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Master thesis : Experimental and numerical analysis of the aerodyanmics of

the A&M Shell Eco-marathon vehicle prototype

Auteur : Calleja Vazquez, Juan Manuel

Promoteur(s) : Terrapon, Vincent

Faculté : Faculté des Sciences appliquées

Diplôme : Master en ingénieur civil en aérospatiale, à finalité spécialisée en "aerospace engineering"

Année académique : 2017-2018

URI/URL : http://hdl.handle.net/2268.2/4671

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Experimental and numerical analysis of the

aerodynamics of the A&M Shell Eco-marathon

vehicle prototype

Juan Manuel Calleja VazquezPromoter: V.E. Terrapon

University of Liege: Faculty of Applied SciencesMaster in Aerospace Engineering

Academic year 2017-2018

The search for better performance is an actual challenge in the automotive industry. This isthe reason why Shell proposes students from the entire globe to participate in its eco-marathon,a competition in which the maximum efficiency is searched. This thesis presents a numericaland experimental study of the A&M UrbanConcept vehicle: Electra. Wind tunnel conditionsare simulated using RANS and URANS simulations in ANSYS FLUENT and compared to windtunnel experimental data, allowing to validate numerical results. Once the numerical set-upis validated, a more in-depth study of Electra’s aerodynamic properties is performed. In thisstudy, track conditions are simulated and compared to wind tunnel conditions. This comparisonallows to see the ground effect phenomenon and how it affects the aerodynamic properties of thecar. Bearing in mind all simplifications made on the numerical model, aerodynamic correctionsare applied to the obtained results. Then, a thorough discussion on surface imperfections andprotuberances is made, being possible to estimate the drag value of the real car. Using thisstudy, it is possible to modify the car geometry in order to improve its performance, achievinga drag decrease of 38% with respect to the original geometry. Finally, the aerodynamic effectthat the introduction of a new platform chassis type could have on Electra’s aerodynamics istested and optimized.

4 6 8 10 12

ReL

[-] 105

0

0.2

0.4

0.6cd

[-]

Re Total Drag

Re Friction Drag

k- SST Total Drag

k- SST Friction Drag

Wind Tunnel Total Drag

Figure 1: Drag coefficient at different lengthbased Reynolds numbers obtained experimen-tally and with the low-Reynolds version ofthe k − ω SST model and the γReθ transi-tion model, still road conditions and a ReL =13 × 105.

4 6 8 10 12

ReL

[-] 105

0

0.1

0.2

0.3

0.4

cl

[-]

Re Total Lift

Re Friction Lift

k- SST Total Lift

k- SST Friction Lift

Figure 2: Lift coefficient at different lengthbased Reynolds numbers obtained with thelow-Reynolds version of the k − ω SST modeland the γReθ transition model, still road con-ditions and a ReL = 13 × 105.

0 0.5 1

Position [-]

-1.5

-1

-0.5

0

0.5

1

cp [

-]

Wind Tunnelgamma Re

Figure 3: Experimental and numerical pres-sure coefficient distribution measured at Elec-tra’s symmetry plane at an angle of incidenceof 30o for a ReL = 8.2 × 105. Simulations per-formed with the γReθ model at still conditions.Lower surface in blue, upper surface in orange.

0 0.5 1

Position [-]

-1.5

-1

-0.5

0

0.5

1

cp [

-]

Wind Tunnelgamma Re

Figure 4: Experimental and numerical pres-sure coefficient distribution measured at Elec-tra’s symmetry plane at an angle of incidenceof 15o for a ReL = 8.2 × 105. Simulations per-formed with the γReθ model at still conditions.Lower surface in blue, upper surface in orange.

Figure 5: Intermittency contour plot at thecar lower surface with moving road conditions.Simulation performed using the γReθ model ata ReL = 13 × 105.

Figure 6: Intermittency contour plot at the carlower surface with still road conditions. Sim-ulation performed using the γReθ model at aReL = 13 × 105.

Front

Middle

Rear

Front Wheel

Rear Wheel

0

0.02

0.04

0.06

0.08

0.1

cD

[-]

Friction cD

Pressure cD

Figure 7: Histogram showing the distributionof pressure and friction drag on the differ-ent sections of Electra at still road conditions.Simulation performed using the γReθ model ata ReL = 13 × 105.

Front

Middle

Rear

Front Wheel

Rear Wheel

0

0.02

0.04

0.06

0.08

0.1

cD

[-]

Friction cD

Pressure cD

Figure 8: Histogram showing the distributionof pressure and friction drag on the differentsections of Electra at moving road conditions.Simulation performed using the γReθ model ata ReL = 13 × 105.

cD = 0:146

cD = 0:151

cD = 0:163

Figure 9: Electra drag coefficient and effect of the different simplifications. Simulation per-formed with the γReθ model at moving road conditions and a ReL = 13 × 105.

Figure 10: Flow streamlines over Electra up-per section. Streamlines coloured by veloc-ity magnitude. Moving road simulation per-formed with γReθ model at 30o crosswind anda ReL = 8.2 × 105.

Figure 11: Flow streamlines over Electra up-per section. Streamlines coloured by veloc-ity magnitude. Moving road simulation per-formed with γReθ model at 30o crosswind anda ReL = 8.2 × 105.

Figure 12: Flow streamlines over the third per-formance modification. Streamlines colouredby velocity magnitude. Simulation performedwith moving road conditions using the γReθmodel at a ReL = 13 × 105.

Figure 13: Flow streamlines over the third per-formance modification. Streamlines colouredby velocity magnitude. Simulation performedwith moving road conditions using the γReθmodel at a ReL = 13 × 105.

Figure 14: Turbulent kinetic energy contourplot at a x = 0.15 m y − z plane. Simulationperformed with second new concept modifica-tion at moving road conditions using the γReθmodel at a ReL = 13 × 105.

Figure 15: Turbulent kinetic energy contourplot at middle car plane. Simulation performedwith second new concept modification at mov-ing road conditions using the γReθ model at aReL = 13 × 105.