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39:295-306(2009)
I. INTRODUCTION
A. The Ahmed vehicle model
Ground vehicles can be classified as bluff-bodies that
move close to the road surface and are fully submerged
in the fluid. In general, for the usual velocities of commercial passenger cars, buses and trucks, compressible
effects can be neglected and an incompressible viscous
fluid model can be assumed. As the Reynolds numbers
based on the body length are usually too high, the flow
regimes are fully turbulent. In addition, a key feature of
the flow field around a ground vehicle is the presence of
several separated flow regions, while the net aerodynamic force is the result of complicated interactions
among them. Even simple basic vehicle configurations
with smooth surfaces, free from appendages and wheels,
generate a variety of quasi two dimensional and fully
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Figure 2: Dimensions of the computational flow domain as function of the body length L.
Figure 3: Unstructured finite element mesh for the computational flow domain around the Ahmed model.
Table 2: Length scales of Taylor T = 265.68 10-5L and Kolmogorov K =1.2710-5L, relative to the averaged mesh size
hm. The normal element spacing of the first wedge-layer on the
body surface are hm {63.50, 31.75}10-5L
mesh # 1
mesh # 2
4.18
8.37
T/hm
0.02
0.04
K/hm
able.
C. Turbulent scales and mesh spacing
The Kolmogorov length scale K is the length scale for
the smallest turbulent motions, while the Taylor one T
gives more emphasis to intermediate turbulent motions
whose length scales are near some integral length scale
of the mean flow. Empirical correlations for both are
~
~
given by K = A1/ 4 ReL~3/ 4 L and T =151/ 2 A1/ 2 ReL~1/ 2 L ,
respectively, e.g. see Howard and Pourquie (2002),
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(1)
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300
Figure 6: Transversal Kelvin-Helmholtz vortices are downstream convected from the front side and converted into hairpin vortices: present computation (top) and experimental of
Beaudoin et al. (bottom).
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Figure 12: Streamline sketch in a time-averaged sense obtained from the present numerical simulations on the (vertical)
symmetry plane x = 0 showing singular points.
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1
1
T = + +
N 2 N* S 2 S*
while
(2)
S*
N*
is the sum of
n is the connectivity of the two-dimensional flow section. For instance, the connectivity of any twodimensional section in a simply connected three dimensional flow region is n=1 (e.g. a flow without a body)
while for the flow around a single body, as in the present case, is n=2. From the present visualizations, the
following values are obtained:
= 7,
=0,
=1
and
N*
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Figure 18: Pressure coefficient Cp as a function of the ystreamwise coordinate at the top and bottom body surface on
the symmetry plane for a slant angle =12.5.
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REFERENCES
Ahmed, S., G. Ramm and G. Faltin, Some salient features of the time-averaged ground vehicle wake,
SAE Report, 840300, 131 (1984).
Barlow, J., R. Guterres, R. Ranzenbach and J. Williams,
Wake structures of rectangular bodies with radiused edges near a plane surface, SAE Congress,
1999-01-0648 (1999).
Basara, B., Numerical simulation of turbulent wakes
around a vehicle, ASME Fluid Engineering Division Summer Meeting, FEDSM99-7324, San Francisco, USA (1999).
Basara, B. and A. Alajbegovic, Steady state calculations of turbulent flow around Morel body, 7th Int.
Symp. of Flow Modelling and Turbulence Measurements, Taiwan, 18 (1998).
VIII. CONCLUSIONS
Basara, B., V. Przulj and P. Tibaut, On the calculation
Large Eddy Simulations (LES) with unstructured meshof external aerodynamics industrial benchmarks,
es and finite elements of the unsteady flow around the
SAE Conf., 010701 (2001).
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ing hemisphere at very-low and very-high frequencies, ASME Journal of Fluids Engineering, 126,
10481053 (2004).
Wilcox, D., Turbulence Modeling for CFD. DCW, 2nd
edition (1998).