Abstract
An experimental study on a KIA pride (SAIPA 131) car model with scale of 1:14 in the wind tunnel was made beside the real car tests. Some of the modifications to passive flow control which are (vortex generator, spoiler and slice diffuser) were added to the car to reduce the drag force which its undesirable characteristic that increase fuel consumption and exhaust toxic gases. Two types of calculations were used to determine the drag force acting on the car body. Firstly, is by the integrating the values of pressure recorded along the pressure taps (for the wind tunnel and the real car testing), secondly, is by using one component balance device (wind tunnel testing) to measure the force. The results show that, the average drag estimated on the baseline car for different Reynolds numbers was (0.381) and the drag force was reduced by adding a spoiler and a slice diffuser to (4.45%, 1.5%) respectively, whereas the amount of drag reduction was (5.46%) when all drag reduction modifications were added together on the base car. No effect was noticed as vortex generators when added separately. The deviation in the drag coefficient from the real car testing was about (6.2%) and shows a very good agreements between the real car test and that of the wind tunnel test.
Highlights
With the increase in fuel prices and economic crisis in most of countries in addition to the demand of environmental protection organizations to reduce the emission of toxic gases from the cars, so reducing fuel exchange is very important a days. This reduction is related to reducing the pressure drag force on the car, which is dominated of about 80% of the total drag on the car body to investigate the ability of reducing drag force experimentally, so that, many researches were made in this investigation. (Islam, et al, 2013) studied the ability to reduce the drag force on a sedan car model by using a delta type vortex generator experimentally
The results showed that the Ahmed body drag coefficient was decreased slightly as the Reynolds number increased in a null yaw angle
Three tests were performed using different ground plane lengths with respect to three different heights of model and at Reynolds numbers corresponding to each clearance was (1.98 × 105, 3.95 × 105, 5.92 × 105) in open suction type wind tunnel, the results showed that the addition of tabs to the trailing edge of a bluff body was ineffective in reducing the overall pressure drag because of the vortex shedding over the trailing edge, instead it was increased the drag coefficient by the amount of 8.6%
Summary
With the increase in fuel prices and economic crisis in most of countries in addition to the demand of environmental protection organizations to reduce the emission of toxic gases from the cars, so reducing fuel exchange is very important a days. Three tests were performed using different ground plane lengths with respect to three different heights of model and at Reynolds numbers corresponding to each clearance was (1.98 × 105, 3.95 × 105, 5.92 × 105) in open suction type wind tunnel, the results showed that the addition of tabs to the trailing edge of a bluff body was ineffective in reducing the overall pressure drag because of the vortex shedding over the trailing edge, instead it was increased the drag coefficient by the amount of 8.6%. The results had been shown a good reduction in drag coefficient, while the closed side skirts at yaw angle = 0∘ was shown the best certain modifications by reducing the drag force of about 15% .(Shankar and Devaradjane, 2018) focused in their work on the study of aerodynamic characteristics of a general sedan car model had three numbers of delta shaped vortex generators experimentally. The modifications were fixed, using super adhesive on the second car model
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