ASWC2013 Aero 4 ANSYS Germany Frank

DrivAer - Aerodynamic Investigations for
a New Realistic Generic Car Model using

ANSYS CFD
2011 ANSYS, Inc.
September 19,
2013
Thomas Frank(*), Benedikt Gerlicher(*),

Juan Abanto(**)
(*) ANSYS Germany, Otterfing, Germany
(**)ANSYS Inc., Lebanon, NH, USA
[email protected]
Contents
The DrivAer Benchmark by TUM, Inst. Aerodynamics
Investigated DrivAer car model variants
The meshing process
CFD investigations for the DrivAer fastback car:
F_S_woM_wW
F_D_wM_wW
Comparison to TU Munich wind tunnel data
Cross-comparison of ANSYS CFX and ANSYS Fluent
Summary & Outlook
2011 ANSYS, Inc.
September 19,
2013
Objectives
Automotive Aerodynamics
Validation of ANSYS CFD
Generic reference model
with modern car geometry
Investigation of meshing process and technologies
for contemporary and complex car body geometry
Including wheels
Including mirrors
Including detailed floor with exhaust system
Validation of ANSYS CFX & ANSYS Fluent
Comparison to TU Munich wind tunnel data
Turbulence model validation and data comparison
steady/transient SST and SAS-SST
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2011 ANSYS, Inc.
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DrivAer Geometry
Development of the DrivAer model by TU Munich
BMW 3 Series
Limousine
Audi A4
Limousine
Courtesy by TU Munich, Inst. of Aerodynamics

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2011 ANSYS, Inc.
September 19,
2013
DrivAer Geometry
BMW 3 Series
Limousine
DriveAer Car Body
Audi A4
Limousine

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2011 ANSYS, Inc.
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2013
DrivAer Geometry
Total length
4613mm
Total width
1820mm
Total height
1418mm
Wheelbase
2786mm
Track width front
1520mm
Track width back
1527mm

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2011 ANSYS, Inc.
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2013
Experimental Facility and Data

The experimental data is provided by the Institute of
Aerodynamics and Fluid Mechanics, TU Munich
Experiments are performed in a wind tunnel including
a moving belt @ 1:2.5 model scale

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2013
Test Case Conditions

Model Scale
1:2.5
Inlet velocity
40 m/s
Air Temperature
Air Pressure
1.013 bar
Air Density
1.2047 kg/m3
Reference Length (Length of car model)

Resulting Reynolds number
Ground velocity

8
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2013
1.84 m
4.87*106
40 m/s
Investigated DrivAer Car Models

E_S_woM_woW
Estate_
Smooth underbody_
without Mirrors_
without Wheels
F_S_woM_wW
Fastback_
Smooth underbody_
without Mirrors_
with Wheels
F_D_wM_wW
Fastback_
Detailed underbody_
with Mirrors_
with Wheels
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2011 ANSYS, Inc.
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2013
Investigated DrivAer Car Models

E_S_woM_woW
Estate_
Smooth underbody_
without Mirrors_
without Wheels
F_S_woM_wW
Fastback_
Smooth underbody_
without Mirrors_
with Wheels
F_D_wM_wW
Fastback_
Detailed underbody_
with Mirrors_
with Wheels
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2011 ANSYS, Inc.
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2013
Geometry & Computational Domain

1:1
Model Scale to Car Size

Inlet velocity
16 m/s
Air Temperature
20
Air Pressure
1.013 bar
Air Density
1.2047 kg/m3
Reference Length (Car Length)
4.6
4.87*106
Resulting Reynolds number
16 m/s
Ground velocity
Dimensions of the Bounding Box
Model scale
1:1
1:1
Total length
10L
46.13 m
Total width
11B
20.02 m
Total height
8H
11.34 m
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2011 ANSYS, Inc.
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2013
Meshing Process
Meshing process using:
ANSYS DesignModeler 14.5
ANSYS TGrid in Fluent 14.5
ANSYS DM
Geometry
Cleanup
IGES CAD
Geometry
ANSYS DM
.agdb Geometry
Export
TGrid 14.5 :
CAD-import
conformal tesselation
ANSYS CFX
TGrid
Tet/Prism
Mesh Export
ANSYS Fluent
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2013
TGrid Meshing
Geometry Clean-up
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2011 ANSYS, Inc.
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2013
F_D_wM_wW: Computational Mesh2
16
Full 3d model
SAS-SST
~110 Mill. Cells
Four refinement zones
20 Inflations on the car
15 Inflations on the road
y+<1 on the car body
MRF-Zones for the rims
(MRF=Moving Reference
Frame)
2011 ANSYS, Inc.
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2013
ANSYS TGrid Meshing Details
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2011 ANSYS, Inc.
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2013
Simulation Matrix
Timestep
Mesh 1
Steady SST
t = 0.1ms
Steady SST
t = 1 ms
Steady SST
t = 10 ms
Transient SST
t = 1 ms
Transient SAS-SST
t = 1 ms
Transient SAS-SST
t = 0.2 ms
ANSYS CFX investigation

ANSYS Fluent investigation
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2011 ANSYS, Inc.
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2013
Mesh 2
Mesh 2 Full
Domain
Investigation Results F_S_woM_wW

F_S_woM_wW - Fastback_Smooth underbody_without Mirrors_with Wheels
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2011 ANSYS, Inc.
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2013
ANSYS CFD, SAS-SST CD Histories

CD, Experiment =0.2519
CD, mean, Fluent=0.2684
CD, mean, CFX =0.2834
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2011 ANSYS, Inc.
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2013
Experimental data by courtesy of TU Munich, Inst. of Aerodynamics
ANSYS CFD, SAS-SST

Cp at Symmetry Plane y=0mm (top)
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2011 ANSYS, Inc.
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2013
ANSYS CFD, SAS-SST

Cp at Symmetry Plane y=0mm (bottom)
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2011 ANSYS, Inc.
September 19,
2013
ANSYS CFD, SAS-SST

Cp at z=0.15m
z=0.15m
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2011 ANSYS, Inc.
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2013
Comparison of Q-Criterion
Fluent, SAS-SST
t=0.2 ms
15000 time steps
3.0 s total time
ANSYS Fluent
Q criterion level = 0.0005

ANSYS CFX
CFX, SAS-SST
t=0.2 ms
14419 time steps
2.884s total time
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2011 ANSYS, Inc.
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2013
Vortex Structure from Transient

Simulation, SAS-SST, t=0.2ms
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2011 ANSYS, Inc.
September 19,
2013
Vortex Structure from Transient

Simulation, SAS-SST, t=0.2ms
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2011 ANSYS, Inc.
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2013
Investigation Results F_D_wM_wW

F_D_wM_wW - Fastback_Detailed underbody_with Mirrors_with Wheels
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2011 ANSYS, Inc.
September 19,
2013
ANSYS CFD, URANS SST & SAS-SST

CD Histories
CD, Experiment =0.2927
CD, mean, Fluent=0.3114

CD, mean, CFX =0.3158
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2011 ANSYS, Inc.
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2013
ANSYS CFD, SAS-SST

Cp at Symmetry Plane (top)
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2011 ANSYS, Inc.
September 19,
2013
ANSYS CFD, SAS-SST

Cp at Symmetry Plane (bottom)
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2011 ANSYS, Inc.
September 19,
2013
ANSYS CFD, SAS-SST

Cp at z=0.15m (left)
Better agreement
between CFD and data for
CP extracted from the left
side of the car
z=0.15m
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2011 ANSYS, Inc.
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2013
ANSYS CFD, SAS-SST

Cp at z=0.15m (right)
z=0.15m
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2011 ANSYS, Inc.
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2013
ANSYS CFX, URANS SST, t=0.2ms

Asymmetric wake
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2011 ANSYS, Inc.
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2013

Asymmetric wake
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2011 ANSYS, Inc.
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2013

Asymmetric wake
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2011 ANSYS, Inc.
September 19,
2013
ANSYS Fluent SAS-SST, t=0.2ms

Q-Criterion Isosurfaces
Q criterion level = 0.0005
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2011 ANSYS, Inc.
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2013

Lambda-2 criterion level = 0.01
Bottom view of F_D_wM_wW
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2011 ANSYS, Inc.
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2013

Lambda-2 criterion level = 0.001
Bottom view of F_D_wM_wW
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2011 ANSYS, Inc.
September 19,
2013
Summary & Conclusions
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2011 ANSYS, Inc.
September 19,
2013
Summary & Outlook

Simulating the DrivAer car
is first of all a meshing
challenge!
Established a meshing
process, where ANSYS TGrid
in Fluent 14.5 and direct CAD
model tessellation was applied
Three different DrivAer cars meshed and simulated
(U)RANS SST and SAS-SST comparison
Applied feasible amount of CFD best practice related
investigations:
mesh and timestep dependence
iteration error convergence
steady vs. transient
(U)RANS vs. scale-resolving turbulence modeling
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2011 ANSYS, Inc.
September 19,
2013
Summary & Outlook (cont.)

Reasonable good agreement for CP
value comparison to data
Influence from the model support
system (MSS) on CP on the top of the
car roof observable
Differences at point of vortex
impingement in the rear of the car
CFD predicted slightly higher CD values in comparison to data
Influence from wind tunnel geometry

Quite high blocking ratio for this large model in TUM wind tunnel
Influence from road simulator vs. entirely moving road (CFD)
Desirable to have PIV data for flow field comparison

Good and very consistent comparison between ANSYS CFX and
ANSYS Fluent for investigated DrivAer car models
Further streamlining and refinement of the ANSYS TGrid in Fluent
based meshing process possible
e.g. longer extension of refined zones behind the car
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2011 ANSYS, Inc.
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2013
Questions?
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2011 ANSYS, Inc.
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2013
References
1. http://www.aer.mw.tum.de/abteilungen/automobilaerodynamik/drivaer/
2. http://www.cfd-online.com/Wiki/DrivAer_Model
3. A. Heft, T. Indinger, N. Adams: Experimental and Numerical
Investigation of the DrivAer Model, ASME 2012, July 8-12,
2012, Puerto Rico, USA, FEDSM2012-72272
4. A. Heft, T. Indinger, N. Adams: Introduction of a New
Realistic Generic Car Model for Aerodynamic Investigations,
SAE 2012 World Congress, April 23-26, 2012, Detroit,
Michigan, USA, Paper 2012-01-0168
5. P. Nathen: Investigation of the Complex Turbulent Flow
around a Generic Vehicle, MSc Thesis, TU Munich, Inst.
Aerodynamics and Fluid Dynamics, April 2012
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2011 ANSYS, Inc.
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2013

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DrivAer - Aerodynamic Investigations for

a New Realistic Generic Car Model using

2011 ANSYS, Inc.

Thomas Frank(*), Benedikt Gerlicher(*),

2011 ANSYS, Inc.

2011 ANSYS, Inc.

Courtesy by TU Munich, Inst. of Aerodynamics

2011 ANSYS, Inc.

DriveAer Car Body

Courtesy by TU Munich, Inst. of Aerodynamics

2011 ANSYS, Inc.

Track width front

Track width back

Courtesy by TU Munich, Inst. of Aerodynamics

2011 ANSYS, Inc.

Experimental Facility and Data

Courtesy by TU Munich, Inst. of Aerodynamics

2011 ANSYS, Inc.

Test Case Conditions

Reference Length (Length of car model)

Courtesy by TU Munich, Inst. of Aerodynamics

2011 ANSYS, Inc.

Investigated DrivAer Car Models

2011 ANSYS, Inc.

Investigated DrivAer Car Models

2011 ANSYS, Inc.

Geometry & Computational Domain

Model Scale to Car Size

Reference Length (Car Length)

Resulting Reynolds number

2011 ANSYS, Inc.

2011 ANSYS, Inc.

2011 ANSYS, Inc.

F_D_wM_wW: Computational Mesh2

2011 ANSYS, Inc.

ANSYS TGrid Meshing Details

2011 ANSYS, Inc.

ANSYS CFX investigation

2011 ANSYS, Inc.

Investigation Results F_S_woM_wW

2011 ANSYS, Inc.

ANSYS CFD, SAS-SST CD Histories

2011 ANSYS, Inc.

Experimental data by courtesy of TU Munich, Inst. of Aerodynamics

ANSYS CFD, SAS-SST

2011 ANSYS, Inc.

Experimental data by courtesy of TU Munich, Inst. of Aerodynamics

ANSYS CFD, SAS-SST

2011 ANSYS, Inc.

Experimental data by courtesy of TU Munich, Inst. of Aerodynamics

ANSYS CFD, SAS-SST

2011 ANSYS, Inc.

Experimental data by courtesy of TU Munich, Inst. of Aerodynamics

Q criterion level = 0.0005

2011 ANSYS, Inc.

Vortex Structure from Transient

2011 ANSYS, Inc.

Vortex Structure from Transient

2011 ANSYS, Inc.

Investigation Results F_D_wM_wW

Thomas Frank(), Benedikt Gerlicher(),