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6, June, 2015
ABSTRACT
The study of drag and lift coefficients as well as pressure distribution on the surface of a road vehicle is mainly done by the analysis
of their aerodynamics. In this work, an aerodynamic comparative study is done on three different shapes of cargo truck tricycles,
with the major difference being their frontal shapes. CAD models of the cargo truck tricycles were created using Creo Element/Pro
5.0 Software. The Computational Fluid Dynamics (CFD) simulation was done using Solidworks software. An external flow analysis
was carried out for speeds of 40kmph, 60kmph, 80kmph, 100kmph and 120 kmph. The value of coefficient of lift to coefficient of
drag ratio is plotted against speeds and compared. Pressure and velocity distribution were analyzed for each body shape in relation to
fluid flow, drag and lift force. A model with good economic value is the best choice. Model 3 possesses the best aerodynamic
features of the three models created.
INTRODUCTION
1.1 Motivation
Tricycle (locally called kekenapep) is now a very famous = air density (the density of air at 250 C is 1.184kgm-3)(the
mode of transportation, especially for short distance journeys engineering toolbox)[5].
on the Nigerian roads. The sales and usage have enjoyed
quite a steady increase especially since many state V = speed of the vehicle
governments in Nigeria had placed different ban conditions
on motorcycle usage[1]. Tricycle in Nigeria has become a Cd = coefficient of drag
household name, coming in different shapes and purposes.
The cargo tricycle is one of such; it could serve several A = cross-sectional area of the object (measured in a plane
purposes but basically to transport goods and materials. perpendicular to its motion).
Therefore, the design of a cargo tricycle with good economic
value, especially in terms of safety and maintenance became a Benson [6] suggested that the reference area to be used for
step in the right direction. One way to achieve this is to
computing the drag of a vehicle should be the frontal area
increase the stability and reduce the power consumption of
the tricycle as detailed in Lajos work [2].Therefore, which is perpendicular to the flow direction of the fluid.
optimization of the aerodynamic lift can stabilize the tricycle
while its power consumption reduction can be achieved by Yong and Chang [7], explained that important in road vehicle
aerodynamic drag reduction[2]. design is the concept of aerodynamic lift, where pressure
differences lift the vehicle and reduce its downward normal
Lift and drag are mechanical forces generated on the surface force, thereby jeopardizing stability and traction at high
of an object as itinteractswith a fluid [3]. speeds. In very simple terms, the flow over a vehicle's body is
lower in pressure than that underneath due to the vehicle's
According to Weigel [4]drag is an aerodynamic force that
opposes a vehicles motion through the air, caused by shape and the longer path of travel over the vehicle top,
interaction and contact of a solid body with a fluid. Unlike thereby producing an upward, destabilizing force to the
other resistive forces, such as dry friction, which are vehicle.
independent of velocity, drag forces depend on velocity. Drag
depends on the density of the air,the square of the velocity, Lift is a component of force that is perpendicular to the
the size and shape of the body and a variable known as the direction of flow of the air stream. In automobile design,
drag coefficient. The drag force of a vehicle is represented as; Giwaand Obiajulu[8], describes lift as an undesirable
phenomenon as it reduces traction, resulting to an unbalanced
D = 0.5V2ACd .(1)
design, as sliding of the tires may occur. The lift force of a
where; vehicle represented below;
ISSN: 2049-3444 2015 IJET Publications UK. All rights reserved. 375
International Journal of Engineering and Technology (IJET) Volume 5 No. 6, June, 2015
where; are the consequences of, but not the reason for, the
shape. These "other than aerodynamic" considerations place
L = lift force severe constraints on vehicle aero-dynamicists. Depending
on the specific purpose of each type of vehicle, the
= air density (the density of air at 250 C is 1.184kgm-3)(the
objectives of aerodynamics differ widely. While low drag
engineering toolbox) [5]
is desirable for all road vehicles, other aerodynamic
V = speed of the vehicle properties are also significant. Hucho& Sovran [12], affirms
that though negative lift is decisive for the cornering
Cl = coefficient of lift capability of race cars, but is of no importance for
trucks. The objective of this paper is to analyze the
A = cross-sectional area of the object (measured in a plane aerodynamic performance of three different cargo tricycle
perpendicular to its motion). models and to identify the one with the best aerodynamic
performance.
Prasad [9] considered road vehicle as a bluff body. Bluff
bodies are characterized by a large region of separated flow, a 1.2 Literature Review
direct consequence of which is that they suffer from large
values of the drag coefficient. Although automotive Cooper [13] stated that for a typical truck, some of the
manufacturer have designed and produced a more streamlined maneuvering room for aerodynamics would be closing the
outer shape[reference,(who told you??)] car as a road vehicle gap between the cabin and the bucket (figure 5) and also
still carry the effect of a bluff body in aerodynamics test. The adding a well-streamlined tractor.
drag value has been reduced significantly for passenger car University of Maryland [14,15,16] made a serious effort to
but it still not anywhere reaching the Cd for a formula one car improve truck fuel consumption by studying the
or jet-shaped vehicle. Studies on aerodynamics of road aerodynamics of tractors and trailers. Figure 1 shows a
vehicle benefits directly toward decreasing the fuel progressive modification put into the modelling of a tractor-
consumption, which result from the end purpose to reduce the trailer truck. With the exception of the full-height skirts and
drag coefficient. It has been one of the main concerns of streamlined tail, all the modifications could be implemented.
automotive research centers for decades. Muyl [10]showed Even the seemingly impractical changes can be utilized in a
that 40% of drag coefficient depends on the external shape less extreme fashion. It is clearly shown from the graph in
with most of the effect comes from the rear geometry. figure 2 how this adjustments and modifications drastically
Execution of good aerodynamic design under stylistic reduced the drag force.
constraints requires an extensive understanding of the flow
phenomena and, especially, how the aerodynamics are
influenced by changes in body shape, Guilmineau,
[11].Vehicle aerodynamics includes three interacting flow
fields:
ISSN: 2049-3444 2015 IJET Publications UK. All rights reserved. 376
International Journal of Engineering and Technology (IJET) Volume 5 No. 6, June, 2015
Figure 1: Trail mobile study (Tractor-trailer models modifications. Source: University of Maryland Aerodynamic Development)
Figure 2: Graph of drag coefficient against Yaw angle. (source:University of Maryland Aerodynamic Development)
ISSN: 2049-3444 2015 IJET Publications UK. All rights reserved. 377
International Journal of Engineering and Technology (IJET) Volume 5 No. 6, June, 2015
From general understanding of road vehicle aerodynamics, to frontals and constrains such as the height and width. Other
reduce the aerodynamic drag, two key points need to be parameters to achieve a good aerodynamic feature were
achieved. First is to decrease the high static pressure in the considered. Such as different slight angles of the frontals,
front body of the car. Second is to recover the static pressure streamlined cabin shape, smooth surfaces, closing up the gap
in the rear body of the car. Three different CAD models were between the cabin and the bucket (figure 5), tapering of
created for comparism, with the major difference being their roofing shape etc. The three created models are shown in
figure 4 below.
ISSN: 2049-3444 2015 IJET Publications UK. All rights reserved. 378
International Journal of Engineering and Technology (IJET) Volume 5 No. 6, June, 2015
Parameters Conditions
1 Vehicle speeds 40kmph, 60kmph, 80kmph, 100kmph and 120 kmph
2 Analysis type External
3 Fluid type Gas (air)
4 Flow Type Laminar and Turbulent
5 Pressure 101325 Pa
6 Temperature 293.2 K
7 Turbulence intensity 0.1%
8 Result resolution 4
9 Computational Domain shown in figure 6
10 Goals global goals (force (X) and force (Y) as drag and lift respectively)
11 Used software Solidworks flow simulation 2012
12 CPU time (4 cpu)- (HP G62 POWER 2.4GHz)
Views Dimensions
Right 2.44m
Left -1.08m
Top 1.30m
Bottom -0.581m
Front 0.79m
Back -0.79m
ISSN: 2049-3444 2015 IJET Publications UK. All rights reserved. 379
International Journal of Engineering and Technology (IJET) Volume 5 No. 6, June, 2015
The specifications set up for the analysis is maintained for the s/ Lift Drag Speed(km Cl
n (N) (N) ph) Cd Cl/Cd
three models. 1 139.8 368.3 40 0.7261 1.9128 0.3796
3 5 54 86 12
3.1 Data collection/calculations 2 314.2 828.3 60 0.7209 1.9004 0.3793
2 4 00 22 37
Table 3, 4 and 5 are tables generated from the flow 3 559.0 1471. 80 0.7257 1.9100 0.3799
1 19 52 17 71
simulations made from the three different models. It shows
4 870.8 2295. 100 0.7209 1.9008 0.3793
the different simulations done at various speeds,and their 5 91 88 14 05
corresponding drag and lift force. It also shows the 5 1252. 3299. 120 0.7228 1.9038 0.3796
coefficient of lift Cl and the coefficient of drag Cd which were 74 53 48 73 72
calculated from the equations below; 6 1688. 4461. 140 0.7140 1.8864 0.3785
78 49 82 93 24
Cl =
0.52
.(3)
Cd =
0.52
..(4)
ISSN: 2049-3444 2015 IJET Publications UK. All rights reserved. 380
International Journal of Engineering and Technology (IJET) Volume 5 No. 6, June, 2015
Figure 8: Graph of Drag (N) against Velocity (Km/h), for the three models.
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International Journal of Engineering and Technology (IJET) Volume 5 No. 6, June, 2015
Figure 9: Graph of Lift (N) against Velocity (Km/h), for the three models
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International Journal of Engineering and Technology (IJET) Volume 5 No. 6, June, 2015
4. DISCUSSION
The pressure distributions of the three models are shown in the figure 11 below.
Model 1
(a)
Model 2
(b)
Model 3
(c)
ISSN: 2049-3444 2015 IJET Publications UK. All rights reserved. 383
International Journal of Engineering and Technology (IJET) Volume 5 No. 6, June, 2015
Figure 10 (a); shows model 1 having a differential pressure. package consisting of a cab-roof fairing and side extenders.
The lift force is normally generated due to the difference in To this baseline the following could be added:
pressure between the upper region and the lower region of the
vehicle.With a lower pressure at the upper region, this model 1. Tractor skirts and front trailer skirts back to the trailer
will experienced more lift; consequently becomes unstable. wheels
Also model 1 has the highest drag amongst the 3 model
2. Beveled base panels (simple boat tail)
which indicates high fuel consumption. Though model 2
experience a low drag compare to model 1 which makes it 3. Additional rear skirts behind the trailer wheels
preferable indicating less fuel consumption, it experiences a
downforce as shown in figure 10 (b). The downforce is 4. A gap seal between tractor and trailer
generated by clogging (circulating airflow) on top of the
vehicle which indicates an early separation point (fig. 5. A filler block to completely close and fair the gap
10b).The separation point is very close to the leading edge,
therefore the net suction on the top of the model will decrease REFERENCES
and a decrease in lift will occur, in this case resulting to
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