variations in shape and with different external drag reducing devices. also the gap between the tractor and trailer was optimized. Simulation was carrie
Drag, Fuel Economy, Aerodynamic Drag, Wind Tunnel.
T&VType=8&IType=7
OF HEAVY TRUCKS
Assistant Professor, Department of Mechanical Engineering, India
Assistant Professor, Department of Mechanical Engineering, , India
Engineering, Andhra Pradesh, India
Assistant Professor, Department of Mechanical Engineering, , Telangana, India
The history of research about the aerodynamic efficiency of the heavy trucks, it has been observed that the squared edges and bluff body shapes become obstacle to
When the air passes through the surface of the tractor trailer it causes to change the behavior of air, resulting in creation of the different drag regions over the surface of trucks. These low and high pressure regions
in turn will reduce the fuel economy of the vehicle. As the speed of the vehicle is increased the force which is required to overcome both rolling friction and drag increases but at speeds greater than 70Mph aerodynamic
archers around the clock have tried to improve the fuel economy by using external devices like boat tails, side skirts, roof fairings over the cab, rear flaps and under flow carriages. In this project different aerodynamically
have been studied and flow around the truck was investigated. Different drag reducing devices have been used on the truck to check the
Different truck geometries have been designed in CATIA V5 R20 with in standard geometry with variations in shape and with different external drag reducing devices. also the gap between the tractor and trailer was optimized. Simulation was carried out
T&VType=8&IType=7
OF HEAVY TRUCKS
The history of research about the aerodynamic efficiency of the heavy trucks, it has been observed that the squared edges and bluff body shapes become obstacle to
When the air passes through the surface of the tractor trailer it causes to change the behavior of air, resulting in creation of the different drag regions over the surface of trucks. These low and high pressure regions
in turn will reduce the fuel economy of the vehicle. As the speed of the vehicle is increased the force which is required to overcome both rolling friction and drag increases but at speeds greater than 70Mph aerodynamic
archers around the clock have tried to improve the fuel economy by using external devices like boat tails, side skirts, roof fairings over the cab, rear flaps and under flow carriages. In this project different aerodynamically
have been studied and flow around the truck was investigated. Different drag reducing devices have been used on the truck to check the
Different truck geometries have been designed in CATIA V5 R20 with in standard geometry with variations in shape and with different external drag reducing devices.
d out
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Cite this Articleof Heavy Trucks using CFDTechnologyhttp://www.i
1. INTRODUCTIONTruck aerodynamics is essential today because of increased fuel cost and operational cost of the vehicle. With improved aerodynamics substantial amount of fuel can be saved. In heavy duty trucks primary resisting forces are developed from rolling friction loses and aerodynamic drag. As the speed of the truck is increased the force which is required to overcome both rolling friction and aerodynamic drag increases but at truck speeds greater than 60mph aerodynamic drag will be more than concerns such as atmospheric effects, vehicle interference and on road conditions will affect the drag on the vehicle. The dominant drag portions on the truck will be front portion of the tractor, gap between tractorDifferent aerodynamically shaped devices like roof fairings, boat tails at the rear of the vehicle, optimizing the gap between tractor and trailer and reducing the ground clearance for the vehicle will reduce the drag effect on vehicle. Drag force is the force which is created by the air while the vehicle is in motion. It will act on the body in the direction of motion. The lift is acting in the direction perpendicular to the motion of thcalculated from FD = Cthe body which is the largest projected area of body on a plane perpendicular to the direction of the air, ρ /2 is called the dynamic pressu
The purpose of this work is to reduce the drag coefficient by improving the aerodynamic shape of the tractor and by obtaining operational performances.
2. PROBLEM FORMULATIONThe main objective of drag reduction is to obtain better fuel consumption of the truck and increase in the operational performances.analysis of heavy truck with two different modified truck designs. It is also concerned with validation of simulation results with wind tunnel experimental results, concern with calculations of fuel consumption, power required to overcome drag, energy consuthe truck and aerodynamic efficiency.with in standard geometry.15m/s by using CFD.
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Cite this Articleof Heavy Trucks using CFDTechnology, 8(7), 2017, pp. 3http://www.iaeme.com/IJME
1. INTRODUCTIONTruck aerodynamics is essential today because of increased fuel cost and operational cost of the vehicle. With improved aerodynamics substantial amount of fuel can be saved. In heavy duty trucks primary resisting forces are developed from rolling friction loses and aerodynamic drag. As the speed of the truck is increased the force which is required to overcome both rolling friction and aerodynamic drag increases but at truck speeds greater than 60mph aerodynamic drag will be more than concerns such as atmospheric effects, vehicle interference and on road conditions will affect the drag on the vehicle. The dominant drag portions on the truck will be front portion of the tractor, gap between tractorDifferent aerodynamically shaped devices like roof fairings, boat tails at the rear of the vehicle, optimizing the gap between tractor and trailer and reducing the ground clearance for he vehicle will reduce the drag effect on vehicle. Drag force is the force which is created by
the air while the vehicle is in motion. It will act on the body in the direction of motion. The lift is acting in the direction perpendicular to the motion of thcalculated from FD = Cthe body which is the largest projected area of body on a plane perpendicular to the direction of the air, ρ /2 is called the dynamic pressu
The purpose of this work is to reduce the drag coefficient by improving the aerodynamic shape of the tractor and by obtaining operational performances.
PROBLEM FORMULATIONThe main objective of drag reduction is to obtain better fuel consumption of the truck and increase in the operational performances.nalysis of heavy truck with two different modified truck designs. It is also concerned with
validation of simulation results with wind tunnel experimental results, concern with calculations of fuel consumption, power required to overcome drag, energy consuthe truck and aerodynamic efficiency.with in standard geometry.
by using CFD.
Design and Analysis of Heavy Trucks using CFD
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Cite this Article: Monica T, B L N Krishna Sai, K Kamalakarof Heavy Trucks using CFD
, 8(7), 2017, pp. 3aeme.com/IJME
1. INTRODUCTION Truck aerodynamics is essential today because of increased fuel cost and operational cost of the vehicle. With improved aerodynamics substantial amount of fuel can be saved. In heavy duty trucks primary resisting forces are developed from rolling friction loses and aerodynamic drag. As the speed of the truck is increased the force which is required to overcome both rolling friction and aerodynamic drag increases but at truck speeds greater than 60mph aerodynamic drag will be more than concerns such as atmospheric effects, vehicle interference and on road conditions will affect the drag on the vehicle. The dominant drag portions on the truck will be front portion of the tractor, gap between tractor and trailer, ground clearance of vehicle and rear shape the trailer. Different aerodynamically shaped devices like roof fairings, boat tails at the rear of the vehicle, optimizing the gap between tractor and trailer and reducing the ground clearance for he vehicle will reduce the drag effect on vehicle. Drag force is the force which is created by
the air while the vehicle is in motion. It will act on the body in the direction of motion. The lift is acting in the direction perpendicular to the motion of thcalculated from FD = CDAρ /2 Where, CD is coefficient of drag ,A is characteristic area of the body which is the largest projected area of body on a plane perpendicular to the direction of the air, ρ /2 is called the dynamic pressu
Figure
The purpose of this work is to reduce the drag coefficient by improving the aerodynamic shape of the tractor and by obtaining operational performances.
PROBLEM FORMULATIONThe main objective of drag reduction is to obtain better fuel consumption of the truck and increase in the operational performances.nalysis of heavy truck with two different modified truck designs. It is also concerned with
validation of simulation results with wind tunnel experimental results, concern with calculations of fuel consumption, power required to overcome drag, energy consuthe truck and aerodynamic efficiency.with in standard geometry. And the
by using CFD.
Design and Analysis of Heavy Trucks using CFD
IJMET/index.asp
Monica T, B L N Krishna Sai, K Kamalakarof Heavy Trucks using CFD. International Journal of Mech
, 8(7), 2017, pp. 379–387.aeme.com/IJMET/issues.asp?JType=IJMET&VType=8&IType=7
Truck aerodynamics is essential today because of increased fuel cost and operational cost of the vehicle. With improved aerodynamics substantial amount of fuel can be saved. In heavy duty trucks primary resisting forces are developed from rolling friction loses and aerodynamic drag. As the speed of the truck is increased the force which is required to overcome both rolling friction and aerodynamic drag increases but at truck speeds greater than 60mph aerodynamic drag will be more than concerns such as atmospheric effects, vehicle interference and on road conditions will affect the drag on the vehicle. The dominant drag portions on the truck will be front portion of the
and trailer, ground clearance of vehicle and rear shape the trailer. Different aerodynamically shaped devices like roof fairings, boat tails at the rear of the vehicle, optimizing the gap between tractor and trailer and reducing the ground clearance for he vehicle will reduce the drag effect on vehicle. Drag force is the force which is created by
the air while the vehicle is in motion. It will act on the body in the direction of motion. The lift is acting in the direction perpendicular to the motion of th
Aρ /2 Where, CD is coefficient of drag ,A is characteristic area of the body which is the largest projected area of body on a plane perpendicular to the direction of the air, ρ /2 is called the dynamic pressu
Figure 1 External flow of heavy trucks
The purpose of this work is to reduce the drag coefficient by improving the aerodynamic shape of the tractor and by obtaining better fuel consumption of the truck
PROBLEM FORMULATION The main objective of drag reduction is to obtain better fuel consumption of the truck and increase in the operational performances.nalysis of heavy truck with two different modified truck designs. It is also concerned with
validation of simulation results with wind tunnel experimental results, concern with calculations of fuel consumption, power required to overcome drag, energy consuthe truck and aerodynamic efficiency. The
And the analysis was carried out for the designed model
Design and Analysis of Heavy Trucks using CFD
asp 380
Monica T, B L N Krishna Sai, K KamalakarInternational Journal of Mech
. asp?JType=IJMET&VType=8&IType=7
Truck aerodynamics is essential today because of increased fuel cost and operational cost of the vehicle. With improved aerodynamics substantial amount of fuel can be saved. In heavy duty trucks primary resisting forces are developed from rolling friction loses and aerodynamic drag. As the speed of the truck is increased the force which is required to overcome both rolling friction and aerodynamic drag increases but at truck speeds greater than 60mph aerodynamic drag will be more than concerns such as atmospheric effects, vehicle interference and on road conditions will affect the drag on the vehicle. The dominant drag portions on the truck will be front portion of the
and trailer, ground clearance of vehicle and rear shape the trailer. Different aerodynamically shaped devices like roof fairings, boat tails at the rear of the vehicle, optimizing the gap between tractor and trailer and reducing the ground clearance for he vehicle will reduce the drag effect on vehicle. Drag force is the force which is created by
the air while the vehicle is in motion. It will act on the body in the direction of motion. The lift is acting in the direction perpendicular to the motion of th
Aρ /2 Where, CD is coefficient of drag ,A is characteristic area of the body which is the largest projected area of body on a plane perpendicular to the direction of the air, ρ /2 is called the dynamic pressure of the flowing air.
External flow of heavy trucks
The purpose of this work is to reduce the drag coefficient by improving the aerodynamic better fuel consumption of the truck
The main objective of drag reduction is to obtain better fuel consumption of the truck and increase in the operational performances. This project is about the study of modeling and flow nalysis of heavy truck with two different modified truck designs. It is also concerned with
validation of simulation results with wind tunnel experimental results, concern with calculations of fuel consumption, power required to overcome drag, energy consu
The truck designs were developed in CATIAV5 R20 analysis was carried out for the designed model
Design and Analysis of Heavy Trucks using CFD
Monica T, B L N Krishna Sai, K KamalakarInternational Journal of Mech
asp?JType=IJMET&VType=8&IType=7
Truck aerodynamics is essential today because of increased fuel cost and operational cost of the vehicle. With improved aerodynamics substantial amount of fuel can be saved. In heavy duty trucks primary resisting forces are developed from rolling friction loses and aerodynamic drag. As the speed of the truck is increased the force which is required to overcome both rolling friction and aerodynamic drag increases but at truck speeds greater than 60mph aerodynamic drag will be more than rolling friction. Also the operational concerns such as atmospheric effects, vehicle interference and on road conditions will affect the drag on the vehicle. The dominant drag portions on the truck will be front portion of the
and trailer, ground clearance of vehicle and rear shape the trailer. Different aerodynamically shaped devices like roof fairings, boat tails at the rear of the vehicle, optimizing the gap between tractor and trailer and reducing the ground clearance for he vehicle will reduce the drag effect on vehicle. Drag force is the force which is created by
the air while the vehicle is in motion. It will act on the body in the direction of motion. The lift is acting in the direction perpendicular to the motion of th
Aρ /2 Where, CD is coefficient of drag ,A is characteristic area of the body which is the largest projected area of body on a plane perpendicular to the direction
re of the flowing air.
External flow of heavy trucks
The purpose of this work is to reduce the drag coefficient by improving the aerodynamic better fuel consumption of the truck
The main objective of drag reduction is to obtain better fuel consumption of the truck and This project is about the study of modeling and flow
nalysis of heavy truck with two different modified truck designs. It is also concerned with validation of simulation results with wind tunnel experimental results, concern with calculations of fuel consumption, power required to overcome drag, energy consu
truck designs were developed in CATIAV5 R20 analysis was carried out for the designed model
Design and Analysis of Heavy Trucks using CFD
Monica T, B L N Krishna Sai, K Kamalakar. Design and Analysis International Journal of Mechanical Engineering and
asp?JType=IJMET&VType=8&IType=7
Truck aerodynamics is essential today because of increased fuel cost and operational cost of the vehicle. With improved aerodynamics substantial amount of fuel can be saved. In heavy duty trucks primary resisting forces are developed from rolling friction loses and aerodynamic drag. As the speed of the truck is increased the force which is required to overcome both rolling friction and aerodynamic drag increases but at truck speeds greater
rolling friction. Also the operational concerns such as atmospheric effects, vehicle interference and on road conditions will affect the drag on the vehicle. The dominant drag portions on the truck will be front portion of the
and trailer, ground clearance of vehicle and rear shape the trailer. Different aerodynamically shaped devices like roof fairings, boat tails at the rear of the vehicle, optimizing the gap between tractor and trailer and reducing the ground clearance for he vehicle will reduce the drag effect on vehicle. Drag force is the force which is created by
the air while the vehicle is in motion. It will act on the body in the direction of motion. The lift is acting in the direction perpendicular to the motion of the body. The drag can be
Aρ /2 Where, CD is coefficient of drag ,A is characteristic area of the body which is the largest projected area of body on a plane perpendicular to the direction
External flow of heavy trucks
The purpose of this work is to reduce the drag coefficient by improving the aerodynamic better fuel consumption of the truck
The main objective of drag reduction is to obtain better fuel consumption of the truck and This project is about the study of modeling and flow
nalysis of heavy truck with two different modified truck designs. It is also concerned with validation of simulation results with wind tunnel experimental results, concern with calculations of fuel consumption, power required to overcome drag, energy consu
truck designs were developed in CATIAV5 R20 analysis was carried out for the designed model
Design and Analysis anical Engineering and
asp?JType=IJMET&VType=8&IType=7
Truck aerodynamics is essential today because of increased fuel cost and operational cost of the vehicle. With improved aerodynamics substantial amount of fuel can be saved. In heavy duty trucks primary resisting forces are developed from rolling friction of tires, drive train loses and aerodynamic drag. As the speed of the truck is increased the force which is required to overcome both rolling friction and aerodynamic drag increases but at truck speeds greater
rolling friction. Also the operational concerns such as atmospheric effects, vehicle interference and on road conditions will affect the drag on the vehicle. The dominant drag portions on the truck will be front portion of the
and trailer, ground clearance of vehicle and rear shape the trailer. Different aerodynamically shaped devices like roof fairings, boat tails at the rear of the vehicle, optimizing the gap between tractor and trailer and reducing the ground clearance for he vehicle will reduce the drag effect on vehicle. Drag force is the force which is created by
the air while the vehicle is in motion. It will act on the body in the direction of motion. The e body. The drag can be
Aρ /2 Where, CD is coefficient of drag ,A is characteristic area of the body which is the largest projected area of body on a plane perpendicular to the direction
The purpose of this work is to reduce the drag coefficient by improving the aerodynamic better fuel consumption of the truck and increase in the
The main objective of drag reduction is to obtain better fuel consumption of the truck and This project is about the study of modeling and flow
nalysis of heavy truck with two different modified truck designs. It is also concerned with validation of simulation results with wind tunnel experimental results, concern with calculations of fuel consumption, power required to overcome drag, energy consumption by
truck designs were developed in CATIAV5 R20 analysis was carried out for the designed model
Design and Analysis anical Engineering and
Truck aerodynamics is essential today because of increased fuel cost and operational cost of the vehicle. With improved aerodynamics substantial amount of fuel can be saved. In heavy
of tires, drive train loses and aerodynamic drag. As the speed of the truck is increased the force which is required to overcome both rolling friction and aerodynamic drag increases but at truck speeds greater
rolling friction. Also the operational concerns such as atmospheric effects, vehicle interference and on road conditions will affect the drag on the vehicle. The dominant drag portions on the truck will be front portion of the
and trailer, ground clearance of vehicle and rear shape the trailer. Different aerodynamically shaped devices like roof fairings, boat tails at the rear of the vehicle, optimizing the gap between tractor and trailer and reducing the ground clearance for he vehicle will reduce the drag effect on vehicle. Drag force is the force which is created by
the air while the vehicle is in motion. It will act on the body in the direction of motion. The e body. The drag can be
Aρ /2 Where, CD is coefficient of drag ,A is characteristic area of the body which is the largest projected area of body on a plane perpendicular to the direction
The purpose of this work is to reduce the drag coefficient by improving the aerodynamic and increase in the
The main objective of drag reduction is to obtain better fuel consumption of the truck and This project is about the study of modeling and flow
nalysis of heavy truck with two different modified truck designs. It is also concerned with validation of simulation results with wind tunnel experimental results, concern with
mption by truck designs were developed in CATIAV5 R20
at speed
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3. DESIGN AND ANALYSIS Design specifications of truck and tractor are taken from the standard Tata heavy trucks manufacturer's catalog.
Here also the main considerations are taken like length, width, height of the trailer etc
CATIA V5 R20: The part body of the blunt body of truck.
CFD simulations are carried out by dividing the physical domain elements and numerically solved the governing equations that describe the behavior of flow.In this project CFD analysis was carried out for the designed models at various speeds i.e. 15m/s, 20m/s and 25m/s respectively.
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DESIGN AND ANALYSIS Design specifications of truck and tractor are taken from the standard Tata heavy trucks manufacturer's catalog.
LengthWidthHeightGround clearanceWind shield angle
Here also the main considerations are taken like length, width, height of the trailer etc
LengthWidthHeightGround clearance
CATIA V5 R20: The part body of the blunt body of truck.
CFD simulations are carried out by dividing the physical domain elements and numerically solved the governing equations that describe the behavior of flow.In this project CFD analysis was carried out for the designed models at various speeds i.e. 15m/s, 20m/s and 25m/s respectively.
Monica T, B L N Krishna Sai, K Kamalakar
http://www.iaeme.com/IJMET/index.
DESIGN AND ANALYSIS Design specifications of truck and tractor are taken from the standard Tata heavy trucks manufacturer's catalog.
Table 1
ParameterLength Width Height Ground clearanceWind shield angle
Figure
Here also the main considerations are taken like length, width, height of the trailer etc
Table 2
ParameterLength Width Height Ground clearance
CATIA V5 R20: The part body of the blunt body of truck.
Figure
CFD simulations are carried out by dividing the physical domain elements and numerically solved the governing equations that describe the behavior of flow.In this project CFD analysis was carried out for the designed models at various speeds i.e. 15m/s, 20m/s and 25m/s respectively.
Monica T, B L N Krishna Sai, K Kamalakar
IJMET/index.asp
DESIGN AND ANALYSIS OF BLUNT BODY OF TRUDesign specifications of truck and tractor are taken from the standard Tata heavy trucks
Table 1 Design Specifications of Tractor
Parameter
Ground clearance Wind shield angle
Figure 2 Design Specifications of Trailer
Here also the main considerations are taken like length, width, height of the trailer etc
Table 2 Design Specifications of Trailer
arameter
Ground clearance CATIA V5 R20: The part body of the blunt body of truck.
Figure 3 CATIA Design
CFD simulations are carried out by dividing the physical domain elements and numerically solved the governing equations that describe the behavior of flow.In this project CFD analysis was carried out for the designed models at various speeds i.e. 15m/s, 20m/s and 25m/s respectively.
Monica T, B L N Krishna Sai, K Kamalakar
asp 381
OF BLUNT BODY OF TRUDesign specifications of truck and tractor are taken from the standard Tata heavy trucks
Design Specifications of Tractor
Dimensional specification(mm)
Design Specifications of Trailer
Here also the main considerations are taken like length, width, height of the trailer etc
Design Specifications of Trailer
Design specification(mm)
CATIA V5 R20: The part body of the blunt body of truck.
CATIA Design o
CFD simulations are carried out by dividing the physical domain elements and numerically solved the governing equations that describe the behavior of flow.In this project CFD analysis was carried out for the designed models at various speeds i.e.
Monica T, B L N Krishna Sai, K Kamalakar
OF BLUNT BODY OF TRUDesign specifications of truck and tractor are taken from the standard Tata heavy trucks
Design Specifications of Tractor
Dimensional specification(mm)7002453855565
Design Specifications of Trailer
Here also the main considerations are taken like length, width, height of the trailer etc
Design Specifications of Trailer
Design specification(mm)165026056050
CATIA V5 R20: The part body of the blunt body of truck.
of Blunt Body
CFD simulations are carried out by dividing the physical domain elements and numerically solved the governing equations that describe the behavior of flow.In this project CFD analysis was carried out for the designed models at various speeds i.e.
Monica T, B L N Krishna Sai, K Kamalakar
OF BLUNT BODY OF TRUCK AT 15 Design specifications of truck and tractor are taken from the standard Tata heavy trucks
Design Specifications of Tractor
Dimensional specification(mm)700 245 385 55 65
Design Specifications of Trailer
Here also the main considerations are taken like length, width, height of the trailer etc
Design Specifications of Trailer
Design specification(mm) 1650 260 560
f Blunt Body
CFD simulations are carried out by dividing the physical domain into small finite volume elements and numerically solved the governing equations that describe the behavior of flow.In this project CFD analysis was carried out for the designed models at various speeds i.e.
CK AT 15 Design specifications of truck and tractor are taken from the standard Tata heavy trucks
Dimensional specification(mm)
Here also the main considerations are taken like length, width, height of the trailer etc
into small finite volume elements and numerically solved the governing equations that describe the behavior of flow.In this project CFD analysis was carried out for the designed models at various speeds i.e.
CK AT 15 M/S Design specifications of truck and tractor are taken from the standard Tata heavy trucks
Here also the main considerations are taken like length, width, height of the trailer etc
into small finite volume elements and numerically solved the governing equations that describe the behavior of flow. In this project CFD analysis was carried out for the designed models at various speeds i.e.
http://www.iaeme.com/
It was thimported into the ANSYS workbench.
3.1. Descretization The flow domain and truck was discritizedpatch independent. The elements formed in mesh are approximately 2 million. Grid independent test was performed and fine results obtained at fine mesh
Here different boundary conditions were given. Boundary conditions include inlet air velocity at three different speeds i,e 15 m/s ,20 m/s Out let pressure at 0 atm, remaining walls of envelope are at no slip condition for flowing the fluid without frictiowas taken as road for the vehicle. The equations for drag were also given.
Input velocity (m/s)Mesh nodesMesh elementsDomain typeDomain motionHeat transfer modelFluid temperatureTurbulence modelTurbulent wall functionsBoundary typeFlow regime
Mass and momentum
Relative pressure (Pa)Wall roughness
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It was the first step in CFD. Here CATIA design is saved in IGES format and then imported into the ANSYS workbench.
Descretization The flow domain and truck was discritizedpatch independent. The elements formed in mesh are approximately 2 million. Grid independent test was performed and fine results obtained at fine mesh
Here different boundary conditions were given. Boundary conditions include inlet air velocity at three different speeds i,e 15 m/s ,20 m/s Out let pressure at 0 atm, remaining walls of envelope are at no slip condition for flowing the fluid without frictiowas taken as road for the vehicle. The equations for drag were also given.
Table
Input velocity (m/s)Mesh nodes Mesh elementsDomain type Domain motionHeat transfer modelFluid temperatureTurbulence modelTurbulent wall functionsBoundary typeFlow regime
Mass and momentum
Relative pressure (Pa)Wall roughness
Design and Analysis of Heavy Trucks using CFD
http://www.iaeme.com/IJMET/index.
e first step in CFD. Here CATIA design is saved in IGES format and then imported into the ANSYS workbench.
Figure
Descretization (MESH)The flow domain and truck was discritizedpatch independent. The elements formed in mesh are approximately 2 million. Grid independent test was performed and fine results obtained at fine mesh
Figure
Here different boundary conditions were given. Boundary conditions include inlet air velocity at three different speeds i,e 15 m/s ,20 m/s Out let pressure at 0 atm, remaining walls of envelope are at no slip condition for flowing the fluid without frictiowas taken as road for the vehicle. The equations for drag were also given.
Table 3 Boundary Conditions
Input velocity (m/s)
Mesh elements
Domain motion Heat transfer model Fluid temperature Turbulence model Turbulent wall functions Boundary type
Mass and momentum
Relative pressure (Pa) Wall roughness
Design and Analysis of Heavy Trucks using CFD
IJMET/index.asp
e first step in CFD. Here CATIA design is saved in IGES format and then imported into the ANSYS workbench.
Figure 4 Importing Geometry in CFX
(MESH) The flow domain and truck was discritizedpatch independent. The elements formed in mesh are approximately 2 million. Grid independent test was performed and fine results obtained at fine mesh
Figure 5 Discritization
Here different boundary conditions were given. Boundary conditions include inlet air velocity at three different speeds i,e 15 m/s ,20 m/s Out let pressure at 0 atm, remaining walls of envelope are at no slip condition for flowing the fluid without frictiowas taken as road for the vehicle. The equations for drag were also given.
Boundary Conditions
Design and Analysis of Heavy Trucks using CFD
asp 382
e first step in CFD. Here CATIA design is saved in IGES format and then
Importing Geometry in CFX
The flow domain and truck was discritized into unstructured mesh of tetrahedron cells with patch independent. The elements formed in mesh are approximately 2 million. Grid independent test was performed and fine results obtained at fine mesh
Discritization o
Here different boundary conditions were given. Boundary conditions include inlet air velocity at three different speeds i,e 15 m/s ,20 m/s Out let pressure at 0 atm, remaining walls of envelope are at no slip condition for flowing the fluid without frictiowas taken as road for the vehicle. The equations for drag were also given.
Boundary Conditions at 15m/s for Blunt Body In CFX
1560689268954FluidStationaryIsothermal2.5000e+01[C]K epsilonScalableInletSubsonicNormal speedStatic pressureNo slip wall0 Smooth wall
Design and Analysis of Heavy Trucks using CFD
e first step in CFD. Here CATIA design is saved in IGES format and then
Importing Geometry in CFX
into unstructured mesh of tetrahedron cells with patch independent. The elements formed in mesh are approximately 2 million. Grid independent test was performed and fine results obtained at fine mesh
of Blunt Body
Here different boundary conditions were given. Boundary conditions include inlet air velocity at three different speeds i,e 15 m/s ,20 m/s Out let pressure at 0 atm, remaining walls of envelope are at no slip condition for flowing the fluid without frictiowas taken as road for the vehicle. The equations for drag were also given.
t 15m/s for Blunt Body In CFX
15 60689 268954 Fluid Stationary Isothermal 2.5000e+01[C] K epsilon Scalable Inlet Subsonic Normal speed Static pressure No slip wall
Smooth wall
Design and Analysis of Heavy Trucks using CFD
e first step in CFD. Here CATIA design is saved in IGES format and then
Importing Geometry in CFX
into unstructured mesh of tetrahedron cells with patch independent. The elements formed in mesh are approximately 2 million. Grid independent test was performed and fine results obtained at fine mesh.
f Blunt Body Here different boundary conditions were given. Boundary conditions include inlet air
velocity at three different speeds i,e 15 m/s ,20 m/s Out let pressure at 0 atm, remaining walls of envelope are at no slip condition for flowing the fluid without friction. The bottom wall was taken as road for the vehicle. The equations for drag were also given.
t 15m/s for Blunt Body In CFX
e first step in CFD. Here CATIA design is saved in IGES format and then
into unstructured mesh of tetrahedron cells with patch independent. The elements formed in mesh are approximately 2 million. Grid
Here different boundary conditions were given. Boundary conditions include inlet air velocity at three different speeds i,e 15 m/s ,20 m/s Out let pressure at 0 atm, remaining walls
n. The bottom wall
t 15m/s for Blunt Body In CFX
e first step in CFD. Here CATIA design is saved in IGES format and then
into unstructured mesh of tetrahedron cells with patch independent. The elements formed in mesh are approximately 2 million. Grid
Here different boundary conditions were given. Boundary conditions include inlet air velocity at three different speeds i,e 15 m/s ,20 m/s Out let pressure at 0 atm, remaining walls
n. The bottom wall
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4. DESIGN AND ANALYSIS Here the blunt body is modified using aerodynamic retrofits. The gap between the tractor and trailer was reduced, roof fairing was installed, trailer front face was changed, side skirts for trailer and boat tail at the rear of the truck was installed. Modifications are done by considering the space occupancy, operational concerns.
Design of
Design was done
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DESIGN AND ANALYSIS Here the blunt body is modified using aerodynamic retrofits. The gap between the tractor and trailer was reduced, roof fairing was installed, trailer front face was changed, side skirts for trailer and boat tail at the rear of the truck was installed. Modifications are done by considering the space occupancy, operational concerns.
Design of Modified
LengthWidthHeightGround clearanceWind shield angle
LengthWidthHeightGround clearance
Design was done by using CATIA V5 R20.
Monica T, B L N Krishna Sai, K Kamalakar
http://www.iaeme.com/IJMET/index.
Figure
DESIGN AND ANALYSIS Here the blunt body is modified using aerodynamic retrofits. The gap between the tractor and trailer was reduced, sharp edges of the truck are rounded off into aerodynamic manner, cab roof fairing was installed, trailer front face was changed, side skirts for trailer and boat tail at the rear of the truck was installed. Modifications are done by considering the space occupancy, operational concerns.
odified Truck1
Table
Parameter
Length Width Height Ground clearanceWind shield angle
Table
P
Length Width Height Ground clearance
y using CATIA V5 R20.
Figure
Monica T, B L N Krishna Sai, K Kamalakar
IJMET/index.asp
Figure 6 Boundary Conditions on Blunt Body
DESIGN AND ANALYSIS OF MODIFIED TRUCK1Here the blunt body is modified using aerodynamic retrofits. The gap between the tractor and
sharp edges of the truck are rounded off into aerodynamic manner, cab roof fairing was installed, trailer front face was changed, side skirts for trailer and boat tail at the rear of the truck was installed. Modifications are done by considering the space occupancy, operational concerns.
Table 4 Design Specifications
Parameter
Ground clearance Wind shield angle
Table 5 Design Specifications
Parameter
Ground clearance y using CATIA V5 R20.
Figure 7 CATIA Design
Monica T, B L N Krishna Sai, K Kamalakar
asp 383
Boundary Conditions on Blunt Body
OF MODIFIED TRUCK1Here the blunt body is modified using aerodynamic retrofits. The gap between the tractor and
sharp edges of the truck are rounded off into aerodynamic manner, cab roof fairing was installed, trailer front face was changed, side skirts for trailer and boat tail at the rear of the truck was installed. Modifications are done by considering the space
Design Specifications
Dimensional Specification
Design Specifications
CATIA Design of Modified Design 1
Monica T, B L N Krishna Sai, K Kamalakar
Boundary Conditions on Blunt Body
OF MODIFIED TRUCK1Here the blunt body is modified using aerodynamic retrofits. The gap between the tractor and
sharp edges of the truck are rounded off into aerodynamic manner, cab roof fairing was installed, trailer front face was changed, side skirts for trailer and boat tail at the rear of the truck was installed. Modifications are done by considering the space
Design Specifications of Tractor
Dimensional Specification(Mm)
7002453855565
Design Specifications of Trailer
Design specification
f Modified Design 1
Monica T, B L N Krishna Sai, K Kamalakar
Boundary Conditions on Blunt Body
OF MODIFIED TRUCK1 Here the blunt body is modified using aerodynamic retrofits. The gap between the tractor and
sharp edges of the truck are rounded off into aerodynamic manner, cab roof fairing was installed, trailer front face was changed, side skirts for trailer and boat tail at the rear of the truck was installed. Modifications are done by considering the space
f Tractor
Dimensional Specification(Mm)
700 245 385 55 65
f Trailer
Design specification(mm) 1650 250 560 50
f Modified Design 1
Here the blunt body is modified using aerodynamic retrofits. The gap between the tractor and sharp edges of the truck are rounded off into aerodynamic manner, cab
roof fairing was installed, trailer front face was changed, side skirts for trailer and boat tail at the rear of the truck was installed. Modifications are done by considering the space
Dimensional Specification
Design specification
Here the blunt body is modified using aerodynamic retrofits. The gap between the tractor and sharp edges of the truck are rounded off into aerodynamic manner, cab
roof fairing was installed, trailer front face was changed, side skirts for trailer and boat tail at the rear of the truck was installed. Modifications are done by considering the space
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4.1. Analysis of
Input velocityMesh nodesMesh elementsDomain typeDomain motionHeat transfer modelFluid temperatureTurbulence modelTurbulent wall functionsBoundary typeFlow regime
Mass and momentum
Relative pressureWall roughness
In this stage the solver is made to run successive number of iterations. Numerical equations are solved for mass and momentum at each node of the profile and flow behavior was computed.
http://www.iaeme.com/
Analysis of M
Table
Input velocity Mesh nodes Mesh elements Domain type Domain motion Heat transfer modelFluid temperatureTurbulence modelTurbulent wall functionsBoundary type Flow regime
Mass and momentum
Relative pressureWall roughness
In this stage the solver is made to run successive number of iterations. Numerical equations are solved for mass and momentum at each node of the profile and flow behavior was computed.
Design and Analysis of Heavy Trucks using CFD
http://www.iaeme.com/IJMET/index.
Modified D
Figure
Table 6 Boundary Conditions
Heat transfer model Fluid temperature Turbulence model Turbulent wall functions
Mass and momentum
Relative pressure
Figure
In this stage the solver is made to run successive number of iterations. Numerical equations are solved for mass and momentum at each node of the profile and flow behavior
Design and Analysis of Heavy Trucks using CFD
IJMET/index.asp
Design1 at
Figure 8 Importing geometry in CFX
Boundary Conditions
Figure 9 Descritization
In this stage the solver is made to run successive number of iterations. Numerical equations are solved for mass and momentum at each node of the profile and flow behavior
Design and Analysis of Heavy Trucks using CFD
asp 384
1 at Speed 15 m/s
Importing geometry in CFX
Boundary Conditions at 15m/s for Modified Design 1
15m/s13254037003409FluidStationaryIsothermal2.5000e+01[C]K epsilonScalableInletSubsonicNormal speedStatic pressureNo slip wall0 Pa Smooth wall
Descritization of Modified Design 1
In this stage the solver is made to run successive number of iterations. Numerical equations are solved for mass and momentum at each node of the profile and flow behavior
Design and Analysis of Heavy Trucks using CFD
15 m/s
Importing geometry in CFX
at 15m/s for Modified Design 1
15m/s 1325403 7003409 Fluid Stationary Isothermal 2.5000e+01[C] K epsilon Scalable Inlet Subsonic Normal speed Static pressure No slip wall
Smooth wall
f Modified Design 1
In this stage the solver is made to run successive number of iterations. Numerical equations are solved for mass and momentum at each node of the profile and flow behavior
Design and Analysis of Heavy Trucks using CFD
Importing geometry in CFX
at 15m/s for Modified Design 1 in CFX
f Modified Design 1
In this stage the solver is made to run successive number of iterations. Numerical equations are solved for mass and momentum at each node of the profile and flow behavior
n CFX
In this stage the solver is made to run successive number of iterations. Numerical equations are solved for mass and momentum at each node of the profile and flow behavior
In this stage the solver is made to run successive number of iterations. Numerical equations are solved for mass and momentum at each node of the profile and flow behavior
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5. RESULTS In results stage the flow around the vehicle, pressure contours, velocity contours and turbulence kinetic energy contours are taken. Graphs are plotted for drag coefficient value on vehicle.
Figure
Figure
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5. RESULTS AND DISCUSSIONSIn results stage the flow around the vehicle, pressure contours, velocity contours and turbulence kinetic energy contours are taken. Graphs are plotted for drag coefficient value on vehicle.
(a)
e 11 (a) Pressure Contour on Blunt Body
(a)
Figure 12 (a) Velocity Contour on Blunt Body
Monica T, B L N Krishna Sai, K Kamalakar
http://www.iaeme.com/IJMET/index.
AND DISCUSSIONSIn results stage the flow around the vehicle, pressure contours, velocity contours and turbulence kinetic energy contours are taken. Graphs are plotted for drag coefficient value on
(a)
Pressure Contour on Blunt Body
(a)
Velocity Contour on Blunt Body
Monica T, B L N Krishna Sai, K Kamalakar
IJMET/index.asp
AND DISCUSSIONSIn results stage the flow around the vehicle, pressure contours, velocity contours and turbulence kinetic energy contours are taken. Graphs are plotted for drag coefficient value on
Pressure Contour on Blunt Body
Velocity Contour on Blunt Body
Monica T, B L N Krishna Sai, K Kamalakar
asp 385
Figure 10
AND DISCUSSIONS In results stage the flow around the vehicle, pressure contours, velocity contours and turbulence kinetic energy contours are taken. Graphs are plotted for drag coefficient value on
Pressure Contour on Blunt Body at 15m/sAt 15m/s
Velocity Contour on Blunt Body at 15m/sAt 15m/s
Monica T, B L N Krishna Sai, K Kamalakar
In results stage the flow around the vehicle, pressure contours, velocity contours and turbulence kinetic energy contours are taken. Graphs are plotted for drag coefficient value on
at 15m/s (b) Pressure contour for Modified
at 15m/s (b) Velocity contour for Modified
Monica T, B L N Krishna Sai, K Kamalakar
In results stage the flow around the vehicle, pressure contours, velocity contours and turbulence kinetic energy contours are taken. Graphs are plotted for drag coefficient value on
(b)
ressure contour for Modified
(b)
Velocity contour for Modified
In results stage the flow around the vehicle, pressure contours, velocity contours and turbulence kinetic energy contours are taken. Graphs are plotted for drag coefficient value on
ressure contour for Modified Design 1
Velocity contour for Modified Design 1
In results stage the flow around the vehicle, pressure contours, velocity contours and turbulence kinetic energy contours are taken. Graphs are plotted for drag coefficient value on
Design 1
Design 1
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Figure
Figure 1
Figure 15
6. CONCLUSIONS Today aerodynamics have
different number of techniques.
In this project varioudifferent drag reduction devices
And simulation study was conducted by ANSYS CFX solver. The flow field analysis was conducted for ea
The when compared to the blunt body. Also t
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Figure 13 (a) Turbulence kinetic energy contour On Blunt Body at 15m/s
Figure 14 (a) Flow around the Blunt Body at 15m/s
15 (a) Drag coefficient Value At 15m/s on Blunt Body
CONCLUSIONSToday aerodynamics havedifferent number of techniques.
In this project varioudifferent drag reduction devices
And simulation study was conducted by ANSYS CFX solver. The flow field analysis was conducted for ea
The angled base flaps at the rear side of the vehicle gave good reduction in drag coefficient when compared to the blunt body. Also t
Design and Analysis of Heavy Trucks using CFD
http://www.iaeme.com/IJMET/index.
(a)
Turbulence kinetic energy contour On Blunt Body at 15m/senergy contour for Modified Design 1 at 15m/s
(a)
Flow around the Blunt Body at 15m/s
(a)
Drag coefficient Value At 15m/s on Blunt Body
CONCLUSIONS Today aerodynamics havedifferent number of techniques.
In this project various truckdifferent drag reduction devices
And simulation study was conducted by ANSYS CFX solver. The flow field analysis was conducted for each model
angled base flaps at the rear side of the vehicle gave good reduction in drag coefficient when compared to the blunt body. Also t
Design and Analysis of Heavy Trucks using CFD
IJMET/index.asp
Turbulence kinetic energy contour On Blunt Body at 15m/senergy contour for Modified Design 1 at 15m/s
Flow around the Blunt Body at 15m/s
Drag coefficient Value At 15m/s on Blunt BodyModified Design 1
Today aerodynamics have major challenge to reduce the fuel consumption by adopting different number of techniques.
s truck are developed by changing the shape of vehicle and applying different drag reduction devices like boat tails, angled plates
And simulation study was conducted by ANSYS CFX solver. The flow field analysis was ch model.
angled base flaps at the rear side of the vehicle gave good reduction in drag coefficient when compared to the blunt body. Also t
Design and Analysis of Heavy Trucks using CFD
asp 386
Turbulence kinetic energy contour On Blunt Body at 15m/senergy contour for Modified Design 1 at 15m/s
Flow around the Blunt Body at 15m/s (b) Flow around the Modified Design 1 at 15m/s
Drag coefficient Value At 15m/s on Blunt BodyModified Design 1
major challenge to reduce the fuel consumption by adopting
are developed by changing the shape of vehicle and applying like boat tails, angled plates
And simulation study was conducted by ANSYS CFX solver. The flow field analysis was
angled base flaps at the rear side of the vehicle gave good reduction in drag coefficient when compared to the blunt body. Also the fuel consumption at various speeds for the
Design and Analysis of Heavy Trucks using CFD
Turbulence kinetic energy contour On Blunt Body at 15m/senergy contour for Modified Design 1 at 15m/s
Flow around the Modified Design 1 at 15m/s
Drag coefficient Value At 15m/s on Blunt Body (b) Drag coefficient Value At 15m/s on Modified Design 1
major challenge to reduce the fuel consumption by adopting
are developed by changing the shape of vehicle and applying like boat tails, angled plates using CAT
And simulation study was conducted by ANSYS CFX solver. The flow field analysis was
angled base flaps at the rear side of the vehicle gave good reduction in drag coefficient he fuel consumption at various speeds for the
Design and Analysis of Heavy Trucks using CFD
(b)
Turbulence kinetic energy contour On Blunt Body at 15m/s (b) Turbulence kinetic energy contour for Modified Design 1 at 15m/s
(b)
Flow around the Modified Design 1 at 15m/s
(b)
Drag coefficient Value At 15m/s on
major challenge to reduce the fuel consumption by adopting
are developed by changing the shape of vehicle and applying using CATIA V5 R20.
And simulation study was conducted by ANSYS CFX solver. The flow field analysis was
angled base flaps at the rear side of the vehicle gave good reduction in drag coefficient he fuel consumption at various speeds for the
Turbulence kinetic
Flow around the Modified Design 1 at 15m/s
Drag coefficient Value At 15m/s on
major challenge to reduce the fuel consumption by adopting
are developed by changing the shape of vehicle and applying IA V5 R20.
And simulation study was conducted by ANSYS CFX solver. The flow field analysis was
angled base flaps at the rear side of the vehicle gave good reduction in drag coefficient he fuel consumption at various speeds for the
Turbulence kinetic
Flow around the Modified Design 1 at 15m/s
Drag coefficient Value At 15m/s on
major challenge to reduce the fuel consumption by adopting
are developed by changing the shape of vehicle and applying
And simulation study was conducted by ANSYS CFX solver. The flow field analysis was
angled base flaps at the rear side of the vehicle gave good reduction in drag coefficient he fuel consumption at various speeds for the
Monica T, B L N Krishna Sai, K Kamalakar
http://www.iaeme.com/IJMET/index.asp 387 [email protected]
different trucks was computed and results showed that there is a reduction in fuel consumption for the vehicle with base flaps.
REFERENCES [1] Richard M. Wood and Steven X. S. Bauer, “Simple and Low-Cost Aerodynamic Drag
Reduction Devices for Tractor-Trailer Trucks”, international journal of SAE, 2003.
[2] E.M. Wahba C, H. Al-Marzooqi, M. Shaath, M. Shahin, T. El-Dhmashawy, "Aerodynamic Drag Reduction for Ground Vehicles using Lateral Guide Vanes”, CFD letters, vol.4(2),June 2012.
[3] V.Malvia, R.Mishra and J.Fieldhouse, “CFD investigation of a novel fuel saving device for articulated tractor trailer combinations”, engineering applications of fluid mechanics, vol.3, Pp: 587-607, 2009.
[4] Sumon K. Sinha, “Improving Fuel Efficiency of Tractor Trailer Trucks with Deturbulator Aero-Drag Reduction”, international journal of SAE, 2008.
[5] Daniel G. Hyams, Kidambi Sreenivas, Ramesh Pankajakshan, D. Stephen Nichols, W. Roger Briley, David L. Whitfield, “Computational simulation of model and full scale Class 8 trucks with drag reduction devices”, journal of computers and fluids, Pp:27-40, 2011.
[6] Dr. Imad Shukri Ali and Aws Akram Mahmood, “Improvement of Aerodynamics Characteristic of Heavy Trucks”, 3rd International Conference on Trends in Mechanical and Industrial Engineering, January 8-9, 2013.
[7] Kalpesh Vaghela, “Optimization of Roof fairing angle to reduce the Aerodynamic Drag of Heavy Duty Truck”, International Journal of Emerging Technologies in Computational and Applied Sciences, Pp: 113-117, 2013.
[8] Jaspinder Singh, Jagjit Singh Randhawa, “CFD Analysis of Aerodynamic Drag Reduction of Automobile Car - A Review”, International Journal of Science and Research, pp: 2319-7064,2012.
[9] Krupakar Pasala Ȧ, Bhargav A Ȧ, H.Jeevan Rao Ȧ, K.Sreenath Reddy Ḃ and T.V.Seshaiah Naidu, “A CFD Investigation into the Flow Distribution on a Car passing by a Truck”, International Journal of Current Engineering and Technology, , Special Issue-2, Feb 2014.
[10] R. Miralbe, “Analysis of Some Aerodynamic Improvements for Semi-trailer Tankers”, Proceedings of the World Congress on Engineering, Vol III, July 4 - 6, 2012.
[11] Richard M. Wood, “A Discussion of A Heavy Truck Advanced Aerodynamic Trailer System”, SOLUS-Solutions and Technologies LLC, 2010.
[12] N.Siva teja, B.Yogi Anvesh, Ch.Mahesh, D.Sai Kiran, and D.Satya Harsha Design and Analysis of Hybrid Vehicle. International Journal of Mechanical Engineering and Technology, 8(5), 2017, pp. 237–248.
[13] K. Someswara Rao, K. Pradeep Kumar, B. Sai Kumar, D. Suseel and R. Hari Krishnan, Design and Analysis of Light Weighted Chassis. International Journal of Mechanical Engineering and Technology, 8(5), 2017, pp. 96–103.