AERODYNAMIC SIMULATION

ANALYSIS
Institut Teknologi Sepuluh Nopember

29 JANUARI 2019
INTRODUCTION CFD
This is a quick-and-dirty introduction to the basic concepts underlying CFD (Computational
Fluid Dynamics). Computational fluid dynamics (CFD) is a branch of fluid mechanics that
uses numerical analysis and data structures to analyze and solve problems that involve fluid
flows. Computers are used to perform the calculations required to simulate the free-stream
flow of the fluid, and the interaction of the fluid (liquids and gases) with surfaces defined by
boundary conditions. With high-speed supercomputers, better solutions can be achieved, and
are often required to solve the largest and most complex problems. Ongoing research yields
software that improves the accuracy and speed of complex simulation scenarios such as
transonic or turbulent flows. Initial validation of such software is typically performed using
experimental apparatus such as wind tunnels. In addition, previously performed analytical or
empirical analysis of a particular problem can be used for comparison. A final validation is
often performed using full-scale testing, such as flight tests.

This method Applying the fundamental laws of mechanics to a fluid gives the governing
equations for a fluid. Like conservation of mass, energy and of momentum. It is not possible
to solve these equations analytically for most engineering problems. Computational Fluid
Dynamics (CFD)provides a qualitative (and sometimes even quantitative) prediction of fluid
flows by means of

 Mathematical modeling (partial differential equations)

 Numerical methods (discretization and solution techniques)
 Software tools (solevers, pre- and postprocessing utilities)
CFD is useful in a wide variety of applications and here we note a few to give you an idea of
its use in industry. For example aerodynamics, hydrodynamics, and many more. CFD can be
used to simulate the flow over a vehicle. For instance, it can be used to study the interaction of
propellers or rotors with the aircraft fuselage The following figure shows the prediction of the
pressure field induced by the interaction of the rotor with a helicopter fuselage in forward
flight. Rotors and propellers can be represented with models of varying complexity.

Bio-medical engineering is a rapidly growing field and uses CFD to study the circulatory and
respiratory systems. The following figure shows pressure contours and a cutaway view that
reveals velocity vectors in a blood pump that assumes the role of heart in open-heart surgery.
BASIC KNOWLEDGE of SIMULATION

To understand the
simulation process and the
steps involved in it let us
consider an example of a
flow through a pipe bend.
The figure below gives
series of the steps that
would be involved in its
analysis. For a fluid flow
through a pipe bend we
have the geometry built
up, segregated into smaller
fragments/ segments,
called a mesh. With this mesh we actually define our probe-points where we want the analysis
to be done. We then define the boundary conditions to get a unique solution solving it with a
computer. The results obtained gives us a lot of data along these probe points that are then
post-processed with visualization tools to analyse the results.

Thus CFD process in overall is a 3 step procedure:

 Pre Processing: This step consist of defining a geometry to define our domain of
interest. The domain of interest is then divided into segments, called as mesh
generation step and the problem is set-up defining the boundary conditions. Gridgen,
CFD-GEOM, or ANSYS Workbench Environment & Modules, ANSYS ICEM CFD,
TGrid etc., are some of the popular pre-processing softwares.
 Solver : Once the problem is set-up defining the boundary conditions we solve it with
the software on the computer, (can also be done by hand-calculations, but would take
long time). We have different popular commercial softwares available for this like
Star-CD and Star CCM+ (CD-Adapco), FLUENT and CFX (ANSYS, Inc), GASP
(Aerosoft, Inc), CFD++ (Metacomp Technologies) etc. Also there are free to use
softwares like OpenFOAM, CFL3D, Typhon, OVERFLOW, Wind-US etc, all with
different capabilities. These softwares are capable of solving the equations at every
probe-point defined during the mesh generation step and also we can include
additional models as required by the physics. The numerical methods are also defined
at the this stage and we solve the whole problem.
 Post-processing: Once we get the results as values at our probe points we analyse them
by means of color plots, contour plots, appropriate graphical representations & can
generate reports. Tecplot 360, EnSight, FieldView, ParaView, ANSYS CFD-Post etc.,
are some of the popular post processing softwares.

ANSYS BASIC FLUENT

Ansys Inc. is an American public company based in Canonsburg, Pennsylvania. It develops

and markets engineering simulation software. Ansys software is used to design products and
semiconductors, as well as to create simulations that test a product's durability, temperature
distribution, fluid movements, and electromagnetic properties. Our focused topic in this
course is fluid flow with fluent.

Fluent provide very good approach to solve the physical problem of computational fluid
dynamics, for solving any physical problem on fluent turbulence model should be appropriate
and there are some turbulence model presented in Fluent. The viscous turbulence modeling
feature within FLUENT provides the user the ability to model turbulence making use of 4
different turbulence models, these are:

 Spalart–Allmaras
 K-epsilon
 K-omega
 Reynolds Stress Model

Spalart–Allmaras

The Spalart-Allmaras model is a 1-equation turbulence model which solves a transport

equation for kinematic turbulent viscosity. This is a relatively new turbulence model and has
applications to the aerospace industry, specifically those involving wall-bounded flows.

A validation study on the model conducted by Paciorri et al. from the Von Karman Institute in
Belgium concluded that the Spalart-Allmaras model provided excellent agreement with
experimental data for most models tested. For those models where agreement was not as good
it still produced excellent correlation for pressure distribution and heat transfer but under
estimated the size of separation regions. A critical survey on numerical methods by Knight et
al. investigating the prediction capabilities of various turbulence models relating to shock
wave/boundary layer interactions concluded that the Spalart-Allmaras model produced very
accurate results when compared with experimental data

These models, all in simplistic effect, produce a time averaged equation to simplify the
governing equations of turbulence, which if considered in full are of such high frequency and
small scale that it would be too computationally intensive to run even the simplest of
simulations. In order to determine which model was most appropriate for this particular case
of internal ducted flow it was necessary to consider the backgrounds and merits of each
model.

K-epsilon

The k-ε turbulence model is a 2-equation turbulence model which independently calculates
turbulent viscosity and a length scale. The two equations relate to kinetic energy of the
turbulence k, and the rate of dissipation ε. The model has been widely used by industry and
has become almost a standard by virtue of its economy of computational efficiency, accuracy
and robustness for a wide range of turbulent flow applications

A validation study for a k-ε model was conducted by Poroseva et al.in which they concluded
that the k-ε model produced good agreement with experimental data, but that the k-ε model
would often produce higher peaks in velocity than were obtained experimentally. The velocity
profile by all three turbulence models produced a higher peak than was obtained
experimentally and these peaks were generally sharper than what was obtained
experimentally.

The study mentioned in the section on the Spalart-Allmaras model on shock wave/boundary
layer interaction indicated that while the k-ε model produced agreement with the trends of
experimental data, the results were less accurate.

K-omega

The k-ω model is another 2-equation model similar to the k-ε model, it models the kinetic
energy of the turbulence, k and the specific dissipation rate ω. The specific dissipation rate
can be considered a ratio of ε to k.

Several journal articles have eluded to the sensitivity of the k-ω model on the upstream and or
free stream values of turbulence variables, particularly ω. (Kok, 2000) and (Bredberg et al.
2002) While work has been conducted to reduce this dependence the update model has yet to
be implemented into the version of FLUENT being utilised. In the case being simulated we
only have an approximation of the turbulence of the flow entering the restrictor and this may
indicate a potential weakness of this model. It will however still be included for comparison.

Reynolds Stress Model

The Reynolds Stress Model is a 5-equation model in 2 dimensions and 7-equation in 3

dimensions. It calculates the individual Reynolds stresses utilizing differential transport
equations. The equations are derived directly from the momentum equation; the equations are
used to close the unknowns of the full momentum equation. The added complexity of this
model and the 5 or 7 equations that need to be solved significantly increase the processing
power required to conduct simulations. Improvements to the algorithm have significantly
improved the performance of this model and computational time is approximately 50% higher
per iteration than the 2-equation models.

A study into Reynolds Stress modelling involving shockwave boundary layer interactions by
Vallet of the Pierre and Marie Curie University compared the performance of several
Reynolds-stress models and also considers a k-ε model. The study concludes that the RSMs
could reproduce, quite accurately, the experimentally determined values for the flow, while
the k-ε model failed

GET’S STARTED

After Finished the solid body of the vehicle. Create New Part Inventor. Design solid box,
this box using for the control volume of the vehicle simulation.
Save the box in your computer. Create New Assembly > Place both of geometry with
Place command

Constrain the vehicle front plane and workplane 1 from the box with mate command. Do the
same thing From the vehicle symmetrical plane and the side face of the box.
Save Assembly file in your Computer. Create New Part. Search Derive Command and click
the command. Select your assembly file in your computer.

Substract the vehicle with box part and click OK.

Export the Part in your Computer with .stp extension.

From the Windows Start menu, select Start > All Programs > ANSYS 17.0 > Workbench 17.0
to start a new ANSYS Workbench session.

Selecting the Fluid Flow (Fluent) Analysis System in ANSYS Workbench

ANSYS Workbench with a New Fluent-Based Fluid Flow Analysis System

Imporft Geometry in Ansys Design Modeler, right click in geometry > start design modeler
geometry > import external geometry. Select your stp extension file in your computer.
Click f5 on your keyboard. Wait for a second after the geometry appears on the screen close
the design modeler.

In the ANSYS Workbench Project Schematic, double-click the Mesh cell in the elbow fluid
flow analysis system (cell A3).This displays the ANSYS Meshing application with the elbow
geometry already loaded.You can also right-click the Mesh cell to display the context menu
where you can select the Edit... option
Create named selections for the geometry boundaries. Selecting a Face to Name. This displays
the Selection Name dialog box. Name the face with “inlet” for input the velocity inlet of the
boundary condition, “outlet” air out flow and “wall” for boundaries that we want to analyze.

Edit the mesh with inflation. Right click in the mesh. Select inflation.
Setting the inflation of the mesh as shown below. Select the part body to setting geometry and
select the negative face of the vehicle for the boundary.

Click generate mesh. Wait for second unti the displayed will shown as below

Close meshing process. In the ANSYS Workbench Project Schematic, double-click the Setup
cell in the elbow fluid flow analysis system.You can also right-click the Setup cell to display
the context menu where you can select the Edit... option. Our setup based from the journal of
IOSR Journal of Mechanical and Civil Engineering with tittle “CFD Simulation for Flow over
Passenger Car Using Tail Plates for Aerodynamic Drag Reduction”.

Solver Fluent

Formulation Implicit

Time Steady

Velocity Formulation Absolute

Turbulence Model K-epsilon (2 eqn)

K-epsilon model Standart

Near wall treatment Enhance wall function

For boundary condition setting

Velocity Inlet Magnitude (measured 22 m/s (constant)

normal to boundary)

Turbulence Intensity and Viscosity Ratio

Specification Method

Turbulence Intensity 1.00%

Turbulence Viscosity 20
Ratio

Pressure Outlet Gauge Pressure 0 Pascal

Magnitude

Gauge Pressure Normal to Boundary

Direction

Turbulence Intensity and Viscosity Ratio

Specification Method

Backflow Turbulence 10%

Intensity

Backflow Turbulence 10
Viscosity Ratio

Fluid Properties Fluid type Air

Density 1.175 kg/m3

 Kinematic Viscosity 1.7894e-5 kg/(m.s)

RESULT

Graphic of coefficient drag for 150 iteration calculation. From the graphics is have been
convergence. From the result we have drag coefficient from our design is -0.17013761. The
minus sign show that the drag have opposite direction of air flow.
References
Wikipideia. (2019, January 22). Retrieved January 29, 2019, from Computational fluid dynamics:
https://en.wikipedia.org/wiki/Computational_fluid_dynamics

Serra, D. S. (2013, November). Dr Sylvain Serra. Retrieved January 29, 2019, from Dr Sylvain Serra:
http://www.sylvain-serra.fr/res/fluent_tuto.pdf

Sharma, R., & Bansal, R. (2013). CFD Simulation for Flow over Passenger Car Using Tail Plates for
Aerodynamic Drag Reduction . IOSR Journal of Mechanical and Civil Engineering (IOSR-JMCE)
, 28-35.

singh, A. P. (2014). Intake Manifold Design using Computational Fluid Dynamics. Punjab:
DEPARTMENT OF MECHANICAL ENGINEERING .

Visavale, D. G. (2012, December 7). Dr. Ganesh Visavale. Retrieved January 29, 2019, from
Understanding CFD Simulation Process with Examples:
https://ganeshvisavale.wordpress.com/2012/12/07/understanding-cfd-simulation-process-
with-examples/