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1. STUDY OF AERODYNAMIC EFFECT OF SPOILER ON
A CAR
A N S Y S P R O D U C T S 1 4 . 5
Bhola Patel
Design Engineer at CADmantra Technologies Pvt. Ltd.
2. INTRODUCTION
Nowadays everyday cars are changed by their owners to make the look sportier.
Aerodynamic properties of the car given by the designer are not enough to offer the required down
force and handling at high speeds.
Extra parts are added to offer greater drag reduction to the car and at the same time enhance the
stability.
Our focus is on the rear spoiler.
3. PROBLEM STATEMENT
• When a driver drives his or her car in high speed condition(>110
km/hr)
• high tendency to lift over
• once the air makes its way to rear window, the notch created by the
window dropping down to the trunk leaves a vacuum or lower pressure
space that the air is not able to fill properly.
• and the resulting lower pressure creates lift that then acts upon the
surface area of the trunk
• To reduce lift that acted on the rear trunk, a rear spoiler can attach on
it to create more high pressure
4. PROJECT OBJECTIVE
investigate the effects of aftermarket rear spoiler to the car aerodynamic drag and lift.
by estimate the value of CD and CL
The differences between car with and without spoiler can be determined
Tow models of rear spoilers will be chosen and the 3-D models will be built in CAD software
according the actual dimension.
analyzed in CFD software to estimate the value of CD and CL
which rear spoiler either reduce drag or reduce lift force, or reduce both or not can be determine
5. PROJECT DESCRIPTION
An investigation on effects of rear spoiler to car aerodynamic drag and its stability will be done by
estimate the value of CD by doing some CFD analysis
several designs will be selected to build up model in CAD software
The models will built up according its actual dimension to make sure any errors during analyzing can be
avoided
models then will be analyzed in CFD to estimate value of drag force and lift force
From the value of both forces, the value of CD and CL can be estimate and the data then interpret into
graph or scatter plot and also into bar chart
7. DRAG AND LIFT CONCEPT
1 . S H E A R S T R E S S W H I C H A C T P A R A L L E L T O T H E B O D Y S U R F A C E
A N D C O N T R I B U T E S O N L Y T O D R A G .
2 . P R E S S U R E W H I C H A C T S N O R M A L T O T H E S U R F A C E I S
R E S P O N S I B L E F O R A V E H I C L E ’ S L I F T A N D P A R T O F D R A G .
8. dFx = ( p dA) cos θ + ( τw dA) sin θ
dFy = - ( p dA) sin θ + ( τw dA) cos θ
AERODYNAMICS FORCES
DA = ½ ρ v2 CD A
Where CD = coefficient drag [dimensionless]
A = frontal area [m2]
ρ = density of air [kg/m3]
v = velocity of vehicle [m/s]
Drag Force
9. Lift force
LA = ½ ρ v2 CL A
LA = lift force
CL = coefficient of lift
A = frontal area
Downforce
Downforce is created
when air moves
through and over parts
of the car.
10. MODELING
The models will build up in CAD software
SolidWorks will be use to build up the model
the model will be design according the actual dimension to make sure it can produce an
approximately accurate
it also must fix with the base line model that will be use
Airfoil spoilers are used.
13. REAR SPOILER MODEL
2 different spoiler styles have been used.
“wing” style spoiler, which was mounted 23 cm above the
on the other hand the second spoiler was mounted edge of the rear side of the vehicle without leaving a
gap between spoiler and the surface of vehicle
14.
15. The models of both vehicle and two different spoilers have been made using the software called
SolidWorks to CAD format for numerical .
16.
17.
18. VIRTUAL WIND TUNNEL
Around the 3d cad model a virtual wind tunnel is
made with the help of inventor.
The complete domain was divided to half using a
symmetry plane (YZ plane).
19.
20.
21. CFD SOLVER BOUNDARY CONDITION
Boundary Conditions (for all cases and benchmarks)
Velocity Inlet Magnitude and Direction 30m/s (Positive Z-direction)
Turbulence Intensity 1.00%
Pressure
Outlet
Gauge Pressure magnitude 0 Pascal
Gauge Pressure direction Normal to boundary
Turbulence Specification Method Intensity and Viscosity Ratio
Backflow Turbulence Intensity 10%
Wall Zones No Slip
Symmetry No Slip
Fluid
Properties
Fluid Type Air
Density 𝜌 = 1.2 kg/m3
22. CFD SIMULATION
The following cases which have to be simulated:
Case #1: Vehicle model without rear-spoiler.
Case #2: Vehicle model with the first rear-spoiler design.
Case #3: Vehicle model with the second rear-spoiler design.
23. Velocity distribution of flow for case #1
Velocity distribution of flow for case #2
Velocity distribution of flow in the symmetry plane for case #3
24. As we see in the there were two different
recirculation zones .
There is only one recirculation zone.
25. CD GRAPHS
There was significant change in terms of drag
force when comparing case #1 and case #2.
Case #3 was not considered.
27. RESULT
Velocity
(km/h)
Drag Force (N) Lift Force (N) CD CL
70 241.41 -224.69 0.232 -0.2160
80 294.75 -274.42 0.233 -0.2170
90 353.50 -329.12 0.234 -0.2182
BLM car without Rear Spoiler
Velocity
(km/h)
Drag Force (N) Lift Force (N) CD CL
70 199.72 -276.69 0.1920 -0.2660
80 243.92 -337094 0.1931 -0.2675
90 292.55 -405.31 0.1945 -0.2680
BLM car with Spoiler #1
Velocity
(km/h)
Drag Force (N) Lift Force (N) CD CL
70 225.73 -382.8 0.2170 -0.368
80 275.69 -467.53 0.2182 -0.3695
90 330.64 -560.73 0.2193 -0.370
BLM car with Spoiler #2
28. CONCLUSION
The spoiler used in case #2 exhibited a significant reduction in drag force and in small increase
negative lift force.
The spoiler used in case #3 displayed a relatively smaller reduction in drag force but a huge increase
in negative lift force.
If safety is major concern , then handling of car would much superior of spoiler in case# 3 and would
be selected for the design of the car.
29. FUTURE SCOPE
Companies such as Porsche, Bugatti or Mercedes have been using different technologies for
spoilers.
A type of such technology is the hydraulic spoiler.
This is currently being used in Bugati Veyron.
30. REFERENCES
Carr G.W. The Study of Road Vehicle Aerodynamics, Using Wind Tunnel Models. Paper 14, Proc. 1st Symp. Road Vehicle Aerodynamics, London,
1969.
Website:* http://www.nasa.gov/audience/forstudents/5-8/features/what-is- aerodynamics-58.html.
Website: http://www.grc.nasa.gov/WWW/K-12/airplane/boundlay.html.
Website : http://en.wikipedia.org/wiki/Bernoulli's_principle
Website : http://www.slideshare.net/pparmaei/aerodynamic-carsscience
Website : http://www.slideshare.net/sharadadevi79/pr-2-33068013
Website : http://help.autodesk.com/view/SCDSE/2014/ENU/?guid=GUID-94E433C2-1580-4575-A6FA-2E7F22A23EB6
Website : http://help.autodesk.com/view/SCDSE/2014/ENU/?guid=GUID-3AF255C7-4F5B-4DCB-825A-726698D50510
Website : http://help.autodesk.com/view/SCDSE/2014/ENU/?guid=GUID-BC3E47DC-6626-41C6-974F-4D5676FAE066
Editor's Notes
The performance, handling, safety, and comfort of an automobile are significantly affected by its aerodynamic properties
Parts like rear spoiler, front bumper and rear bumper.
. Rear spoiler is a component to increase down force for vehicle especially passenger car. It is an aerodynamic device that design to ‘spoil’ unfavorable air movement across a car body. Main fixing location is at rear portion, depends on shape of the rear portion either the car is square back, notchback or fastback because not all rear spoiler can be fix at any type of rear portion of a car
Bernoulli's principle states that for an inviscid flow, an increase in the speed of the fluid occurs simultaneously with a decrease in pressure or a decrease in the fluid's potential energy.
Due to the complexity of the simulation with limited computer resources and time.
YZ plane has been defined as symmetric boundary in the solver to make the boundary condition as “a slip wall with zero shear forces”; the simulation results would be valid for full model as well.
it has been seen that; the recirculation zone above the rear window was almost gone by using spoiler. The air slopes gently above the rear window, which helps keeping the rear window cleaner. It has been found that keeping the rear window cleaner is one of the advantages of using spoiler
There was significant change in terms of drag force, and same thing happened in down-force (negative lift-force) over the vehicle body by having a spoiler at rear-end although the case #3 didn’t give the as big effect as case #2 - drag coefficient has dropped down to 0.217 only. Since Case #2 and Case #3 have the same boundary conditions, it has been found that the drag reduction by having spoiler at the rear end of the vehicle is very much dependent on the shape (design) of the spoiler. On the other hand, case #3 generated significant down-force (negative lift-force); the lift coefficient with the help of the second spoiler (case #3) has reduced to -0.268 while it was reduced to -0.239 with the help of the first spoiler (case #2). [Case #3 was not shown as its value was lesser than the case #2]
v Increases tires capability to produce cornering force
v Stabilizes vehicles at high speed
v Improves braking performance
v Gives better traction
This feature has been used mostly for safe driving. Spoiler deployment operation is usually automatic. The software operates the spoiler and fixes it in the certain height depends on the vehicle speed but the driver through a button in the cabin can also operate it. For instance, hydraulic spoiler that has been used in Bugatti
Veyron comes up at high speeds to hold the car on the road better by creating down force. When the car reaches 220 km/h (140 mph), small hydraulic spoiler deploys from the rear bodywork and a wing extends about a foot. This configuration produces substantial down force, provides up to 330 pounds in front and 440 in the rear [16], which helps holding
the car to the road in extreme speed.