Fluid CFD Report

Introduction:
In automobile industry, aerodynamics of a car body plays an important role .Computational

fluid dynamics is the proper approach to deal with these complicated flows an obtain numerical
solutions of these flow equations. CFD analysis was done and also manually equations were
solved to see the resulting flow phenomenon. The aim was to calculate the velocity profile.
Computational Fluid Dynamics:

CFD analysis in car industry is used in the determination of applied forces and that of vehicle’s
wake during moving. CFD is also used to analyze the effect of wake on vehicle’s efficiency and
capability in comparison with other cars. CFD tool has three main components:
 PRE-PROCESSING:
A pre-processor is used to define the geometry for the computational domain of interest and
generate the mesh of control volumes (for calculations). Generally, the finer the mesh in the
areas of large changes is the more accurate solution. Fineness of the grid also determines the
computer hardware and calculation time needed.
 Solver:
The solver makes the calculations using a numerical solution technique, which can use
finite difference, finite element, or spectral methods. Most CFD codes use finite
volumes, which is a special finite difference method. First the fluid flow equations are
integrated over the control volumes (resulting in the exact conservation of relevant
properties for each finite volume), then these integral equations are discretized
(producing algebraic equations through converting of the integral fluid flow equations),
and finally an iterative method is used to solve the algebraic equations.
 POST-PROCESSING:
The post-processor provides for visualization of the results, and includes the capability
to display the geometry/mesh, create vector, contour, and 2D and 3D surface plots.
Particles can be tracked throughout a simulation, and the model can be manipulated
(i.e. changed by scaling, rotating, etc.), and all in full colour animated graphics.
Problem Solving with CFD:

There are many decisions to be made before setting up the problem in the CFD code. Some of
the decisions to be made can include: whether the problem should be 2D or 3D, which type of
boundary conditions to use, whether or not to calculate pressure/temperature variations based
on the air flow density, which turbulence model to use, etc. The assumptions made should be
reduced to a level as simple as possible, yet still retaining the most important features of the
problem to be solved in order to reach an accurate solution. After the above decisions are
made, the geometry and mesh can be created. The grid should be made as fine as required to
make the simulation grid independent.
Factors Contributing to Flow Field around Vehicle:

The frictional force of aerodynamic drag increases significantly with vehicle speed. The major
factors, which affect the flow field around the vehicle, are the boundary layers, separation of
flow field, friction drag and lastly the pressure drag.
Discretization Methods:
The stability of the selected discretisation is generally established numerically rather than
analytically as with simple linear problems. Special care must also be taken to ensure that the
discretisation handles discontinuous solutions gracefully. The Euler equations and Navier–
Stokes equations both admit shocks, and contact surfaces.
Some of the discretization methods being used are:
Finite Volume Method:

The finite volume method (FVM) is a common approach used in CFD codes, as it has an
advantage in memory usage and solution speed, especially for large problems, high Reynolds
number turbulent flows, and source term dominated flows (like combustion). In the finite
volume method, the governing partial differential equations (typically the Navier-Stokes
equations, the mass and energy conservation equations, and the turbulence equations) are
recast in a conservative form, and then solved over discrete control volumes.
This discretization guarantees the conservation of fluxes through a particular control volume.
Finite Element Method:

The finite element method (FEM) is used in structural analysis of solids, but is also applicable to
fluids. However, the FEM formulation requires special care to ensure a conservative solution.
The FEM formulation has been adapted for use with fluid dynamics governing equations.
Although FEM must be carefully formulated to be conservative, it is much more stable than the
finite volume approach. However, FEM can require more memory and has slower solution
times than the FVM.
Finite Difference Method:

The finite difference method (FDM) has historical importance and is simple to program. It is
currently only used in few specialized codes, which handle complex geometry with high
accuracy and efficiency by using embedded boundaries or overlapping grids (with the solution
interpolated across each grid).
Spectral Element Method:

Spectral element method is a finite element type method. It requires the mathematical
problem (the partial differential equation) to be cast in a weak formulation. This is typically
done by multiplying the differential equation by an arbitrary test function and integrating over
the whole domain. Purely mathematically, the test functions are completely arbitrary - they
belong to an infinite-dimensional function space. Clearly an infinite-dimensional function space
cannot be represented on a discrete spectral element mesh; this is where the spectral element
discretization begins.
Boundary Element Method:

In the boundary element method, the boundary occupied by the fluid is divided into a surface
mesh.
High Resolution Discretization Schemes:

High-resolution schemes are used where shocks or discontinuities are present. Capturing sharp
changes in the solution requires the use of second or higher-order numerical schemes that do
not introduce spurious oscillations. This usually necessitates the application of flux limiters to
ensure that the solution is total variation diminishing.
Governing Equations:
To simulate the incompressible flow, Navier-Stokes equations for this flow type will be solved.
The form of these equations based on the flow assumption follows:
 Continuity Equation:
𝜕𝑝/ 𝜕𝑡 + 𝜕(𝜌𝑢) /𝜕𝑥 + (𝜌𝑣)/ 𝜕𝑦 + 𝜕(𝜌𝑤)/ 𝜕𝑧 = 0
For an incompressible flow,
∂ρ/ ∂t = 0, ∇ ∙ ρV = 0
Thus,
∂u /∂x + ∂v/ ∂y + ∂w/ ∂z = 0
 Navier Stokes Equation:
X direction component:
∂(ρu)/ ∂t + ∇(ρuV) = − ∂p /∂x + ∂τxx/ ∂x + ∂τyx/ ∂y + ∂τzx/∂z + ρfx
Y direction component:
𝜕(𝜌𝑣)/ 𝜕𝑡 + ∇(𝜌𝑣𝑉) = − 𝜕𝑝/ 𝜕𝑦 + 𝜕𝜏𝑦𝑥/ 𝜕𝑥 + 𝜕𝜏𝑦𝑦/ 𝜕𝑦 + 𝜕𝜏𝑧𝑦/ 𝜕𝑧 +

𝜌𝑓y
Z direction component:
(𝜌𝑤) /𝜕𝑡 + 𝛻(𝜌𝑤𝑉) = − 𝜕𝑝/ 𝜕𝑧 + 𝜕𝜏𝑧𝑥 /𝜕𝑥 + 𝜕𝜏𝑦𝑧 /𝜕𝑦 + 𝜕𝜏𝑧𝑧 /𝜕𝑧 + 𝜌𝑓z
Mesh Generation:
The meshing process is generated in the model cabin to evaluate the thermal and air flow
intensity inside the vehicle cabin. The meshing process is undergone by defining the boundary
condition and structured the mesh in the passenger vehicle cabin. Considering that the far-divider
work is demonstrated to influence the simulation accuracy less, an unstructured work is
actualized for the passenger vehicle cabin model. The work is set to naturally catch the bends
with better matrices as indicated by the radians. Moreover, better work is utilized for the surface
of air vents. There are three layers of mesh at the limit, which gives better simulation exactness
as indicated by the research of past area. The first point for the geometry is set at the mid-point
of the interface between the surface below windshield and cabinet. It demonstrates that the mesh
size is overwhelmed by the curve based refinement instead of the extensive component
estimation.
Numerical Simulation Analysis:

The simulation of the proposed geometry of the vehicle cabin is undergone with the Ansys
Fluent Modelling with the parameters such as temperature and air flow respectively. The
simulation results of the proposed modelling are highlighted in the following figures
respectively. The numerical modelling is simulated in different phases. The model creation of
vehicle cabin (dimension are extracted from current generation alto 800) by using Solid Works
software. The model is extracted to ANSYS CFD where the model said to mesh under boundary
conditions. The boundary condition is set according to various points of thermal diffraction and
environmental conditions. The transient numerical examination was carried out on 3D vehicle
cabin model which only incorporates the dimensional facility of the actual real dimension of the
vehicle. This model creates just for the validation of air flow conditioning of vehicle cabin. The
analysis is carried out by the CFD software, and the results have tabulated.
Turbulence Models:
In computational modeling of turbulent flows, one common objective is to obtain a model that
can predict quantities of interest, such as fluid velocity, for use in engineering designs of the
system being modeled. For turbulent flows, the range of length scales and complexity of
phenomena involved in turbulence make most modeling approaches prohibitively expensive;
the resolution required to resolve all scales involved in turbulence is beyond what is
computationally possible. The primary approach in such cases is to create numerical models to
approximate unresolved phenomena. This section lists some commonly used computational
models for turbulent flows.
Turbulence models can be classified based on computational expense, which corresponds to

the range of scales that are modeled versus resolved (the more turbulent scales that are
resolved, the finer the resolution of the simulation, and therefore the higher the computational
cost). If a majority or all of the turbulent scales are not modeled, the computational cost is very
low, but the tradeoff comes in the form of decreased accuracy.
In addition to the wide range of length and time scales and the associated computational cost,
the governing equations of fluid dynamics contain a non-linear convection term and a non-
linear and non-local pressure gradient term. These nonlinear equations must be solved
numerically with the appropriate boundary and initial conditions.

Fluid CFD Report

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Introduction:

In automobile industry, aerodynamics of a car body plays an important role .Computational

Computational Fluid Dynamics:

Problem Solving with CFD:

Factors Contributing to Flow Field around Vehicle:

Some of the discretization methods being used are:

Finite Volume Method:

Finite Element Method:

Finite Difference Method:

Spectral Element Method:

Boundary Element Method:

High Resolution Discretization Schemes:

𝜕(𝜌𝑣)/ 𝜕𝑡 + ∇(𝜌𝑣𝑉) = − 𝜕𝑝/ 𝜕𝑦 + 𝜕𝜏𝑦𝑥/ 𝜕𝑥 + 𝜕𝜏𝑦𝑦/ 𝜕𝑦 + 𝜕𝜏𝑧𝑦/ 𝜕𝑧 +

Numerical Simulation Analysis:

Turbulence models can be classified based on computational expense, which corresponds to

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