An Evaluation of CFD for Modelling the Flow Around Stationary and Rotating Isolated Wheels

Axon, Lee; Garry, Kevin P.; Howell, Jeff

doi:10.4271/980032

Cited by 45 publications

(34 citation statements)

References 1 publication

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“…The pressure distribution on the whole surface of the wheel is validated via its integral leading to drag and lift coefficients. For the stationary wheel, the measured drag and lift coefficients were in the range C D = 0.76 ± 15% and C L = 0.77 ± 15% (Fackrell and Harvey, 1973;Skea et al, 1998;Mears et al, 2002;Axon et al, 1998), respectively, where the extent of the range of coefficients indicates the difference between the measurement results of the previously mentioned publications. For the rotating wheel, the same properties were typically C D = 0.58 ± 15% and C L = 0.44 ± 15% (Fackrell and Harvey, 1973;Skea et al, 1998;Mears et al, 2002;Axon et al, 1998).…”

Section: Validation Of Integral Quantitiesmentioning

confidence: 97%

Description of flow field in the wheelhouses of cars

Regert¹,

Lajos²

2007

International Journal of Heat and Fluid Flow

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Section: Validation Of Integral Quantitiesmentioning

confidence: 97%

Description of flow field in the wheelhouses of cars

Regert¹,

Lajos²

2007

International Journal of Heat and Fluid Flow

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“…The model was developed using Ansys design modeler V 14.5 and Figure 3 shows the details of the dry wheel model used such as the tyre and its grooves dimensions. The boundary of the flow volume surrounding the tire is set according to the recommended dimension ratios in literatures [11,12]. The length in front of the tire is taken to be 5D and equal to the lengths of both sides and of the top [13].…”

Section: Modelmentioning

confidence: 99%

“…This was only proposed theoretically by Fackrell [5] in a non-approved manner. The next was Van Den Berg [9][10][11][12][13] whose work focused on investigating the aerodynamic interaction between the rotating wheel and the front inverted wing. Although his measuring arrangement was similar to that used by Fackrell, he didn't rely on the data collected by Mears which successfully captured the suction peak.…”

Section: Introductionmentioning

confidence: 99%

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A Computational Study on the Moment Coefficient Cm of Formula One Exposed Dry and Wet-Condition Wheels

Soliman¹,

Elnahas²,

Abdelaziz³

et al. 2017

Fluid Mech Open Acc

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A model of Formula One racing car rotating dry wheel in contact with the ground is studied using a computational approach as a validation case. This validation case focuses on the computed surface pressure around the wheel's center line. This computed result is compared to an experimental one obtained from the available literature work and it showed good agreement. Another case study is considered with replacing the dry wheel model with another wetcondition wheel model. The wet-condition wheel's work is mainly concentrated on the developed aerodynamic forces especially the wheel moment values. This moment is translated to an expression of resistive torque developed by the air stream on the wheel and computed in each case study. In addition, general schematic pictures of the flow behavior around the wet wheel are presented.

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“…Beneath the vehicle, a no-slip, moving ground plane boundary condition is prescribed at a velocity of U g and a yaw angle of 6.1 • . The no-slip surfaces of the tractor and trailer tires, which rotate at an angular velocity of 53s −1 , intersect the ground plane, producing a tire contact patch that has a swept angle of 20 • [2]. A slip boundary condition and a zero gradient boundary condition are specified along the walls and outlet, respectively, of the computational domain.…”

Section: Cfd Simulationsmentioning

confidence: 99%

Investigation of Tractor Base Bleeding for Heavy Vehicle Aerodynamic Drag Reduction

Ortega

Salari

Storms

The Aerodynamics of Heavy Vehicles II: Trucks, Buses, and Trains

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One of the main contributors to the aerodynamic drag of a heavy vehicle is tractor-trailer gap drag, which arises when the vehicle operates within a crosswind. Under this operating condition, freestream flow is entrained into the tractor-trailer gap, imparting a momentum exchange to the vehicle and subsequently increasing the aerodynamic drag. While a number of add-on devices, including side extenders, splitter plates, vortex stabilizers, and gap sealers, have been previously tested to alleviate this source of drag, side extenders remain the primary add-on device of choice for reducing tractor-trailer gap drag. However, side extenders are not without maintenance and operational issues. When a heavy vehicle pivots sharply with respect to the trailer, as can occur during loading or unloading operations, the side extenders can become crushed against the trailer. Consequently, fleet operators are forced to incur additional costs to cover the repair or replacement of the damaged side extenders. This issue can be overcome by either shortening the side extenders or by devising an alternative drag reduction concept that can perform just as effectively as side extenders. To explore such a concept, we investigate tractor base bleeding as a means of reducing gap drag. Wind tunnel measurements are made on a 1:20 scale heavy vehicle model at a vehicle width-based Reynolds number of 420,000. The tractor bleeding flow, which is delivered through a porous material embedded within the tractor base, is introduced into the tractor-trailer gap at bleeding coefficients ranging from 0.0-0.018. To determine the performance of tractor base bleeding under more realistic operating conditions, computational fluid dy-

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An Evaluation of CFD for Modelling the Flow Around Stationary and Rotating Isolated Wheels

Cited by 45 publications

References 1 publication

Description of flow field in the wheelhouses of cars

Description of flow field in the wheelhouses of cars

A Computational Study on the Moment Coefficient Cm of Formula One Exposed Dry and Wet-Condition Wheels

Investigation of Tractor Base Bleeding for Heavy Vehicle Aerodynamic Drag Reduction

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