DOCSLIB.ORG

Wake Structures and Surface Patterns of the Drivaer Notchback Car Model Under Side Wind Conditions

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text
Wake Structures and Surface Patterns of the Drivaer Notchback Car Model Under Side Wind Conditions energies Article Wake Structures and Surface Patterns of the DrivAer Notchback Car Model under Side Wind Conditions Dirk Wieser *, Christian Navid Nayeri * and Christian Oliver Paschereit Institute of Fluid Dynamics and Technical Acoustics, Technische Universität Berlin, Müller-Breslau-Straße 8, 10623 Berlin, Germany; [email protected] * Correspondence: [email protected] (D.W.); [email protected] (C.N.N.) Received: 4 December 2019; Accepted: 26 December 2019; Published: 9 January 2020 Abstract: The flow field topology of passenger cars considerably changes under side wind conditions. This changes the surface pressure, aerodynamic force, and drag and performance of a vehicle. In this study, the flow field of a generic passenger vehicle is investigated based on three different side wind angles. The study aimed to identify vortical structures causing changes in the rear pressure distribution. The notchback section of the DrivAer model is evaluated on a scale of 1:4. The wind tunnel tests are conducted in a closed section with a splitter plate at a Reynolds number of 3 million. The side wind angles are 0◦, 5◦, and 10◦. The three-dimensional and time-averaged flow field downstream direction of the model is captured by a stereoscopic particle image velocimetry system performed at several measurement planes. These flow field data are complemented by surface flow visualizations performed on the entire model. The combined approaches provide a comprehensive insight into the flow field at the frontal and side wind inflows. The flow without side wind is almost symmetrical. Longitudinal vortices are evident along the downstream direction of the A-pillar, the C-pillars, the middle part of the rear window, and the base surface. In addition, there is a ring vortex downstream of the vehicle base. The side wind completely changes the flow field. The asymmetric topology is dominated by the windward C-pillar vortex, the leeward A-pillar vortex, and other base vortices. Based on the location of the vortices and the pressure distributions measured in earlier studies, it can be concluded that the vortices identified in the wake are responsible for the local minima of pressure, increasing the vehicle drag. Keywords: DrivAer; aerodynamics; wind tunnel; vehicle; flow visualization; PIV; wake structures; side wind; crosswind 1. Introduction Road vehicles operate in an environment in which the inflow direction and the magnitude of the velocity vary permanently. The average natural wind speed on the ground is assumed to be between 2 and 5 km/h [1,2]. Moreover, this value is superimposed by wind fluctuations caused by gust, weather, area topology, and road users. Experimental analyses of vehicles equipped with measuring probes on the road have mainly shown that the inflow direction is mostly in the range of 10 [3] and that the ± ◦ turbulence level is in the range of 2 to 10% [4–7]. Guilmineau et al. [8] documented a drag increase of 20% for the Ahmed test body with a ≈ crosswind of 10◦. The drag increase even doubles when the crosswind angle is increased to 15◦. The same correlation is evident for other vehicle geometries, although it is slightly smaller for streamlined vehicle geometries. For the realistic vehicle geometry of the DrivAer model, a drag increase of 10% at a side wind angle of 10 is evident compared to the frontal direction [9,10]. ≈ ◦ In addition to the vehicle drag, the lift force also experiences a significant change in the yawed flow. Side wind leads to higher lift forces and changes the load distribution between the front and the rear Energies 2020, 13, 320; doi:10.3390/en13020320 www.mdpi.com/journal/energies Energies 2020, xx, 5 2 of 18 axles.Energies This2020 can, 13 have, 320 a negative effect on driving dynamics and vehicle stability [11]. In2 of addition, 18 a change in the vehicle inflow because of crosswind can lead to increased noise emissions and to a changeaxles. in soiling This can in have safety-relevant a negative effect viewing on driving areas, dynamicssuch as water and vehicle soiling stability and water [11]. trickles In addition, [12–15]. aIn change the present in the study,vehicle the inflow notchback because configuration of crosswind can of lead the DrivAer to increased model noise is emissions evaluated. and This to a model waschange developed in soiling at Technische in safety-relevant Universität viewing München areas, such asin water 2011 soiling in cooperation and water trickles with the [12– automotive15]. companiesIn the BMW present AG study, (Munich, the notchback Bavaria, configuration Germany) ofand the Audi DrivAer AG model (Ingolstadt, is evaluated. Bavaria, This model Germany). The geometrywas developed is a design at Technische hybrid Universität of an “Audi München A4TM” and in 2011 a “BMW in cooperation 3 seriesTM with”. The the aim automotive is to develop a realisticcompanies vehicle BMW geometry AG (Munich, that is Bavaria, freely available Germany) to and the Audi research AG (Ingolstadt, community. Bavaria, The model Germany). geometry The geometry is a design hybrid of an “Audi A4TM” and a “BMW 3 seriesTM”. The aim is to develop is available in fastback, notchback, and fullback versions. The underbody is available in a flat and a a realistic vehicle geometry that is freely available to the research community. The model geometry detailed version. Further information on general model design can be found in the literature [9,16]. is available in fastback, notchback, and fullback versions. The underbody is available in a flat and a The effectdetailed of version.crosswinds Further on thisinformation DrivAer on model general has model already design been can investigated be found in the in literature previous [9 studies,16]. by meansThe of effect force of and crosswinds pressure on measurements this DrivAer model [10,17 has,18 already]. The been successive investigated increase in previous in drag studies was attributed by to themeans significant of force change and pressure in pressure measurements distribution [10,17 at,18 the]. The rear successive of the vehicle. increase Significantly in drag was attributed lower surface pressuresto thewere significant measured change particularly in pressure distribution at the rear at window the rear of and the vehicle. the vehicle Significantly base. However, lower surface there are onlypressures a few data were on measured the external particularly flow field at theavailable rear window in order and to the identify vehicle the base. flow However, structures there which are are responsibleonly a few for data this on modified the external behavior. flow field This available deficit in is orderaddressed to identify in this the study. flow structures which are responsible for this modified behavior. This deficit is addressed in this study. The DrivAer model has already been evaluated using various wind tunnel tests at the Technische The DrivAer model has already been evaluated using various wind tunnel tests at the Technische Universität Berlin [10,17,18]. In these studies, the fastback and the notchback versions were investigated Universität Berlin [10,17,18]. In these studies, the fastback and the notchback versions were investigated underunder different different inflow inflow conditions. conditions. For For the the crosswind crosswind investigations, investigations, the the model model was was rotated rotated in the in wind the wind tunneltunnel at the at yaw the yaw angle angleβ relativeb relative to to the the inflow. inflow. The vehicle vehicle drag dragCDCforD for the the notchback notchback version version increased increased successivelysuccessively from from 0.258 0.258 at at0◦0toto approximately approximately 0.277 0.277 at at1010◦(D(C∆CD 8%8%) (Figure) (Figure1). The1). DrivAerThe DrivAer model model ◦ ◦ D ≈ ≈ in fastbackin fastback configuration configuration showed showed a a drag drag increase increase of of 10%10% at atb =β =10◦10(not(not shown shown here). here). ≈≈ ◦ 0.28 0.275 0.27 [-] . D 0 265 C 0.26 0.255 0.25 0 2 4 6 8 10 Side wind angle in degree Figure 1. C for the notchback driver model at varying side wind conditions of 0 b 10 and Figure 1. CD forD the notchback driver model at varying side wind conditions◦ of 0◦SW βSW◦ 10◦ and 6 ≤ ≤ ≤ ≤ at Reat=Re3.2= 3.210610. × × Figure2 shows the surface pressure distribution CP and the pressure variation p0 in the notchback Figure2 shows the surface pressure distribution CP and the pressure variation p0 in the notchback configuration of the DrivAer model at side wind angles of 0◦, 5◦, and 10◦. The pressure coefficient configuration of the DrivAer model at side wind angles of 0 −, 5 , and− 10 . The pressure coefficient is defined as ◦ − ◦ − ◦ is defined as dp C = (1) P r 2 dp C = /2 c¥ ADrivAer (1) P ρ · 2 · /2 c ADrivAer where dp is the pressure difference between quiescent· ∞ · condition and surface pressure, c¥ is the wherefreestreamdp is the velocity, pressure and differenceADrivAer is between the frontal quiescent area of the condition model. It and was found surface that pressure, the pressurec∞ is the recovery at the rear window and on the upper trunk deck gradually decreases with increasing yaw freestream velocity, and ADrivAer is the frontal area of the model. It was found that the pressure angles (marked with 4 in Figure2). Moreover, the local high-pressure area, which is caused by the recovery at the rear window and on the upper trunk deck gradually decreases with increasing yaw C-pillar vortex and depicted by the point 3 , decreases under crosswind conditions compared with the angles (marked with 4 in Figure2). Moreover, the local high-pressure area, which is caused by the one at 0 . In addition, a crosswind sensitive location was identified at the upper edge of the windward C-pillar vortex◦ and depicted by the point 3 , decreases under crosswind conditions compared with the C-pillar ( 1 ).
Load more

Recommended publications
  • Steel Structure Damage Analysis
    SteelStructure DamageAnalysis Textbook Version:13.3 ©2011-2013Inter-IndustryConferenceonAutoCollisionRepiar DAM12-STMAN1-E Thispageisintentionallyleftblank. Textbook SteelStructureDamageAnalysis Contents Introduction..............................................................................................................................7 ObligationsToTheCustomerAndLiability.......................................................................... 7 Module1-VehicleStructures................................................................................................13 TypesOfVehicleConstruction........................................................................................... 13 TheCollision...................................................................................................................... 15 AnalyzingVehicleDamage................................................................................................ 18 AnalyzingVehicleDamage(con't)..................................................................................... 20 MeasuringForDamageAnalysis.........................................................................................25 ModuleWrap-Up............................................................................................................... 33 Module2-StructuralDamageAnalysis.................................................................................37 GeneralRepairConsiderations........................................................................................... 37
    [Show full text]
  • Quantitative Analysis of Drag Reduction Methods for Blunt Shaped Automobiles
    applied sciences Review Quantitative Analysis of Drag Reduction Methods for Blunt Shaped Automobiles Ferenc Szodrai Department of Building Services and Building Engineering, Faculty of Engineering, University of Debrecen, 4028 Debrecen, Hungary; [email protected] Received: 30 April 2020; Accepted: 19 June 2020; Published: 23 June 2020 Abstract: In fluid mechanics, drag related problems aim to reduce fuel consumption. This paper is intended to provide guidance for drag reduction applications on cars. The review covers papers from the beginning of 2000 to April 2020 related to drag reduction research for ground vehicles. Research papers were collected from the library of Science Direct, Web of Science, and Multidisciplinary Digital Publishing Institute (MDPI). Achieved drag reductions of each research paper was collected and evaluated. The assessed research papers attained their results by wind tunnel measurements or calculating validated numerical models. The study mainly focuses on hatchback and notchback shaped ground vehicle drag reduction methods, such as active and passive systems. Quantitative analysis was made for the drag reduction methods where relative and absolute drag changes were used for evaluations. Keywords: active flow control; passive flow control; coefficient of drag; ground vehicle; car 1. Introduction In the field of fluid mechanics, drag related problems are fascinating to examine. With a small modification of complex geometry, flow aerodynamics can be changed; thus, less energy will be needed for the propulsion system for a vehicle. Drag related problems were first examined in the aeronautical industry after the automotive industry also realised that it could affect fuel consumption reduction. For ground vehicles, drag related problems are specific due to external effects, such as road inclination and wind.
    [Show full text]
  • Modeling and Analysis of a Composite B-Pillar for Side-Impact Protection of Occupants in a Sedan
    MODELING AND ANALYSIS OF A COMPOSITE B-PILLAR FOR SIDE-IMPACT PROTECTION OF OCCUPANTS IN A SEDAN A Thesis by Santosh Reddy Bachelor of Engineering, VTU, India, 2003 Submitted to the College of Engineering and the faculty of Graduate School of Wichita State University in partial fulfillment of the requirements for the degree of Master of Science May 2007 MODELING AND ANALYSIS OF A COMPOSITE B-PILLAR FOR SIDE-IMPACT PROTECTION OF OCCUPANTS IN A SEDAN I have examined the final copy of thesis for form and content and recommend that it be accepted in partial fulfillment of the requirements for the degree of Master of Science, with a major in Mechanical Engineering. __________________________________ Hamid M. Lankarani, Committee Chair We have read this thesis and recommend its acceptance ___________________________________ Kurt soschinske, Committee Member ___________________________________ M.Bayram Yildirim, Committee Member ii DEDICATION To My Parents & Sister iii ACKNOWLEDGEMENTS I would like to express my sincere gratitude to my graduate advisor, Dr. Hamid M. Lankarani, who has been instrumental in guiding me towards the successful completion of this thesis. I would also like to thank Dr. Kurt Soschinske and Dr. M. Bayram Yildirim for reviewing my thesis and making valuable suggestions. I am indebted to National Institute for Aviation Research (NIAR) for supporting me financially throughout my Master’s degree. I would like to acknowledge the support of my colleagues at NIAR, especially the managers Thim Ng, Tiong Keng Tan and Kim Leng in the completion of this thesis. Special thanks to Ashwin Sheshadri, Kumar Nijagal, Arun Kumar Gowda, Siddartha Arood, Krishna N Pai, Anup Sortur, ShashiKiran Reddy, Sahana Krishnamurthy, Praveen Shivalli, Geetha Basavaraj, Akhil Kulkarni, Sir Chin Leong, Evelyn Lian, Arvind Kolhar in encouragement and suggestions throughout my Masters degree.
    [Show full text]
  • The Importance of Rear Pillar Geometry on Fastback Wake Structures. Joshua Fuller
    View metadata, citation and similar papers at core.ac.uk brought to you by CORE provided by Loughborough University Institutional Repository The importance of rear pillar geometry on fastback wake structures. Joshua Fuller. Martin A Passmore (Corresponding Author) Department of Aeronautical and Automotive Engineering, Stewart Miller Building, Loughborough University, Leicestershire, LE11 3TU, UK Tel; +44 (0)1509 227264 Fax: +44 (0)1509 227 275 [email protected] The wake of a fastback type passenger vehicle is characterised by trailing vortices from the rear pillars of the vehicle. These vortices strongly influence all the aerodynamic coefficients. Working at model scale, using two configurations of the Davis model with different rear pillar radii, (sharp edged and 10mm radius) the flow fields over the rear half of the models were investigated using balance measurements, flow visualisations, surface pressure and PIV (Particle Image Velocimetry) measurements. For a small geometry change between the two models, the changes to the aerodynamic loads and wake flow structures were unexpectedly large with significant differences to the strength and location of the trailing vortices in both the time averaged and unsteady results. The square edged model produced a flow field similar to that found on an Ahmed model with a sub-critical backlight angle. The round edged model produced a flow structure dominated by trailing vortices that mix with the wake behind the base of the model and are weaker. This flow structure was more unsteady than that of the square edged model. Consequently, although both models can be described as having a wake dominated by trailing vortices, there are significant differences to both the steady state and unsteady flow fields that have not been described previously.
    [Show full text]
  • License Plate MOVES Categories Memorandum
    MEMORANDUM To: Ross Patronsky From: Claire Bozic Date: July 1, 2016 Re: Illinois License Plate File MOVES Categories We received a license plate file from the Illinois Secretary of State’s office covering 8 counties of northeastern Illinois. This file is a snapshot of the number of registered vehicles in northeastern Illinois as of February, 2015. It contains 7,207,996 records in the non-attainment area and includes the following variables. File Variables # Variable Type Columns 1 Year Num 1-4 2 Make Char 5-17 3 Body Type Char 18-26 4 VIN Char 27-46 5 Rent/Lease Char 47-47 6 Registration Type Char 48-64 7 County Char 65-76 8 Municipality Char 77-97 9 Zipcode Num 98-102 10 (zip)+4 Num 103-106 The file includes registered vehicles (including heavy equipment and trailers) from the seven-county area. Registrations Share Cook 3,908,004 54.22% DuPage 1,003,177 13.92% Grundy 14,844 0.21% Kane 495,236 6.87% Kendall 47,098 0.65% Lake 720,667 10.00% McHenry 348,302 4.83% Will 670,668 9.30% Total 7,207,996 100.00% The remainder of this memo refers to the attached Excel workbook. SAS_Summary Tab The dataset was processed to result in a cross-tabulation of body type by registration type for all records in the file. Added to the table are two calculated fields: MOVES category describing the body type (body_cat) and MOVES category describing the registration type (regi_cat). These fields are filled in by the lookup tables shown on the lookups tabs, discussed in the next section.
    [Show full text]
  • United States District Court District of Maine Caryl E
    Case 1:06-cv-00069-JAW Document 97 Filed 03/28/08 Page 1 of 25 PageID #: 1123 UNITED STATES DISTRICT COURT DISTRICT OF MAINE CARYL E. TAYLOR, individually and ) as personal representative of the estate of ) MARK E. TAYLOR, ) ) Plaintiff ) ) v. ) Civ. No. 06-69-B-W ) FORD MOTOR COMPANY, ) ) Defendant ) RECOMMENDED DECISION ON DEFENDANT'S MOTION FOR SUMMARY JUDGMENT Caryl Taylor contends that her deceased husband's 2002 Ford F-250 Super Cab pickup truck was defectively designed and that her husband would likely have survived a roll-over event but for alleged defects in the roof and door assemblies. Ms. Taylor never designated a automotive engineer or other design expert to support her claim of design defect. Ford Motor Company argues that this omission calls for judgment in its favor as a matter law and has filed a motion for summary judgment to that effect (Doc. No. 43). The Court referred the motion to me for a recommended decision and based on my review I recommend that the Court grant the motion, in part, based on certain concessions made by Taylor, but not as to the chief contention Ford makes with respect to the need for Taylor to have her own design expert. Facts The following facts are material to the summary judgment motion. They are drawn from the parties' statements of material facts in accordance with Local Rule 56. See Doe v. Solvay Case 1:06-cv-00069-JAW Document 97 Filed 03/28/08 Page 2 of 25 PageID #: 1124 Pharms., Inc., 350 F. Supp.
    [Show full text]
  • VRG Class SVRA Class
    VRG Class SVRA Class SCCA Class Years Make Model Series Displacement Carbs Brakes Comments CPV 3/CP Abarth-Simca 1300 FPV 1/FP AC Ace 1991 AC engine DPV 3/DP AC Ace Bristol 1971 Bristol FPV 1/FP AC Aceca 1991 AC engine DPV 3/DP AC Aceca Bristol 1971 Bristol APV 6/AP AC Cobra 427 BPV 6/BP AC Cobra 289 Alfa Romeo Spiders: HPV 1/HP 1955-1962 Alfa Romeo Giulietta Spider 1290 1x Solex FPV 1/FP 1956-1962 Alfa Romeo Giulietta Spider Veloce 1290 2x Weber FPV 1/FP 1963-1965 Alfa Romeo Giulia Spider 1570 1x Solex EPV 3/EP 1965 Alfa Romeo Giulia Spider Veloce 1570 2x Weber FPV 1/FP Alfa Romeo Duetto Spider Jr 1300 EPV 3/EP 1966-1967 Alfa Romeo Duetto 1570 Twin Weber EPV 3/EP 1968-1971 Alfa Romeo Spider (Veloce, 1750) 1779 2x Weber or Spica FI CPV 3/CP 1972 - on Alfa Romeo Spider (Veloce, 2000) 1962 2x Weber or Spica FI DPH 8/DP 1972 - on Alfa Romeo Spider (Veloce, 2000) 1962 2x Weber or Spica FI Alfa Romeo Coupes: HPV n/a 1954-1962 Alfa Romeo Giulietta Sprint 1290 1x Solex GPV 1/GP 1956-1962 Alfa Romeo Giulietta Sprint Veloce 1290 2x Weber FPv n/a 1963-1964 Alfa Romeo Giulia Sprint 101 1570 1x Solex CSV 1/CS Alfa Romeo GT Jr 1290 BSv 3/BS 1963-1965 Alfa Romeo Giulia Sprint GT 105 1570 2x Weber BSv 3/BS 1965-1968 Alfa Romeo GTV 1570 2x Weber TA2 8/BS 1967-1972 Alfa Romeo GTV 1779 2x Weber or Spica FI TA2 8/BS 1971-1974 Alfa Romeo GTV 1962 2x Weber or Spica FI TA2 8/BS Alfa Romeo GTA 1779 or 1962 CSV 1/CS Alfa Romeo GTA Jr 1290 1970-1971 Alfa Romeo GTAm 1779 or 1962 Spica FI or Lucas FI Alfa Romeo Sedans: CSv n/a 1955-1963 Alfa Romeo Giulietta Berlina
    [Show full text]
  • 1960-72 Ford Galaxie Catalog
    THE BEST 80/20 RAYON/NYLON CARPET! Here at Concours Parts we only offer the highest quality 80/20 rayon/nylon carpet on the market Dimmer today. The heel pad is manufactured to original Switch specifications. Correct style dimmer switch Grommet grommet, when applicable. “OEM STYLE” Heel Pad Please specify YEAR and BODY CODE when ordering. Chose from the colors shown below. T T +1960/1972 Front & rear carpet . 214.95 E E P P 13000-JUTE 3’ x 5’ Standard Jute padding . .pc. 17.95 R R A A P17 Spray Adhesive . .16 oz. 24.95 C C See inside the back cover for our Ultimate Heat and Noise Reduction Kit. The perfect add on kit for anyone who wants to keep heat and road noise to a minimum! CARPET COLORS AVAILABLE FOR YOUR VEHICLE! A 25% Re-Stocking Fee will be applied to any carpet returned for reasons other than defect! Please Note: Due to printing variation, these colors may appear different than actual color. + = Oversized or Special shipping + = Oversized or Special shipping UPHOLSTERY 3 ACCESSORIES-RADIO 12 Dear Ford Owner, WHEELS-SPARE TIRE 15 I As the owner of Concours Parts & Accessories, I would like BRAKES 16 I N to tell you a little bit about the company & the people who are N T here to help you buy the parts you need, or answer any FRT. SUSPENSION-STEERING 19 T R technical questions you may have. On a personal note, 2016 R DIFFERENTIAL-DRIVE SHAFT 25 marks my 59th year of selling Ford parts. Since 1957 I have O O worked in & managed Parts Departments in California Ford FRONT & REAR SPRINGS D 26 D Dealerships.
    [Show full text]
  • 2020 Annual Report Contents
    2020 ANNUAL REPORT CONTENTS STRATEGIC REPORT CORPORATE GOVERNANCE Highlights 1 Board of Directors and Executive Committee 41 Our Global Footprint 2 Executive Chairman’s Introduction 45 Executive Chairman’s Statement 4 to Governance Chief Executive Officer’s Statement 6 Governance Report 46 Business Model 10 Nomination Committee Report 54 Aston Martin and the Luxury Market 12 Audit and Risk Committee Report 56 Strategy 14 Directors’ Remuneration Report 63 Key Performance Indicators 16 Directors’ Report 79 People and Stakeholder Engagement 18 Statement of Directors’ Responsibilities 85 Responsibility 24 Chief Financial Officer’s Statement 28 FINANCIAL STATEMENTS Group Financial Review 29 Independent Auditor’s Report 87 Risk and Viability Report 33 Consolidated Financial Statements 96 Notes to the Financial Statements 101 ASTON MARTIN* Company Statement of Financial Position 146 Company Statement of Changes in Equity 147 IS ONE OF THE WORLD’S Notes to the Company Financial Statements 148 MOST ICONIC LUXURY Shareholder Information 150 COMPANIES FOCUSED ON THE DESIGN, ENGINEERING AND MANUFACTURE OF HIGH LUXURY CARS * Aston Martin Lagonda Global Holdings plc. References to ”Company”, ”Group”, ”we”, ”us”, ”our”, ”Aston Martin” and other similar terms are to Aston Martin Lagonda Global Holdings plc and its direct and indirect subsidiaries. HIGHLIGHTS 1 3 4 AGGRESSIVE DE-STOCK NEW LEADERSHIP IN TRANSFORMATIVE OF DEALER INVENTORY PLACE TO DRIVE TECHNOLOGY TURNAROUND AND AGREEMENT WITH DEALER GT/SPORTS GROWTH MERCEDES-BENZ AG INVENTORY MORE THAN
    [Show full text]
  • Sau1301 Automotive Chassis
    SCHOOL OF MECHANICAL ENGINEERING DEPARTMENT OF AUTOMOBILE ENGINEERING SAU1301 AUTOMOTIVE CHASSIS 1 UNIT I - INTRODUCTION 2 Unit-1 1. Introduction: ➢ The power developed inside the engine cylinder is ultimately transmitted to the driving wheels so that the motor vehicle can move on the road. This mechanism is called power transmission. ➢ It consists of clutch, gearbox, universal joint, propeller shaft, final drive, and axle shaft. General arrangement of power transmission system (or) front engine rear wheel drive: ➢ Fig (1) shows that layout of the front engine rear wheel drive. 3 ➢ Power is produced i n s i d e the engine cylinder transmitted to flywheel through crankshaft. ➢ Clutch is conduct with flywheel to engage and disengage drive from the engine to gearbox. ➢ Gearbox consists of s set of gears to change the speed. ➢ The power is transmitted from the gearbox to the propeller shaft through the universal joint and then to the differential through another universal joint. ➢ Finally, the power is transmitted to the rear wheels through the rear axles. Front engine front wheel drives: Fig (2): shows that layout of the front engine front wheel drive. ➢ In this drive the clutch, gear box, differential is arranged in a common housing. ➢ In this arrangement there is no need of separate long propeller shaft for transmitting power to the rear wheels. ➢ Because the engine power is transmitted only for front wheels alone. ➢ Rear axle is dead axles, when front wheels are rolling with power and rear wheels are freely move in the direction of front wheels. 4 Rear Engine rear wheel drive: Fig (3): shows that layout of the rear engine front wheel drive.
    [Show full text]
  • Purpose Design for Electric Cars Parameters Defining Exterior Vehicle Proportions
    Purpose Design for Electric Cars Parameters Defining Exterior Vehicle Proportions Martin Luccarelli1, Dominik Tobias Matt2, Pasquale Markus Lienkamp 2 Russo Spena Chair of Automotive Technology, Department of 1Faculty of Design and Art, 2Faculty of Science and Mechanical Engineering, TU Munich. Technology, Free University of Bozen-Bolzano. Boltzmannstrasse 15, 85748 Garching, Germany. Piazza Università 1, 39100 Bolzano, Italy. Corresponding author: [email protected] Abstract—Vehicle architecture is expected to change in the next conventional vehicles (best selling cars, vehicles of the same years with the introduction of new electric drivetrain systems, market segment, or cars displaying similar features). but the evolution of car exterior proportions is still uncertain. For this reason, an investigation on purpose design for future This paper is divided into three sections. The first one electric vehicles is presented. Current trends in automotive briefly presents the method proposed by Luccarelli et al. [1] design and new challenges in optimized positioning of electric used to analyze car proportions in commercial vehicles. In the components in car architecture are examined. Using the wheel second section, alternative vehicle proportions are defined by size as key reference to measure car proportions, traditional and this method and compared with those of some conventional electric vehicles are compared to each other to study the impact vehicles used as references. The third part deals with the of electrification on automotive design. Some relationships discussions and conclusions. between vehicle packaging and exterior design evolution in future alternative cars are identified. II. METHODS Keywords—vehicle proportions; alternative vehicles; When looking at a car the eyes of the viewer operate an automotive design aesthetic decomposition, recognizing car body and wheels as main elements in terms of color, trim, and shape.
    [Show full text]
  • Body Vehicle Design Process
    Appendix A Body Vehicle Design Process The purpose of this appendix is to provide the reader with an overview of product development technology and, in particular, of the role that computers play in it. To keep the size of this appendix within reasonable limits, our attention is concen- trated on the car body only. The reason for this choice is that the car body has some peculiar aspects and features that make it different from that of the other car subsystems, since the body is designed keeping in mind not only its technical characteristics and production technologies, but also the aesthetic characteristics of its ‘style’, which plays a fun- damental role in determining the commercial success of a car. From a technical standpoint, a conventional steel body includes the body shell and trimming which are primarily made by thin-wall elements, whose external surface performs usually aesthetic functions; this fact alone justifies peculiar engineering techniques. These thin sheet elements of complex shape required the development of particular representation rules, that are different from those used for mechanical components (engine, transmission, suspensions, etc.), and that are limited to a few views and sections, aimed to keep the representation as simple as possible. A further specific characteristic is related to the high capital investments needed to mass produce the vehicle body, with respect to its relatively short production life, usually limited to a few years. The body shell and trimming are totally revised at each new model launch, i.e. every 5 ÷ 7 years on average, and this contrasts with what happens with many other components, invisible to the customer, that may be reused with only incremental improvements on next generation models.
    [Show full text]