The DaimlerChrysler Full-Scale Aeroacoustic Wind Tunnel

Walter, Joel; Duell, Edward; Martindale, Bill; Arnette, Stephen A.; Geierman, Robert; Gleason, Mark; Romberg, G. F.

doi:10.4271/2003-01-0426

Cited by 37 publications

(9 citation statements)

References 9 publications

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“…Table 3 summarizes the flow angularity measurements at the nominal front bumper and the model center. The average pitch and yaw angles are very close to zero, which is possible with aid of adjustable nozzle walls [2,3] to account for construction tolerances.…”

Section: Flow Angularitymentioning

confidence: 98%

“…1. While airline details are always different, the overall philosophy employed in the design of the airline components is the same as in other efforts [1,2,3,4,5]. Fundamentally, the approach is to minimize the circuit footprint (capital cost) while taking extreme care not to create flow separations and other instabilities throughout the circuit, which can then be only partially cleaned up in the flow conditioning section at the cost of increased fan power and circuit length.…”

Section: Airlinementioning

confidence: 98%

“…A wind tunnel at the North American R&D Center was envisioned to complement Honda's existing global strategy. Some of the goals for this facility were to (1) streamline the development process and increase development efficiency by allowing exterior designers, design engineers and aerodynamic engineers to work together at a central location, (2) impact the product as early as possible in the development process, and (3) increase aerodynamic research capability. To meet these goals it was decided to build a scale model wind tunnel and develop a large-scale model with sufficient detailed geometry to increase prediction accuracy for total vehicle aerodynamics early in development.…”

Section: Introductionmentioning

confidence: 99%

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The Honda R & amp;D Americas Scale Model Wind Tunnel

McKillen¹,

Walter²,

Geslin³

2012

SAE Int. J. Passeng. Cars - Mech. Syst.

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This paper describes the new Honda R&D Americas Scale Model Wind Tunnel (SWT). To help address Honda's ongoing need to improve fuel economy, reduce the driving force of a vehicle, and decrease product development time, the wind tunnel was developed and implemented to achieve high accuracy aerodynamic predictions for product development and a significantly improved capability for vehicle aerodynamics research. The SWT can accommodate model scales up to 50%. The ¾-open jet test section has a top speed of 250 km/h, a 5-belt moving ground plane with a long center belt for proper wake simulation, a test section designed specifically for very low static pressure gradient, three separate dynamic pressure measurement systems for state-of-the-art blockage corrections, and an overhead traverse for specialized measurement activities. This paper describes the decision process that led to the SWT, key commissioning results, and performance validation results with models installed. In addition, the paper describes a concurrent program within Honda to design and build scaled vehicle models that have spinning wheels, realistic engine cooling and underbody flows, and excellent geometric accuracy.

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Section: Flow Angularitymentioning

confidence: 98%

Section: Airlinementioning

confidence: 98%

Section: Introductionmentioning

confidence: 99%

See 1 more Smart Citation

The Honda R & amp;D Americas Scale Model Wind Tunnel

McKillen¹,

Walter²,

Geslin³

2012

SAE Int. J. Passeng. Cars - Mech. Syst.

Self Cite

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“…Audi, Wickern and Lindener (2000); BMW, von Heesen et al (1996); Chrysler, Walter et al (2003); DNW, Mercker and Pengel (1994); Ford (Europe), Volkert and Kohl (1987); Ford (US), Walter et al (2002); GIE S2A, Waudby-Smith et al (2004); Hyundai, Kim et al (2001); IVK/FKFS, Potthof et al (1994), Künstner et al (1995); Pininfarina, Cogotti (2006) Wall treatment is used to achieve two objectives. The first is to provide an anechoic environment within the test section, to create a close-to free-field environment by reducing the reverberation and reflection of sound waves from the noise sources of the vehicle.…”

Section: Aeroacousticsmentioning

confidence: 99%

The Effects of Unsteady On-Road Flow Conditions on Cabin Noise

Oettle¹,

Sims-Williams²,

Dominy³

et al. 2010

SAE Technical Paper Series

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On-road, a vehicle experiences unsteady flow conditions due to turbulence in the natural wind, moving through the unsteady wakes of other road vehicles and travelling through the stationary wakes generated by roadside obstacles. There is increasing concern about potential differences between steady flow conditions that are typically used for development and the transient conditions that occur on-road. This work considers whether steady techniques are able to predict the unsteady results measured on-road, the impact of this unsteadiness on the noise perceived in the cabin and whether minor changes made to the geometry of the vehicle could affect this. Both external aerodynamic and acoustic measurements were taken using a full-size vehicle combined with measurements of the noise inside the cabin. Data collection took place on-road under a range of wind conditions to accurately measure the response of the vehicle to oncoming flow unsteadiness, with steady-state measurements taking place in full-scale aeroacoustic wind tunnels.Overall it was demonstrated that, using a variety of temporal and spectral approaches, steady techniques were able to predict unsteady on-road results well enough to assess cabin noise by correctly taking into account the varying on-road flow conditions. Aerodynamic admittance values remained less than unity in the sideglass region of the vehicle, with the exception of the the region nearest the A-pillar. The reducing unsteady energy at frequencies greater than 10 Hz, combined with the corresponding roll-off in admittance, implies that unsteady frequencies below 10 Hz affect the vehicle most, where the response remains quasi-steady.Quasi-steady cabin noise simulations allowed a subjective assessment of the predicted unsteady cabin noise, where the impact of cabin noise modulations were quantified and found to be important to perception. Minor geometry changes affected the sensitivity of cabin noise to changes in yaw angle, altering modulation and therefore having an important impact on the unsteady wind noise perceived on-road.iii DeclarationThe work in this thesis is based on research carried out at the School of Engineering and Computing Sciences, Durham University, UK. No part of this thesis has been submitted elsewhere for any other degree or qualification and it all my own work unless referenced to the contrary in the text.

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“…There are numerous examples in the literature of test section flow angularity measurements for subsonic and transonic wind tunnels [2][3][4][5][6][7][8][9][10][11][12][13][14][15], typically performed as part of commissioning activities during the start-up phase after construction or after an upgrade. However, investigations of the causes of flow angularity in the test section are less common.…”

Section: Introductionmentioning

confidence: 99%

Flow Angularity Investigations in an Automotive Slotted Wall Wind Tunnel

2019

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The Volvo Cars aerodynamic wind tunnel has had a vortical flow angularity pattern in the test section since its original commissioning in 1986. The vortical flow nature persisted after an upgrade in 2006, when the fan was replaced and a moving ground system was introduced. It has been hypothesized that the cause for this flow angularity pattern was leakages around the heat exchanger installed in the settling chamber. The present paper tests this hypothesis by measuring the flow angularity in the test section before and after sealing the leakages. The findings show that the leakage path around the heat exchanger does not influence the flow angularity, and that the current pattern is different compared to the commissioning after the upgrade. This prompted an investigation of the influence from the turbulence screens, which were changed after the upgrade commissioning. These investigations indicate that the probable cause of the vortical flow angularity pattern is residual swirl from the fan. Force measurements on a reference car with and without extra induced flow angularity show that the flow angles measured in the tunnel for regular operation are most likely small enough to not have a significant effect on the measured aerodynamic forces.

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The DaimlerChrysler Full-Scale Aeroacoustic Wind Tunnel

Cited by 37 publications

References 9 publications

The Honda R & amp;D Americas Scale Model Wind Tunnel

The Honda R & amp;D Americas Scale Model Wind Tunnel

The Effects of Unsteady On-Road Flow Conditions on Cabin Noise

Flow Angularity Investigations in an Automotive Slotted Wall Wind Tunnel

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