International Journal of Mechanical Engineering and Technology (IJMET)

Volume 8, Issue 3, March 2017, pp. 388–399 Article ID: IJMET_08_03_043

Available online at http://www.iaeme.com/IJMET/issues.asp?JType=IJMET&VType=8&IType=3
ISSN Print: 0976-6340 and ISSN Online: 0976-6359

© IAEME Publication Scopus Indexed

CFD ANALYSIS OF AERODYNAMIC DESIGN

OF MARUTI ALTO CAR
Abdul Razzaque Ansari
Department of Mechanical Engineering, Cambridge Institute of Technology, Ranchi, India

Prashant Kumar Rana

Department of Mechanical Engineering, Cambridge Institute of Technology, Ranchi, India

ABSTRACT
The choice of car is often made on the basis of fuel efficiency cost and comfort.
However for general purpose fuel efficiency is the most important factor that is
responsible for the overall popularity of a car of any make fuel efficiency is depend
upon the performance of internal combustion engine and also on the aerodynamic
design body of the car. Aerodynamic styling of car is one of the most crucial aspects
of car design. In compassing task on artful integration of CAD modelling. The
objective of the present study is computational fluid dynamics (CFD) analysis of a 3-D
car model to find the aerodynamic design parameters. Computational Fluid Dynamics
(CFD) is the numerical techniques to solve the equations of fluid flow. CFD tool is
found very useful in automobile industry. 3-D solid model of a car of different make
will be constructed by using pro-engineering software and the analysis was done on
ansys software. The aerodynamic analysis of the design parameters of a car will be
performed by using a suitable turbulence model and to find the drag coefficient and
drag force of a car (Maruti, Alto etc). The result obtained from CFD analysis will be
validated by field/experimental studies and the result of software analysis has agreed
excellently with field experimental results.
Key words: CAD, CFD, Pro-E, Ansys, Drag coefficient, Drag force
Cite this Article: Abdul Razzaque Ansari and Prashant Kumar Rana, CFD Analysis
of Aerodynamic Design of Maruti Alto Car. International Journal of Mechanical
Engineering and Technology, 8(3), 2017, pp. 388–399.
http://www.iaeme.com/IJMET/issues.asp?JType=IJMET&VType=8&IType=3

1. INTRODUCTION
CFD analysis is probability the only efficient tool in order to specific design parameters of a
generic car shape. In order to achieve supplementing presently used fuel by eco friendly fuels
or by enhancing current automobile design. In optimization of a car aerodynamics, more
precisely the reduction of associated drag coefficient (Cd), this is mainly influenced by the
exterior profile of a car, which is the major issue of the automotive research centres around
the world. Average Cd values have improved impressively over the time; from 0.7 for old
boxy designs of car to nearly 0.3 for the recent more streamlined ones [Desai (2008)]. The

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 Abdul Razzaque Ansari and Prashant Kumar Rana

description of the fuel energy used in modern vehicles at urban driving and highway driving.
The shape of the vehicle uses about 3 % of fuel to overcome the resistance in urban driving,
while it takes 11% of fuel for the highway driving. This considerable high value of fuel usage
in highway driving attracts several design engineers to enhance the aerodynamics of the
vehicle using minimal design changes [Krishnani (2009)]. The effect of drag on the moving
vehicle is proportional to the square of velocity, so with increase in velocity (at approximately
50 km/h), aerodynamic drag becomes one of the most prominent factors contributing to the
total drag experienced by the vehicle [Singh (2004)]. Aerodynamic evaluation of air flow over
an object can be performed using analytical method or CFD approach. On one hand the
analytical method of solving air flow over an object can be done only for simple flows over
simple geometries like laminar flow over a flat plate. If air flow gets complex as in flows over
a bluff body, the flow becomes turbulent and it is impossible to solve Navier-Stokes and
continuity equations analytically. On the other hand obtaining direct numerical solution of
Navier-Stokes equation is not yet possible even with modern day computers. In order to come
up with a reasonable solution, a time averaged Navier-Stokes equation is being used
(Reynolds Averaged Navier Stokes Equations- RANS equations) together with turbulent
models to resolve the issue involving Reynolds Stress resulting from time averaging process.
Aerodynamically designed cars may offer better stability at higher speed of air. While moving
past, cars had two different aerodynamic models and were most crucial accept of car designs.
It includes task of integration of advanced engineering and computer analysis.
Aerodynamically designed cars require least power in overcoming drag exerted by air and
exhibits higher performance with less fuel consumption [1-5].

1.1. Forces on the Car Surface

1. Tangential force induced by shear stress due to viscosity and velocity gradient at boundary
surface.
2. The forces normal to the car surface resulting from pressure intensity varying along the
surface due to dynamic effect. Sum of the two forces over complete surface is known as
resulting force.
Component of these forces in the direction of relative velocity passed over car body is
defined as aerodynamic drag. Aerodynamic is crucial factor in judging the performance of a
car. It highly influences fuel consumption of car at higher speed. Streamlined
aerodynamically design of a car may have Cd value from 0.3 to 0.5 drags in the surface of
vehicle. Aerodynamic is a major of aerodynamic force which resists the forward motion of
vehicle. This implies that vehicle body can move easily through the surrounding air with
minimum air resistance. Whereas negative lift co-efficient indicates more stability and less
charge of skidding [6-7].
Among the most important results obtained from wind tunnel experiments supporting
design programs are the aerodynamic forces and moments acting on the test vehicle in a
controlled and repeatable environment. Force and moment measurements are important for all
ground vehicles. For some the principal interest is on drag because of its reflection on energy
requirements [8-11].

1.2. Objectives
 3-D computer aided modeling of a car of different make.
 Computational fluid dynamics (CFD) analysis of 3-D car model to find the aerodynamic
design parameters.
 Field & experimental study to validate the CFD results.

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 CFD Analysis of Aerodynamic Design of Maruti Alto Car

2. MATHEMATICAL MODELING
Relevant to the study-
 Drag
 Resistance to motion of vehicle
 Rolling resistance
 Gradient resistance
 Air or wind resistance
 Aerodynamic resistance
 Total resistance
 Boundary layer

2.1. Drag
The drag coefficient is a function of several parameters like shape of the body, Reynolds
Number, Froude number, Mach number and Surface. The drag coefficient is a common metric
in automotive design pertaining to aerodynamic effects. As aerodynamic drag increases by the
square of speed, a low value is preferable to a higher one. With about 60% of the power
required to cruise at highway speeds being used to overcome aerodynamic effects minimizing
drag translates directly into improved fuel efficiency [12].
For the same reason aerodynamics are of increasing concern to truck designers, where
greater surface area presents substantial potential savings in fuel costs. Reducing drag is also a
factor in sports car design, where fuel efficiency is less of a factor, but where low drag helps a
car achieve a high top speed. However, there are other important aspects of aerodynamics that
affect cars designed for high speed, including racing cars. It is important to minimize lift,
hence increasing down force, to avoid the car becoming airborne. It is also important to
maximize aerodynamic stability. Some racing cars have tested well at some particular "attack
angles", yet performed catastrophically. Flipping over, when hitting a bump or experiencing
turbulence from other vehicles. For best cornering and racing performance, as required in
Formula One cars, down force and stability are crucial and these cars must attempt to
maximize down force and maintain stability while attempting to minimize the overall C d
value. In fluid dynamics, the drag coefficient (commonly denoted as: Cd is a dimensionless
quantity that is used to quantify the drag or resistance of an object in a fluid environment such
as air or water. It is used in the drag equation, where a lower drag coefficient indicates the
object will have less aerodynamic or hydrodynamic drag. The drag coefficient is always
associated with a particular surface area [13-14].
The drag coefficient Cd is defined as:

Where:
Fd is the drag force, which is by definition the force component in the direction of the
flow velocity,
ρ is the mass density of the fluid,
V is the speed of the object relative to the fluid, and
A is the reference area.

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 Abdul Razzaque Ansari and Prashant Kumar Rana

The reference area depends on what type of drag coefficient is being measured. For
automobiles and many other objects, the reference area is the projected frontal area of the
vehicle. This may not necessarily be the cross sectional area of the vehicle, depending on
where the cross section is taken. For example, for a sphere cross sectional area is A = πr2 (note
this it is not the surface area = 4 πr2). For airfoils, the reference area is the platform area.
Since this tends to be a rather large area compared to the projected frontal area, the resulting
drag coefficients tend to be low: much lower than for a car with the same drag, frontal area
and at the same speed. Two objects having the same reference area moving at the same speed
through a fluid will experience a drag force proportional to their respective drag coefficients.
Coefficients for un-streamlined objects can be 01 or more, for streamlined objects much less.
The drag coefficient of any object comprises the effects of the two basic contributors to
fluid dynamic drag; skin friction and form drag. The drag coefficient of a lifting airfoil or
hydrofoil also includes the effects of lift-induced drag. The drag coefficient of a complete
structure such as an aircraft also includes the effects of interference drag.
The vehicle was accelerated up the gradient to a given speed. At station (1) the engine was
switched off and deducted. The distance x that the vehicle travelled from station (1) was
measured [15].
Next, the projected area of the vehicle was carefully measured and temperature of
atmosphere and density of air was determined.
X = distance travelled after switching off the engine,
m = mass of vehicle in kg,
v = velocity at which the engine was switched off (in m/s),
Cd = coefficient of drag,
p = density of air,
A= projected area,
The force F opposes the motion of the vehicle for skew of simplicity we assume the
distinction of F is positive in direction of velocity V Rolling resistance and gradient resistance
for a given vehicle and gradient respectively, are constant.
Rolling resistance + Gradient resistance = b
Drag force = C (ρv2/2) A
= av2; Where a = ρv2/2
Force, F = (av2+b)
F=m =m ×
F = mv
.= mvdv
Integrating-
∫ =∫ /F
∫ = ∫ /(a +b)
∫ = ∫
( )

Let, =

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 CFD Analysis of Aerodynamic Design of Maruti Alto Car

∫ = ∫ ( )

X= ( )

The above equation has been solved for k on computer and the program has been
supplied.
The negative value of drag coefficient shows that the opposing form sets in the direction
opposite to the motion of vehicle.
Moreover, vehicle is important determinants of the safety and comfort of a passenger
vehicle or the capability of a race car in competition

3. INTRODUCTIONS TO THE FIELD STUDY

In the field study determination of drag coefficient Cd, drag force Fd, Rolling resistance,
distance, time and velocity. First of all it was required to arrange a car. These parameters were
determined for the vehicles such as Maruti Alto, Tata Indica and Maruti Omni. When the
engine of the car starts it was required to determine the distance travelled by the car when the
engine is stopped without any application of the brake and also the precaution of any road
unwanted gradients such as pits, cracks, stones, bumpers etc were taken into account which
means for the successful completion of the test or reading. The road must be smooth and neat.
Such type of suitable testing spot was selected at the Ring road of Kanke near Birsa
Agriculture College at the capital Ranchi (Jharkhand).
Atmospheric temperature was recorded with the help of psycho meter as D.B.T- 24 degree
Celsius and W.B.T. as 19 degree Celsius and the wind flow was almost negligible. The road
test began with three people sitting inside the car. The precaution of window pan to be closed
for each test was taken so that the air effect does not enter inside the vehicle through these
window pans. The distance completely travelled by the vehicles at the speed of 20, 30, 40, 50,
60, 70 and 80 km/hr after the engine is stopped for each vehicle was determined with the help
of distance measurement reader available in the vehicle near the speedometer. For the uniform
distance travelled at 20, 30, 40, 50, 60, 70 and 80 km/hr it was required to first allow the
vehicle travel uniformly at 30, 40, 50, 60, 70, 80 and 90 km/hr and the accelerator pedal was
released. As the speed comes down to the required speed then the vehicle was allowed at least
to travel constantly at that speed for minimum 05 seconds. The road test of the vehicle took
place in the N-S direction. After the completion of the test the weight of the three cars was
successfully taken as, Alto – 887 kg,

Figure 1 Car used for the field study work.

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 Abdul Razzaque Ansari and Prashant Kumar Rana

3.1. Estimation of drag coefficient and drag force on the base of field study
X = distance travelled after switching off the engine,
m = mass of vehicle in kg,
v = velocity at which the engine was switched off (in m/s),
Cd = coefficient of drag,
ρ = density of air,
A = projected area,
The force F opposes the motion of the vehicle for skew of simplicity we assume the
distinction of F is positive in direction of velocity V. Rolling resistance and gradient
resistance for a given vehicle and gradient respectively, are constant.
Drag force = C ( /2) A
=a ; Where a = Cd ρA/2
Force, F = (a +b)
F=m =m ×
F = mv
.= mvdv
Integrating-
∫ =∫ /F
∫ =∫ / (a +b)
∫ = ∫
( )

Let =

∫ = ∫ ( )
After integration, we have got the value of distance travelled by the vehicle after switching off
the engine.
X= ( )
Where;
K = constant value = b/a
V= velocity of the car, m/s
m = mass of the car in kg
a = Cd ρA/2
F = (av2+b)
The test begins with the Alto car and the readings observed are as follows
Readings of the Alto car Mass-887kg, Area-1.740m2

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 CFD Analysis of Aerodynamic Design of Maruti Alto Car

4. SIMULATION OF VEHICLE AERODYNAMIC

4.1. Simulation Steps Adopted for the Vehicles Aerodynamic
There are three steps involved in a typical CFD simulation. The three steps are:
 Pre-Processing Stage
 CFD Solving Stage
 Post-Processing Stage

Table 1 Readings of the Alto car Mass-887kg, Area 1.740 m2

S.N Speed km/h Distance (m) Time (s) Drag coefficient Cd Drag force Fd
1 20 200 40.16 0.152 5
2 30 300 59.42 0.324 13
3 40 330 50.79 1.42 187
4 50 400 52.96 0.84 161
5 60 600 60 0.517 153
6 70 700 78 0.457 184
7 80 720 82 0.454 239
In the pre-processing stage, CFD users are needed to provide sufficient input to the
computer in order to obtain the desired output. The pre-processing stage is divided into
several steps:
 Geometry Generation
 Mesh Generation
 Input for Boundary Condition
 Flow Type (Steady/Unsteady)
 Discretization Scheme Input
 Turbulence and Near Wall Model Input
Selected the Maruti Alto car to find out the CFD result where design in pro/E software
and to compare the other motor vehicle and validate the result of this car

Figure 2 Maruti Alto Car used for the field study and design work.

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 Abdul Razzaque Ansari and Prashant Kumar Rana

4.2. Geometry Generation

Pro/Engineer wildfire 5.0 In the Pre Processing stage the models of the vehicles were creates
using the Pro-e software. Pro/E Wildfire 5.0 is unmatched for developing and communicating
stunning product concepts. It's a truly open solution you can use to share ideas or refine
concepts using freeform surfacing and reverse engineering tools. Designs can be sent directly
to a rapid prototyping machine, or transferred to downstream Pro/E applications.
 Easy-to-use tools, blending 2D or 3D, curves and surfaces, and imported sketches for concept
exploration and industrial design.
 Advanced also to-rendering to create photorealistic images.
 Interoperable with other CAD systems [13-15].

4.3. Realizable Benefits

 Increase the number of product ideas conceptualized an evaluated.
 Improve the richness of product collateral.

Figure 3 Maruti Alto designed in pro/E software

The default shape checking acceptance criterion that is used by the Ansys Workbench was
produced by an extensive and thorough study that correlated different element shape metrics
to the quality of the solution achieved with a distorted mesh. The study concluded that the
Ansys program, which supports many different types element formulations (such as p-
elements), must enforce stricter shape parameter values than the Ansys Workbench, which
only needed to support the solid and shell elements for the aforementioned analyses. One
particular shape metric predicted whether the quality of the element would affect the
numerical solution time and again.

4.4. The results obtained after the successful meshing procedure of Maruti Alto
car:
In the Ansys Workbench are as follows:
 Total Number of Nodes – 378862
 Total Number of Elements – 1988620
 Type of Meshing- Mixed Triangular Mesh

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 CFD Analysis of Aerodynamic Design of Maruti Alto Car

Figure 4 Maruti Alto meshed in Ansys work bench

Table 2 Total Grid Size

Car Level Cells Faces Nodes

Alto 0 1110814 2274958 213892

Table 3 Input Boundary Condition of Solving Stage of Alto cars of various Parameters
Mass Area (m2) Solver Formulation Velocity(m/s)
884 kg 1.740 Pressure Based Implicit 19.44

Table 4 Input Boundary Condition of Solving Stage of Alto Car of Various Parameters
Model Density Viscosity kg/m--s Operating Pressure Turbulence
kg3 (Pascal) intensity
k-epsilon 1.225 1.789 4e-05 101325 2%

4.5. Velocity Magnitude of Alto Car By the help of CFD Software

4.5.1. Velocity Magnitude

The velocity magnitude of an object is the rate of change of its position with respect to
a frame of reference and is a function of time. Velocity is equivalent to a specification of
its speed and direction of motion in km/h.

Figure 5 Velocity magnitude profile interior zone of Maruti Alto obtained from contours

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 Abdul Razzaque Ansari and Prashant Kumar Rana

Figure 6 Velocity magnitude profile of Maruti alto obtained from vectors.

Table 5 The results obtained for the Velocity Magnitude profile from contours and vectors
Car Maximum Minimum Observe value Drag coefficient Drag
value in m/s value in m/s m/s (Cd) force(Fd)
Alto 38.1 7.76 22.3 0.784 315
Note – For the drag coefficient (Cd) and drag force (Fd) Calculation assumed from the constant
experimental distance

4.5.2. Turbulence Intensity

Figure 7 Turbulent Intensity of Maruti Alto obtained from contours.

Table 6 Estimate the turbulent intensity.

Car Maximum value in Minimum Mean value in % Turbulence Intensity
% value in % I=u’/U

Alto 95 34 64.5 1.82 %

4.6. Post Processing

4.6.1. Discretization of Scheme Input

In this stage the model of all the three cars Maruti Alto, which were modeled using the Pro-E
5.0 software were exported in Ansys workbench V12 for the purpose of meshing. After
successful meshing it was then exported to Fluent 6.3.26 software. After giving the input
conditions, for the purpose of Iteration

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 CFD Analysis of Aerodynamic Design of Maruti Alto Car

4.7. Iterations of Car Model

Table 6 no. of iteration of Maruti Alto

Model of the car No. of Iteration Iteration time Hours

Maruti Alto 880 27

Figure 8 Iteration of Maruti Alto

5. RESULTS AND DISCUSSIONS

5.1. Results
After the successful completion of the practical calculation and computer software simulation
for Analysis of Aerodynamic design of vehicles have found the drag coefficient and drag
force are as follows-

Table 7: Result of Cd and Fd of Maruti Alto

Model of Car Mean Drag coefficient, Cd Mean Drag force, Fd

Practical 0.592 134.57
Theoretical 0.784 315

5.2. Discussions
If the car turbulence intensity of the car is more than the drag coefficient will be more and
vice- versa. Initially there is no drag force between 0-25 km/hr speeds of the vehicle. But after
25 km/hr the drag coefficient increases and after 60 km/hrs the drag coefficient becomes
constant.
When setting boundary conditions for a CFD simulation it is often necessary to estimate
the turbulence intensity on the inlets. To do this accurately it is good to have some form of
measurements or previous experience to base the estimate on. Here are a few examples of
common estimations of the incoming turbulence intensity.

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 Abdul Razzaque Ansari and Prashant Kumar Rana

6. CONCLUSION
The drag coefficients found theoretically and experimentally are very near. The results vary
by only 0.24 values, in case of Maruti alto for drag coefficient. This shows the accuracy of the
results obtained by us during this design process If the present design will be implemented for
the model generation of the car we will obtain the exact values of the drag coefficient and
drag force,

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