AERODYNAMICS OF AUTOMOTIVES

A PROJECT REPORT SUBMITTED BY

RAYYAN CM (ILE18AN023)
SREESANGEETHA(ILE18AN030)
AISWARYA SHAJI(ILE18AN004)
MK ARAVIND(ILE18AN014)
TO

THE APJ ABDUL KALAM TECHNOLOGICAL UNIVERSITY

IN PARTIAL FULFILLMINT OF THE REQUIREMENTS FOR THE AWARD OF THE
DEGREE
OF BACXHELOR TECHNOLOGY
IN

AERONAUTICAL ENGINEERING

Department of Aeronautical engineering

ILM COLLEGE OF ENGINEERING AND TECHNOLOGY

METHALA PERUMBAVOOR

1
 DEPARTMENT OF AERONAUTICAL ENGINEERING

ILM COLLEGE OF ENGINEERING AND TECHNOLOGY, METHALA

This is to certify that the report entitled “AERODYNAMICS OF AUTOMOTIVES”

submitted by RAYYAN CM (ILE18AN023) AISWARYA
SHAJI(ILE18AN004) SREESANGEETHA(ILE18AN30) MK
ARAVIND(ILE18AN014) to the APJ Abdul Kalam Technological University
in partial fulfilment of the requirements for the award of the Degree of Bachelor
of Technology in Aeronautical Engineering is a Bonafide record of the project
work carried out by him under our guidance and supervision. This report in any
form has not been submitted to any other university or Institute for any purpose.

Project supervisor project coordinator

Head of the Department

2
 DECLARATION

I undersigned hereby declare that the project report AERODYNAMICS OF AUTOMOTIVES

submitted for partial fulfilment of the requirements for the award of degree of Bachelor of
Technology of the APJ Abdul Kalam Technological University, Kerala is a bonafide work done
by us under supervision of Asst. Prof. BAGYASREE. This submission represents our own
ideas in our own words and where ideas or words of other have been included, we have
adequately and accurately cited and referenced the original sources. We also declare that we
have adhered to ethics of academic honesty and integrity and have not misrepresented or
fabricated any data or idea or fact or source in our submission. We understand that any violation
of the above will be a cause for disciplinary action by the institute and/or the university and can
also evoke penal action from the sources which have thus not been properly cited or from whom
proper permission has not been obtained. This report has not been previously formed the basis
for the award of any degree, diploma or similar title of any other University.

PERUMBAVOOR
RAYYAN CM
SREESANGEETHA
AISWRYA SHAJI
MK ARAVIND

3
 CONTENTS

TITLE PAGE.NO.

ACKNOWLEDGEMENT 5

ABSTRACT 6

CHAPTER 1: INTRODUCTION 8

CHAPTER 2: SCOPE OF THE PROJECT 12

CHAPTER 3: OUTLINE OF THE PROJECT 14

CHAPTER 4: LITERATURE REVIEW 23

CHAPTER 5: METHODOLOGY 22

5.1 cfd 22

5.2 expermentall 23

CHAPTER 6: DRAG ESTIMATION 26

4
CHAPTER 7: FLOW REGIME 30

CONCLUSION 32

REFERENCE 33

5
 ACKNOWLEDGEMENT

First of all, we thank the Lord Almighty for his grace and mercy which has helped
us to reach This far with our project. We express our thanks to our principal DR.
SREEJESH SR CHANDRAN who providing the necessary facilities for this
project. We are greatly obliged to Asst. Prof. RANI JAIN, Head of the
Department for his valuable support and timely guidance. we would like to extent
gratitude to our guide Asst. Prof. BAGYASREE for her valuable guidance and
support. we are highly obliged in taking the opportunity to sincerely thanks to our
Asst. prof. ANANDU RAJ for his valuable support and guidance. we are thankful
to our friends for their whole hearted cooperation during the preparation of our
project. Last but not the least. we wish our gratitude to our parents for their
abundant blessing without which in this project would not be successful.

6
 ABSTRACT

Automotive aerodynamics is a study of the aerodynamics of road vehicles. Its

main goals are reducing drag and wind noise , minimizing noise emission and
preventing undesired lift forces and other causes of aerodynamic instability at
high speeds .Aerodynamic forces make its major impact on vehicles by interacting
and causing drag ,lift, weight, and thrust which significantly affect the fuel
consumption of a vehicle. Due to drag, the vehicle offered near about60% of total
resistance . Thus drag coefficient is an important parameter in vehicle design.The
main purpose of our work is to reduce drag coefficient , increase performance,
stability and analysis of pressure distribution , moment , forces ,thrust etc.....We
will study about this by comparing the aerodynamic properties of three different
types of vehicles on CFD. A good agreement between computation and
experimental results suggest the reliability of this project and scope for further
analysis of automobile

7
 CHAPTER 1
INDRODUCTION

In the 20th century, motorized vehicles became a reality, and the race to improve road
infrastructures and vehicle speed had begun. Transportation speeds rapidly increased,
and when legislators observed an open field for imposing new restrictions, speed limits
were invented. In most cases passenger safety, fuel saving, and environmental
concerns were cited (which all sound politically correct). It turns out that the science
of aerodynamics is directly tied to all of these elements, and most of us intuitively
relate higher speeds to reduced fuel economy.

The science of automotive aerodynamics, however, is not limited to external

aerodynamics: it includes elements such as engine cooling, internal ventilation, air
conditioning, aerodynamic noise reduction, high-speed stability, dirt deposition, and
more. In the following discussion, for sake of brevity, we’ll focus on external
aerodynamics.

To demonstrate the effect of aerodynamics on vehicles, let us start with a simple

example: the drag force (resisting motion), which also drives the shape and styling of
modern vehicles. The forces that a moving vehicle must overcome are the tire rolling
resistance, the driveline friction, elevation, vehicle acceleration changes, and also
aerodynamics. Let us assume that the vehicle moves along a flat surface at a constant
speed and the external forces are limited to the tire friction and to the aerodynamic
drag. Such an experiment is described in Fig. 1, where the data was obtained from a
towing test.

8
A careful examination of the data in this figure reveals that the aerodynamic drag
increases with the square of the velocity while all other components of the drag force
change only marginally. Therefore, engineers devised a non-dimensional number,
called the drag coefficient (CD), which quantifies the aerodynamic sleekness of the
vehicle configuration. The definition of the drag coefficient is:

where D is the drag force, ρ is the air density, U is vehicle speed, and S is the frontal
area. One of the nice aspects of this formula is that the coefficient doesn’t change
much with speed, and it basically represents how smoothly the vehicle slices through
the oncoming airstream. Recall that the power (P) to overcome the aerodynamic
resistance is simply the drag (D) times velocity (U), so we can write:

This means that if we drive our car twice as fast as our neighbor, then we need a
bigger engine that delivers eight times more power (assuming similar vehicles). These
are exactly the arguments that led to the infamous 55mph speed limits back in 1974!
By the way, using a similar formula to the drag coefficient, a lift coefficient (CL) can

9
be defined, indicating how much aerodynamic lift is created by the vehicle’s shape.
So, if driving power requirements and fuel consumption reduction depend strongly on
a vehicle’s drag coefficient times its frontal area, what is the order of magnitude of CD?
The following table (Fig. 2) shows the range of the above coefficients for a range of
typical configurations:

he first configuration represents a streamline-shaped body, and a drag coefficient in

the range of 0.025 to 0.040 can be expected (and the value of 0.04 is shown in this
table). Also, for such a symmetric body, far from the ground, no lift force is expected.
Keeping a streamlined shape, but bringing it close to the ground and adding wheels
increases the drag to a level of CD = 0.15, but the long boat tail is impractical for most
vehicles. Also note that this geometry produces a significant level of lift. For practical
sedan configurations both the drag and lift increase significantly, beyond the level of
the streamlined shape. Finally, a high downforce prototype racecar shape is added to
demonstrate the extreme range of the drag and lift coefficients. The high downforce
(negative lift) for such racecars is needed for better tire adhesion (resulting in faster
laps), but not necessarily faster maximum speeds. The large increase in drag is a result
of the increased negative lift (i.e., nothing comes for free).

Next, with the aid of, let us speculate about the relation between a vehicle’s shape and
the resulting lift and drag coefficients. First, it appears that flow above the vehicle
moves faster than below it, and if it follows the curved shape of the vehicle, we call it

10
attached flow. However, at the back of the vehicle, the flow cannot follow the sharp
downward turn and so this region is called “separated flow.” At this point one must
remember the theories of the Swiss scientist, Daniel Bernoulli (1700-1782), who
postulated that at higher speeds the pressure is lower. Therefore, the pressure on the
upper surface of the automobile shape will be lower than on its lower surface, resulting
in lift. Also at the front, the airflow almost stops and the frontal pressure is higher than
in the back, where (because of the flow separation) it is low due to the higher velocity
at the rear edge of the roof.

This very short discussion attempts to describe the origins of lift and drag due to the
pressure distribution over the vehicle. However, one must remember that in a very thin
layer (called the boundary layer—shown by δ) near the vehicle surface there is a so-
called “skin friction” which also adds to the drag coefficient (but its contribution in
automobiles to CD is usually very small).

11
 CHAPTER 2
SCOPE OF THE PROJECT

The consumption of hydrocarbon fuel effects the sustainability of

environment and adversely effect the availability of fossils . The
aerodynamic effect over automotive reduced thus lower fuel
consumption achieved. Also on performance of the automotive also
varied according to the shape factor associated with specified models.
Stability of the automotive can increased or reduced by the
aerodynamic effect over structure.

The relation between a vehicle’s shape and the resulting lift and drag
coefficients. First, it appears that flow above the vehicle moves faster
than below it, and if it follows the curved shape of the vehicle, we call
it attached flow. However, at the back of the vehicle, the flow cannot
follow the sharp downward turn and so this region is called “separated
flow.” At this point one must remember the theories of the Swiss
scientist, Daniel Bernoulli (1700-1782), who postulated that at higher
speeds the pressure is lower. Therefore, the pressure on the upper
surface of the automobile shape in Fig. 3 will be lower than on its lower
surface, resulting in lift. Also at the front, the airflow almost stops and
the frontal pressure is higher than in the back, where (because of the
flow separation) it is low due to the higher velocity at the rear edge of
the roof.

12
Our aim is reduce fuel consumption and increase the stability and thus
improved performance by aerodynamic effect and shape factor.
Improved stability results low accident probability. Lower fuel
consumption leads to less emission thus sustainability of the
automotive improved.

13
 CHAPTER 3

OUT LINE OF THE PROJECT

Our design project Is to analyse the aerodynamics of cars and

automotive using softwares and experimatally. softwares used ansys
fluent, catia and autocad. Performance and stability also monitored
experimentally and numerically. Stability while turning on banked
road, while cruising and when sharp turning the downforce
requirement estimation, force distribution effects and noise vibration
and dust accumulation on wind shields.

AERODYNAMICS OF VEHICLES (1.9 CONTD..)

AERODYNAMIC FORCES

➢ DOWN FORCE(NEGATIVE LIFT)

➢ DRAG( RESITANCE FOR FORWARD)

1)DOWNFORCE(2.0 OVER STRUCTURE)

NEGATIVE LIFT CREATED DUE TO DIFFERENCE IN PRESSURE ACTING ON

BOTTOM AND TOP SURFACE

F= 0.5pv^2sCf
(SYMMETRIC)

14
 (NEGATIVE LIFT CREATED DUE NEAGATIVE ANGLE OF ATTACK)Cf –
geometry&a.o.a

IMG 1.3 DOWNFORCE GENRATION

DOWNFORCE GENERATED ON NEGATIVE AEROFOIL WHICH CREATES MORE NEGATIVE LIFT SHEAR
FORCE ACTING ALONG THE RELATIVE WIND MAKES MORE PRESSURE ON UPPER SUFACE BY
BERNAULIS PRICIPLE WHICH RESULTS DOWNWARD LIFT COMPONENT

15
 2)DRAG (2.1 OVER STRUCTURE DRAG)

Resistance offerd by geometry of the automobile.Drag increase with respect to drag

coefficient.Drag coefficient depend on frontal area and its geometry.
D=0.5Pv2SCd

where,
D=Drag
p=Density
S=Area

Cd=coefficient of drag depends on shape geometry and surface

finishing

IMG 1.4 DRAG FORCE GENRATION

16
 CHAPTER 4
LITERATURE REVIEW

AERODYNAMIC EFFECT ON AUTOMOTIVE

Aerodynamic effect in automobiles is the relation between pressure

distribution and velocity . Due to the unbalanced aerodynamic effect
on the structure leads to the torsional effect over longitudinal axis and
lateral axis .thus results, pitching moments and rolling effects.

➢ STABILITY
➢ PERFORMANCE
➢ NOISE
➢ DUST ACCUMULATION

STABILITY (2.2 OVER VERTICAL&LAETERAL AXIS)

Tendency to regain its original state after initial disturbance is known

as positive stability.High velocity gradient results twisting moments
and rolling moments. Which results unstable condition. This can be
resolved by increasing downward forces which counteracts these
dynamic moments ,Thus ensures more stable(higher velocity creates
more differential pressure on surfaces this leads to moments in
vertical axis and horizontal axis)

In many passenger cars, rear wings or spoilers are added to increase downforce
(or reduce lift). This interaction can be demonstrated when mounting a rear wing
to the generic ellipsoid (having a smooth underbody). The expected streamlines,
and the partial flow separations at the rear, are depicted in the upper part of this
figure. When an inverted wing is added at the back, the flow under the ellipsoid
accelerates as a result of the lower base pressure (at the back), induced by the
wing. The higher speed causes more downforce on the body, apart from the
17
downforce created by the wing itself. Furthermore, in many occasions, the high-
speed flow created near the wing partially reattaches the flow on the body,
reducing the area of flow separation. This simple example demonstrates why
proper mounting of a rear wing can increase the downforce of a vehicle by more
than the expected lift of the wing itself.

PERFORMANCE (2.3 DUE SHAPE & GEOMETRY OVER STRUCTURE)

FUEL EFFICIENCY
It should cover maximum distance with the unit mass fuelEffiency
=distance covered /unit fuel (density*mass)
Ie, reducing fuel consumption by changein aerodynamic factors
AERODYNAMIC EFFICIENCY
To increase the performance geometry and structure should be in the
form of aerodynamic shapeIe,by reducing drag coefficient results the
unit velocity vector
the air swirls near the sides and creates two vortices, as shown. This vortex-
dominated flow is present for a slant-angle range of 10° to 30° (slant angle is
measured relative to a horizontal line). Usually, such a vortex structure creates
drag and also lift because of the high velocity under the vortices. Another typical
pattern of flow-separation, frequently found on three-box-type sedans is depicted
in . In this case a separated-flow bubble, with locally recirculating flow (vortex),
is observed in the front, along the junction between the bonnet and the
windshield. The large angle created between the rear windshield and trunk area
results in a second, similar recirculation area. One can see this on a rainy day
when the water droplets are not blown away as the car moves faster.

When introducing a slanted surface to the lower aft section of the body , a similar
trend can be expected, but now the lift is negative because of the low pressure on
the lower surface. This principle can be utilized for racecars, and for moderate
slant angles (less than 15˚) an increase in the downforce is observed. In the
18
racing circuits, such upward deflections of the vehicle lower surface are usually
called “diffusers.”

However, a far more interesting case is when two side plates are added to create
an underbody tunnel, sometimes called Venturi This geometry can generate very
large values of negative lift, with only a moderate increase in drag. Furthermore,
the downforce created by this geometry increases with smaller ground
clearances, and also when pitching the vehicle’s nose down (called rake).

A closer look at the flow near a road car may reveal more areas with vortex flow,
and as an example, the A pillar area is shown in. The main pillar vortex is
responsible for water deposition while driving in the rain, and in addition, the
rear view mirror creates an oscillating wake.This vortex flow near the rear view
mirror is also responsible for vortex noise during high speed driving.

NOISE(2.4 DUE SHAPE & GEOMETRY OVER STRUCTURE)

19
VORTEX GENERATION RESULTS NOISE GENERATION VORTEX STRENGTH
INCREASES WITH RESPECT TO VELOCITYFORMATION OF WAKES RESULTS
VORTEX THIS LEADS ENTROPY CHANGE ENSURE THAT STREAMLINED
FLOW AROUND GEOMETRY USE SOUND ABSORBING MATERIALS OR
COMPOSITES.
 ACCORDING CONSEVATION ENERGY
“WIND ENEGY TRANSFORMED INTO KINETIC ENEGY AND CHANGD INTO SOUND ENERGY AND
FRICTIONAL ENERGY”
 THUS SOUND ENERGY CREATES DISTURBANCE AND HIGH SPEED OPERATIONAL LIMITS

20
 VOTEX STRENGHTH IMG1.5a&1.5b

DUST ACCUMULATION (2.4 AERODYNAMIC EFFECT CONTD…)

FORMATION OF VORTEX AND WAKES CREATES VACUMED
AREA THIS ENHANCES LOW DENSITY PARTICLES FLOW
AROUND IT THUS LOW DENSITY PARTICLES ACCUMULATED
REAR WIND SHIELDS THUS MAKES MORE DUST
ACCMULATION ENSURES THAT FLOW LEAVING THE REAR
END LINEARTHUS REDUCES THE FORMATION OF DUST
MAKES REAR ENDED MORE CURVED WITH RESPECT TO
AERODYNAMIC FACTOR AND GEOMETRY

The bow waves and side waves are made up of larger droplets that
follow a ballistic trajectory and generally either impact on the
underside of the vehicle or fall back to the road surface. These
contribute little to surface contamination of the vehicle. The remaining
21
two categories refer to spray. Tread pickup describes water that passes
through the tread grooves and is thrown off early in the tyre rotation.
This contrasts with capillary adhesion, where water is retained on the
tyre surface and is subsequently released from the tyre later in its
rotation. Weir et al.18 estimated that droplets generated by tread
pickup have diameters ranging from small (less than 1 mm) to relatively
large (approximately 4 mm), with those released from the capillary film
near the top of the tyre forming a very fine spray fraction containing an
estimated 1% of the water volume picked up by the tyre tread. These
two processes provide an important source of third-party soiling for
cars

22
 CHAPTER 5
METHODS FOR EVALUATING AERODYNAMICS

Evaluation of vehicle aerodynamics and corresponding refinements are

a continuous process and an integral part of automotive engineering,
not limited to the vehicle initial design phase only. Typical analysis and
evaluation tools used in this process may include wind tunnel testing,
computational prediction, or track testing. Each of these methods may
be suitable for a particular need and, for example, a wind tunnel or a
numeric model can be used during the initial design stage prior to the
vehicle being built. Once a vehicle exists, it can be instrumented and
tested on the track.Two methods widely used are,

1)CFD SOLUTIONS

computational fluid dynamic (CFD) methods into a wide range of

engineering disciplines is rising sharply, mainly due to the positive
trends in computational power and affordability. One of the
advantages of these methods, when used in the automotive
industry, is the large body of information provided by the
Solution. Contrary to wind tunnel or track tests, the data can be
viewed, investigated, and analyzed over and over, after the
“experiment” is concluded. Furthermore, such virtual solutions
can be created before a vehicle is built and can provide
information on aerodynamic loads on various components, flow
visualization.
A typical solution depicting the surface pressures on the body of
a racecar and the direction of some streamlines is shown in Fig.
5. Such information, as noted, can be used by engineers to
23
 improve vehicle performance, as in reducing drag, or increasing
down force (for race cars). While the computational methods
appear to be the most attractive, computational tools are not
perfect and they require highly knowledgeable aerodynamicists
to run and interpret those computer codes

IMAGE REPRESATION CFD ATTACHED FLOW OVER F1 CAR IMG1.6

2)EXPERIMENTAL SOLUTIONS

❖ WIND TUNNEL TESTING

Wind tunnels offer the luxury of testing in a highly controlled environment and
with a variety of instrumentation which need not be carried on the vehicle. Also,
if the vehicle hasn’t yet been built, smaller scale models can be tested. Wind
tunnels were used extensively for airplane development, but the use of
aeronautical wind tunnels for automotive testing introduced two concerns. The
first is the small clearance between the vehicle underbody and the stationary
floor of the test section; the second is related to how to mount the rotating
wheels. One of the solutions is to use “moving ground” which is a thin but
strong belt running on the floor and (also turning the wheels)—at the same
speed as the air, where full‐scale vehicles can be tested. See the strut on the
24
side, which holds the car in position and also measures the forces required to
hold it in position.

❖ TRACK TESTING

The difficulties inherent to wind tunnel testing are simply nonexistent

in full‐scale aerodynamic testing on the track. Rolling wheels, moving
ground, and wind tunnel blockage correction are all resolved, and
there is no need to build an expensive smaller scale model. Of course
a vehicle must exist, the weather must cooperate, and the cost of
renting a track, and instrumenting a moving vehicle must not upset the
budget. Because of the above mentioned advantages, and in spite of
the uncontrolled weather and cost issues, this form of aerodynamic
testing has considerably improved in recent years. One of the earliest
forms of testing was the coast down test to determine the drag of a
vehicle. In spite of variation in atmospheric conditions and
inconsistencies in tire rolling resistance, reasonable incremental data
can be obtained. With the advances in computer and sensor
technology, by the end of the 1990s the desirable forces, moments, or
pressures could be measured and transmitted via wireless
communication at a reasonable cost.

25
 CHAPTER 6
DRAG ESTIMATION

Drag or lift coefficients, let us look at some generic trends, as depicted . For example,
when slanting the rear, upper surface of a generic body the air swirls near the sides and
creates two vortices, as shown. This vortex-dominated flow is present for a slant-angle
range of 10° to 30° (slant angle is measured relative to a horizontal line). Usually, such
a vortex structure creates drag and also lift because of the high velocity under the
vortices. Another typical pattern of flow-separation, frequently found on three-box-
type sedans is depicted in In this case a separated-flow bubble, with locally
recirculating flow (vortex), is observed in the front, along the junction between the
bonnet and the windshield. The large angle created between the rear windshield and
trunk area results in a second, similar recirculation area. One can see this on a rainy
day when the water droplets are not blown away as the car moves faster.

When introducing a slanted surface to the lower aft section of the body a similar trend
can be expected, but now the lift is negative because of the low pressure on the lower
surface. This principle can be utilized for racecars, and for moderate slant angles (less
than 15˚) an increase in the downforce is observed. In the racing circuits, such upward
deflections of the vehicle lower surface are usually called “diffusers.”

However, a far more interesting case is when two side plates are added to create an
underbody tunnel, sometimes called Venturi .This geometry can generate very large
values of negative lift, with only a moderate increase in drag. Furthermore, the

26
downforce created by this geometry increases with smaller ground clearances, and also
when pitching the vehicle’s nose down (called rake).

A closer look at the flow near a road car may reveal more areas with vortex flow, and
as an example. The main pillar vortex is responsible for water deposition while
driving in the rain, and in addition, the rear view mirror creates an oscillating wake.
This vortex flow near the rear view mirror is also responsible for vortex noise during
high speed driving.

PASSENGER CARS

Possible variants offered by a particular manufacturer may have one of the generic
shapes depicted The reported aerodynamic data usually depends on measuring
methods and facilities. For example, most manufacturers will test full-scale vehicles
on the road or in a wind tunnel (but data may be affected by using or not using moving
ground or environmental effects in coast down testing, etc.). In most cases, though, a
station wagon will have slightly less drag than the sedan or a well-designed hatchback)
Also, the flow usually separates behind the windshield of open top cars (convertibles),
which explains why their drag is typically higher. Lastly, SUVs are based on existing
trucks and have a boxy shape and edgy corners, and consequently, their drag is the
highest. Also, the conventional wisdom that “driving with windows closed and air-
conditioning on” saves fuel is based on the fact that opening the windows increases the
vehicle’s drag. Typical incremental drag coefficient numbers when comparing a
vehicle with fully closed or fully opened windows is also shown in this figure. The
27
largest increment is with boxy shapes as shown for the SUV. Also, opening just one
window at lower speeds will create low frequency pressure fluctuations (buffeting),
which can be quite annoying.

CLASSIFICATION OF PASSENGER CAR IMAGE 1.7

28
DRAG COEFFINT DIFFERENT SEGMENT CARS

29
 CHAPTER 7
FLOW REGIME

That flow above the vehicle moves faster than below it, and if it follows the curved
shape of the vehicle, we call it attached flow. However, at the back of the vehicle, the
flow cannot follow the sharp downward turn and so this region is called flow
separation. Thus pressure difference created which results the moment from high
pressure to low pressure region .The pressure distribution (pressure contour) gives the
relations.Attached flow over body enhance more smoothly without any turbulence
which gives more improved aerodynamic comfort to the structure. at the front, the
airflow almost stops and the frontal pressure is higher than in the back, where (because
of the flow separation) it is low due to the higher velocity at the rear edge of the roof.

Flow pattern demonstrated img 2.0

Lift or any force component formed as the result of differential pressure “bernaulis
principle”by Daniel bernauli.

30
FLOW SEPARATION RELATION WITH VELOCITY IMG2.1

31
 CONCLUSION

Aerodynamics is now engaging the attention of all car designers, because of its potential
for overall fuel economy, without sacrifice in its perfomance. Cars don't fly, but they
drive through air that provides resistance to their movement. Aerodynamics addresses
the force of air on the objects moving through it. Designing a car with good
aerodynamics positively enhances its ability to accelerate resulting in better fuel
economy. The easier it is for a car to move, the less energy the engine needs to push the
car through the air. Thus aerodynamics of car effects its stability,performance ,noise and
dust accumulation.Aerodynamics improved results more fuel effiency.

32
 REFERENCES

John d Anderson’Fundamentals of aerodynamics ‘

Sharma O.P ‘Advance mechanics of fluids’

Milliken F., and Milliken M.L., ‘Race Car Vehicle Dynamics,’ SAE
International,

Hoboken NJ ‘Automotive Aerodynamics’

Kipal singh ‘Automobile engineering’asi22

33