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The optimization of the flow field around new vehicle concepts is driven by aerodynamic and thermal demands. Even though aerodynamics and thermodynamics interact, the corresponding design processes are still decoupled. Objective of this study is to include a thermal model into the aerodynamic design process. Thus, thermal concepts can be evaluated at a considerably earlier design stage of new vehicles, resulting in earlier market entry. In a first step, an incompressible CFD code is extended with a passive scalar transport equation for temperature. The next step also accounts for buoyancy effects. The simulated development of the thermal boundary layer is validated on a hot flat plate without pressure gradient. Subsequently, the solvers are validated for a heated block with ground clearance: The flow pattern in the wake and integral heat transfer coefficients are compared to wind tunnel simulations. The main section of this report covers the validation on a full-scale production car.

Efforts in aerodynamic optimization of road vehicles have been steadily increasing in recent years, mainly focusing on the reduction of aerodynamic drag. Of a car's total drag, wheels and wheel houses account for approx. 25 percent. Consequently, the flow around automotive wheels has lately been investigated intensively. Previously, the authors studied a treaded, deformable, isolated full-scale tire rotating in contact with the ground in the wind tunnel and using the Lattice-Boltzmann solver Exa PowerFLOW. It was shown that applying a common numerical setup, with velocity boundary condition prescribed on the tread, significant errors were introduced in the simulation. The contact patch separation was exaggerated and the flow field from wind tunnel measurements could not be reproduced. This investigation carries on the work by examining sensitivities and new approaches in the setup.

The open jet wind tunnel is a widespread test section configuration for developing full scale passenger cars in the automotive industry. However, using a realizable nozzle cross section for cost effective aerodynamic development is always connected to the presence of wind tunnel effects. Wind tunnel wall interferences which are not present under open road conditions, can affect the measurement of aerodynamic forces. Thus, wind tunnel corrections may be required. This work contains the results of a CFD (Computational Fluid Dynamics) approach using unsteady Delayed Detached Eddy Simulations (DDES) to evaluate wind tunnel interferences for open jet test sections. The Full Scale DrivAer reference geometry of the Technical University of Munich (TUM) using different rear end shapes has been selected for these investigations.

Wheels on passenger vehicles cause about 25% of the aerodynamic drag. The interference of rims and tires in combination with the rotation result in strongly turbulent wake regions with complex flow phenomena. These wake structures interact with the flow around the vehicle. To understand the wake structures of wheels and their impact on the aerodynamic drag of the vehicle, the complexity was reduced by investigating a standalone tire in the wind tunnel. The wake region behind the wheel is investigated via Particle Image Velocimetry (PIV). The average flow field behind the investigated wheels is captured with this method and offers insight into the flow field. The investigation of the wake region allows for the connection of changes in the flow field to the change of tires and rims. Due to increased calculation performance, sophisticated computational fluid dynamics (CFD) simulations can capture detailed geometries like the tire tread and the movement of the rim.

A wind-tunnel experiment investigating unsteady flow phenomena around a generic notchback during single crosswind gusts is modeled with the open source CFD package OpenFOAM®. The overall objective is to assess the capability and accuracy achieved by the simulation tool with respect to its potential for industrial usage. Transient yaw simulations apply a sliding interface between two computational grids, which are generated using the commercial software Spider®. It is shown that a stable simulation process is feasible but requires long computation times. The physical accuracy of the investigated phenomena depends on the computational grid and on the turbulence model used. Although the obtained aerodynamic loads qualitatively correspond with the experimental results, the absolute values are not satisfactory when working with a coarse grid with 6.2 million cells. Then, characteristic surface pressure distributions and their transient development differ from the experimental data.

Although considerable efforts have been made with respect to the reduction of fuel consumption of trucks during the last decades, the diminishing natural resources as well as the evolution of the truck traffic require continuous improvements in the field of aerodynamics. Indeed, the forces generated by the air on the trucks may originate, depending on weather, road type, truck type, dimension, etc., up to 50% of the fuel consumption. In order to analyze the influence of proportion variations (mainly related to the length) and add-on devices on the aerodynamic performance of a truck, a representative model was first generated. This simplified geometry of a tractor-trailer was based on the geometrical data of six European OEMs: Daimler, Iveco, and MAN (tractors), Kögel, Krone and Schmitz Cargobull (trailers). The model included a reduced level of details (exterior mirrors, wheels, simplified underbody and engine block).

Computational Fluid Dynamics (CFD) is state of the art in the aerodynamic development process of vehicles nowadays. With increasing computer power the numerical simulations including meshing and turbulence modeling are capturing the complex geometry of vehicles and the flow field behavior around and behind a bluff body in more detail. The ultimate goal for realistic automotive simulations is to model the under-hood as well. In this study vehicle simulations using the finite volume open source CFD program OpenFOAM® are validated with own experiments on a modified generic quarter-scale SAE body with under-hood flow. A model radiator was included to take account of the pressure drop in the under-hood compartment. Force and pressure measurements around the car, total-pressure and hot-wire measurements in the car flow field and surface flow patterns were simulated and compared with the experiment.

Unsteady aerodynamic flow phenomena are investigated in the wind tunnel by oscillating a realistic 50% scale model around its vertical axis. Thus the model is exposed to time-dependent flow conditions at realistic Reynolds and Strouhal numbers. Using this setup unsteady aerodynamic loads are observed to differ significantly from quasi-steady loads. In particular, the unsteady yaw moment exceeds the quasi-steady approximation by 80%. On the other hand, side force and roll moment are over predicted by quasi-steady approximation but exhibit a significant time delay. Using hotwire anemometry, a delayed reaction of the wake flow of Δt/T = 0.15 is observed, which is thought to be the principal cause for the differences between unsteady and quasi-steady aerodynamic loads. A schematic mechanism explaining these differences due to the delayed reaction of the wake flow is proposed.

Unsteady aerodynamic flow phenomena are investigated in a wind tunnel by oscillating a realistic 50% scale model around the vertical axis. Thus the model is exposed to time-dependent flow conditions at realistic Reynolds and Strouhal numbers. Using this setup unsteady aerodynamic loads are observed to differ significantly from quasi steady loads. In particular, the unsteady yaw moment exceeds the quasi steady approximation significantly. On the other hand, side force and roll moment are over predicted by quasi steady approximation but exhibit a significant time delay. Part 2 of this study proves that a delayed and enhanced response of the surface pressures at the rear side of the vehicle is responsible for the differences between unsteady and quasi steady loads. The pressure changes at the vehicle front, however, are shown to have similar amplitudes and almost no phase shift compared to quasi steady flow conditions.

The large wind tunnel at the Technische Universität München was upgraded by integrating a modular single-belt system, which enables the simulation of moving ground conditions for ground vehicle testing. Central part of this system is its large belt that moves at a maximum speed of 50 m/s. This belt not only simulates the relative motion between the model vehicle under investigation and the floor, but also drives the model's wheels. Due to its size, the wind tunnel facility is suited for testing 40%-scaled models of typical passenger cars, which are held in place by a newly designed model support system consisting of five struts: One strut to support the body of the model and four struts to hold the model's wheels on top of the moving belt. Another crucial step in upgrading the wind tunnel was to install a boundary layer scoop system to reduce the thickness of the boundary layer approaching the moving belt.

State-of-the-art aerodynamic research of vehicles often employs strongly simplified car models, such as the Ahmed and the SAE body, to gain general insights. As these models exhibit a high degree of abstraction, the obtained results can only partly be used for the aerodynamic optimization of production vehicles. Aerodynamic research performed on specific vehicles is on the other hand often limited due to their short life span and restricted access. A new realistic generic car model for aerodynamic research - the DrivAer body - is therefore proposed to close this gap. This paper focuses on the development of the model and the first experimental results, namely force and pressure measurements of the different configurations. The experiments were performed in the recently updated Wind Tunnel A of the Institute of Aerodynamics and Fluid Mechanics at the Technische Universität München.

One main goal of the automotive industry is to reduce the aerodynamic drag of passenger vehicles. Therefore, a deeper understanding of the flow field is necessary. Time-resolved data of the flow field is required to get an insight into the complex unsteady flow phenomena around passenger vehicles. This data helps to understand the temporal development of wake structures and enables the analysis of the formation of vortical structures. Numerical simulations are an efficient method to analyze the time-resolved data of the unsteady flow field. The analysis of the steady and unsteady numerical data is only relevant for aerodynamic developments in the wind tunnel, if the predicted temporal evolving structures of a passenger vehicle’s simulated flow field correspond to the structures of the flow field in the wind tunnel. In this study, time-resolved measurements of the empty wind tunnel and a notchback passenger vehicle in the wind tunnel are conducted.