Automotive aerodynamics

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A truck with added bodywork on top of the cab to reduce drag.

Automotive aerodynamics is the study of the aerodynamics of road vehicles. The main concerns of automotive aerodynamics are reducing drag (though drag by wide wheels is dominating most cars), reducing wind noise, minimising noise emission and preventing undesired lift forces at high speeds. For some classes of racing vehicles, it may also be important to produce desirable downwards aerodynamic forces to improve traction and thus cornering abilities.

An aerodynamic automobile will integrate the wheel arcs and lights in its shape to have a small surface. It will be streamlined, for example it does not have sharp edges crossing the wind stream above the windshield and will feature a sort of tail called a fastback or Kammback or liftback. Note that the Aptera Motors, the Loremo, and the Volkswagen_1-litre_car try to reduce the area of their back. It will have a flat and smooth floor to support the Venturi effect and produce desirable downwards aerodynamic forces. The air that rams into the engine bay, is used for cooling, combustion, and for passengers, then reaccelerated by a nozzle and then ejected under the floor. For mid and rear engines air is decelerated and pressurized in a diffuser, looses some pressure as it passes the engine bay, and fills the slipstream. These cars need a seal between the low pressure region around the wheels and the high pressure around the gearbox. They all have a closed engine bay floor. The suspension is either streamlined (Aptera) or retracted. Door handles, the antenna, and roof rails can have a streamlined shape. The side mirror can only have a round fairing as a nose. Air flow through the wheel-bays is said to increase drag (German source) though race cars need it for break cooling and a lot of cars emit the air from the radiator into the wheel bay.

Automotive aerodynamics differs from aircraft aerodynamics in several ways. First, the characteristic shape of a road vehicle is bluff , compared to an aircraft. Second, the vehicle operates very close to the ground, rather than in free air. Third, the operating speeds are lower. Fourth, the ground vehicle has fewer degrees of freedom than the aircraft, and its motion is less affected by aerodynamic forces.

Automotive aerodynamics is studied using both computer modelling and wind tunnel testing. For the most accurate results from a wind tunnel test, the tunnel is sometimes equipped with a rolling road. This is a movable floor for the working section, which moves at the same speed as the air flow. This prevents a boundary layer forming on the floor of the working section and affecting the results.

Drag coefficient (C_d) is a commonly published rating of a car's aerodynamic smoothness, related to the shape of the car. Multiplying C_d by the car's frontal area gives an index of total drag. The result is called drag area, and is listed below for several cars. The width and height of curvy cars lead to gross overestimation of frontal area. These numbers use the manufacturer's frontal area specifications from the Mayfield Company Homepage.

Some examples:

Drag area ( C_d x Ft²)	Year Automobile
5.76	1968 Toyota 2000GT
5.88	1990 Nissan 240SX
5.92	1994 Porsche 911 Speedster
6.24	2004 Toyota Prius
6.27	1986 Porsche 911 Carrera
6.57	1985 Chevrolet Corvette
6.77	1995 BMW M3
6.79	1993 Corolla DX
6.96	1988 Porsche 944 S
7.02	1992 BMW 325I
7.10	Saab 900
7.48	1993 Chevrolet Camaro Z28
7.57	1992 Toyota Camry
8.70	1990 Volvo 740 Turbo
8.71	1991 Buick LeSabre Limited
9.54	1992 Chevy Caprice Wagon
10.7	1992 Chevrolet S-10 Blazer
26.3	2006 Hummer H2

1 Relationship to velocity
2 See also
3 References
4 External links

[edit] Relationship to velocity

It is well known that the frictional force of aerodynamic drag increases significantly with vehicle speed.^[1] As early as the 1920s engineers began to consider automobile shape in reducing aerodynamic drag at higher speeds. By the 1950s German and British automotive engineers were systematically analyzing the effects of automotive drag for the higher performance vehicles.^[2] By the late 1960s scientists also became aware of the significant increase in sound levels emitted by automobiles at high speed. These effects were understood to increase the intensity of sound levels for adjacent land uses at a non-linear rate.^[3] Soon highway engineers began to design roadways to consider the speed effects of aerodynamic drag produced sound levels, and automobile manufacturers considered the same factors in vehicle design.

[edit] See also

[edit] References

^ [1] Tuncer Cebeci, Jian P. Shao, Fassi Kafyeke, Eric Laurendeau, Computational Fluid Dynamics for Engineers: From Panel to Navier-Stokes, Springer, 2005, ISBN 3540244514
^ Proceedings: Institution of Mechanical Engineers (Great Britain). Automobile Division: Institution of Mechanical Engineers, Great Britain (1957)
^ C. Michael Hogan & Gary L. Latshaw, The relationship between highway planning and urban noise, Proceedings of the ASCE, Urban Transportation Division specialty conference, May 21/23, 1973, Chicago, Illinois. by American Society of Civil Engineers. Urban Transportation Division