Browse Topic: Drag
High-speed maglev trains are recognized for their superior velocity, environmental benefits, and enhanced passenger comfort, positioning them as a key area of interest in modern transport research. Nonetheless, tunnel operations introduce complex aerodynamic challenges that can impede performance. This research examines the aerodynamic load behaviors of maglev trains in single and double-track tunnel settings, with particular emphasis on transient drag variations in lead and trail cars during solo and passing operations. A computational fluid dynamics model was constructed to capture detailed flow field attributes, including pressure wave propagation, reflection, and superposition. Findings indicate that aerodynamic loads intensify with increasing speed. When velocity rises from 300 km/h to 600 km/h during solo tunnel transit, the lateral force on the head-car and the drag on the trail-car both surge approximately fivefold. During meets in double-track tunnels, the head-car’s lift
This document describes a rigorous engineering test procedure that utilizes industry-accepted data collection and statistical analysis methods to determine the road load and to estimate the aerodynamic drag area of trucks and buses weighing more than 10000 pounds. The test procedure may be conducted on a test track or on a public road under controlled conditions and supported by extensive data collection and data analysis constraints. The estimated aerodynamic-drag-area result represents a single-speed and single-yaw-angle condition. Test results that do not rigorously follow the method described herein shall not be represented as an SAE J2978 result.
The front wing of a Formula 1 car is one of the most important aerodynamic components in design development. Particularly, as it is the first to interact with the upcoming airflow, the aerodynamic flow structures generated will have a strong interaction with the remainder of the car’s components. In 2026, the Fédération Internationale de l’Automobile will introduce new regulations that incorporate new aerodynamic philosophies for the front wing, including active aerodynamics. This paper presents a design methodology study for the development of a Formula 1 2026 front wing, compliant with Issue 9 of the technical regulations. A computational-based, structured optimisation series was conducted to enhance the aerodynamic performance of a front wing concept with a focus on improving downforce, maximising efficiency, and enhancing trailing flow for the remainder of the car. The final front wing concept at 40%, running at 30 m/s, generated 189 N of downforce and 19 N of drag. Active
MSIL (Maruti Suzuki India Limited), India’s leading automotive manufacturer, offers a diverse range of SUVs (Sports Utility Vehicles) in its portfolio. Traditionally, SUVs are associated with an assertive stance and a commanding road presence; however, this bold design language often compromises aerodynamic drag performance. Over the past decade, demand for this segment has surged, while CAFE (Corporate Average Fuel Economy) regulations have become increasingly stringent. To address this growing market need, MSIL conceptualized a new SUV - Victoris - targeted to deliver best-in-class aerodynamic efficiency in MSIL SUV portfolio. This paper details the aerodynamic development process using CFD (Computational Fluid Dynamics) and full-scale WTT (Wind Tunnel Testing). Initially, the aggressive styling of Victoris negatively impacted drag performance. Strategic exterior surface refinements and integration of aero components enabled recovery of aerodynamic efficiency. Key interventions
Thermal and lubrication management is critical for the performance characteristics of Electric Drive Units (EDUs) in electrified powertrains. Accurate assessment of lubrication flow, particularly in terms of wetting behavior and churning losses, is essential for optimizing EDU performance across various driving conditions. This study presents a comprehensive numerical investigation of lubrication flow behavior within an EDU using an advanced Smoothed Particle Hydrodynamics (SPH) method. The mesh-free SPH approach provides significant advantages in modeling intricate oil dynamics, such as oil splashing, and the behavior of oil in contact with rotating components. The primary focus of this study is to investigate the phenomena of oil splashing, wetting behavior characterized by the Wetting Fraction(WF), and churning losses within the gearbox environment. Key flow characteristics such as oil distribution, particle trajectories, torque resistance due to fluid drag, and oil volume fraction
A research team developed a smart strake system that dynamically adapts to flight conditions, showing a promising drag reduction in the wind tunnel with respect to passive strakes. This approach has the potential to save airlines hundreds of kilograms of fuel per flight. University of Washington Department of Aeronautics & Astronautics (A&A), Seattle, WA For decades, aircraft have carried a fundamental compromise between their engines and wing flow interactions by using strakes. These are small fins attached at the sides of engine nacelles that generate helpful vortices during takeoff and landing that boost lift and avoid stall, but create unwanted drag during cruise flight. Now, seven William E. Boeing Department of Aeronautics & Astronautics (A&A) undergraduates have advanced a solution that improves this trade-off, achieving up to 33 percent drag reduction, on the limited tested conditions, during cruise while maintaining critical safety benefits at high angles of attack. The team
The Mahindra XUV 3XO is a compact SUV, the first-generation of which was introduced in 2018. This paper explores some of the challenges entailed in developing the subsequent generation of this successful product, maintaining exterior design cues while at the same time improving its aerodynamic efficiency. A development approach is outlined that made use of both CFD simulation and Coastdown testing at MSPT (Mahindra SUV proving track). Drag coefficient improvement of 40 counts (1 count = 0.001 Cd) can be obtained for the best vehicle exterior configuration by paying particular attention to: AGS development to limit the drag due to cooling airflow into the engine compartment Front wheel deflector optimization Mid underbody cover development (beside the LH & RH side skirting) Wheel Rim optimization In this paper we have analyzed the impact of these design changes on the aerodynamic flow field, Pressure plots and consequently drag development over the vehicle length is highlighted. An
Reducing drag forces and minimizing the rear wake region are the main goals of evaluating exterior aerodynamic performance in automobiles. Various literature and experiments shows that the overall fuel computations of the road vehicle improves significantly with the reduction in aerodynamic drag force. In the road vehicle major components of the drag is due the imbalance in pressure between front and rear of the vehicle. At high vehicle speed, aerodynamic drag is responsible for approximately 30 to 40% of the energy consumption of the vehicle. In the recent year, cost of high-performance computing (HPC) has reduced significantly, which helped computational fluid dynamics (CFD) is an affordable tool to the automotive industry for evaluating aerodynamic performance of the vehicle during developing phase. The vehicles aerodynamic performance is greatly impacted by the dynamic environmental conditions it encounters in the real world. Such environmental conditions are difficult to replicate
The front wing is a critical component of a Formula 1 car, directly influencing aerodynamic efficiency and overall performance. This study focuses on optimizing the computational simulation process for a Formula 1 front wing, using the Imperial Front Wing (IFW) model as a benchmark. Computational Fluid Dynamics (CFD) simulations were for this study, with a particular emphasis on evaluating ground effect and aerodynamic drag characteristics. A higher ground height configuration of the IFW is evaluated in this study. The results, including aerodynamic coefficients and fluid flow visualizations, were compared with findings from previous literature to assess their accuracy and consistency. The study demonstrated strong alignment with theoretical expectations, validating the simulation approach. Additionally, this research lays the groundwork for further refinements in mesh optimization and simulation methodologies, contributing to more efficient aerodynamic analysis in high-performance
As automotive manufacturers have tried to set themselves apart by reducing emissions, and increasing vehicle range/fuel economy by eliminating any energy loss from inefficiencies on the vehicle, the brake corners have been an area of interest to reduce off-brake torque to zero in all conditions. Caliper designers can revise some attributes like piston seal grooves, and pad retraction features to reduce drag, but even if a caliper is designed perfectly in all aspects, trying to measure it in a reliable and repeatable manner proves to be difficult. There are many ways to measure brake drag all with ranging complexity. Some of the simplest measurements are the most repeatable, but it excludes the majority of the vehicle inputs. The most vehicle representative testing requires the most complex equipment and comes with the most challenges. This paper will focus mainly on the different ways residual brake drag can be measured, the benefits and challenges to each of them, the problems trying
Items per page:
50
1 – 50 of 4545