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The main purpose of this study was to develop the aerodynamic study of a Maharashtra state road transport bus. The rising fuel price and strict government regulations makes the road transport uneconomical now days. With the objective of increasing fuel efficiency and reducing the emission of harmful exhaust gases. It has been proven experimentally...
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... Where P sav = Power saved (W) -F D Base = Drag force of the baseline bus (N) -F D Modified = Drag force of the Modified bus (N) v bus = Speed of the bus (m/s)• Fuel saved by the reduction of the drag force is calculated using the equation given below[32] ...
Reducing the fuel consumption of commercial vehicles—especially those used for public transportation—has become increasingly important due to advancements in the automotive industry. On the other hand, the main disadvantages of buses and other commercial vehicles are their fuel consumption, exhaust pollutants, and crosswind stability. Most buses built in Ethiopia have aerodynamic rectangular shapes and strong drag resistance forces, which lead to higher fuel consumption. One of the most accessible buses in Ethiopia is the FSR Isuzu Bus; its external body is locally constructed and has a poor aerodynamic shape. The primary goal of this study is to reduce aerodynamic drag force by improving the outer body shape of the current FSR Isuzu Bus. It also aims to examine the impact of roughness (strip) on the overall aerodynamic characteristics of the bus when it encounters crosswinds, thereby reducing fuel consumption, roll moment, and side force. For computational fluid dynamics (CFD) analysis, ANSYS Fluent is used, and Solidwork is used to model the bus body. A comparison is made between the current CFD analysis of the bus body and the modified design at varying speeds. Three separate models are used in the analysis. At an average speed of 100 kmph, 29.58% (4 to 5 liters) of fuel can be saved, and the drag force is reduced by roughly 49.7% when comparing the new concept to the current bus. By utilizing a strip on the bus’s roof, the side force coefficient and the roll moment coefficient are subsequently reduced from model two to model three by 8.76% and 9.01%, respectively. The study’s conclusions indicate that the external body shape changes have reduced drag; and, adding roof strips has decreased drag to acceptable level and enhanced crosswind stability.
... At high speed the significant fraction of energy expanded is dissipated into aerodynamic loss . J Abinesh [4] in his study got the overall reduction in aerodynamic drag force of 10% which result in increase in performance and reduced the fuel requirement. A review of Aerodynamic Drag Reduction Devices of heavy vehicle [5] focus on reduction of aerodynamic drag, and hence Green House Gas (GHG) emission without negatively affecting usefulness and profitability of vehicle by using various devices in tractor trailer gap. ...
The aerodynamic study of State Transport Bus minimizes road accidents and fuel consumption. The increasing fuel prices has made private transportation uneconomical. The Vehicle utilizes around 40% of available engine power to overcome the drag resistance. Drag coefficient can be reduced by streamlining the surface, modifying the outer structure of bus, roof optimization, etc. considering ergonomics and aesthetics. Drag resistance can be reduced by reducing drag coefficient. Exterior design of city bus is poor considering aerodynamic aspect. The objective of this paper is to optimize state bus and use Computational Fluid Dynamics to calculate drag coefficient which will eventually reduce the fuel consumption of vehicle. For this 3D CAD (SOLIDWORKS) model of Maharashtra State Transport bus is prepared and optimized considering standard parameters and drag coefficient is calculated using CFD software ANSYS 2021 R1 (FLUENT). The drag coefficient has reduced from 0.9 to 0.6 Around 33 % reduction in drag coefficient is achieved. Due to which the fuel economy is reduced by 26%. The turbulent model standard k-eplison is used for better approximation of results.
... Different geometries of the bodywork were evaluated by printing 3D prototypes on a scale of 1:200, which resulted in a body formed by two spoilers, another one with a front deflector and a final one with the original body, presenting the second option of a higher lift coefficient with the reduction of turbulence zones and an optimum drag coefficient according to the INEN 1323-2009 standards. Similarly, Kanekar et al [9] have developed the aerodynamic study of a Maharashtra state road transport bus and after a preliminary analysis of the existing model corresponding changes are made. Around 28% improvement in the drag coefficient is achieved by CFD-driven changes in the bus design. ...
Buses are one mode of mass transportation but they are inefficient in terms of fuel consumption and ergonomically poor when loaded. Thus to decrease the fuel consumption, an improvement on the aerodynamic shape of the bus is required. This paper mainly focused on locally modified ISUZU buses which are serving as an intercity bus in Ethiopia. These buses are inefficient in terms of fuel consumption because of their body design and other add-on devices. One of the add-on devices which spoil the aerodynamic profile of this bus is the luggage loaded on the roof rack. Therefore, in this paper aerodynamically efficient rooftop luggage compartment is designed for these buses. The performance test is carried out for a scaled-down ISUZU bus model numerically using ANSYS Fluent CFD software and experimentally using wind tunnel testing. The numerical results are validated by an experimental test which is carried out using HM 170 open wind tunnel set-up. According to the numerical result, the modified bus reduced the drag coefficient by 34%, 34.5% and 34%, when compared to the clean roof baseline bus, the baseline bus with roof rack and the loaded baseline bus respectively. Similarly, the drag force is reduced by 12%, 14% and 32% respectively. In addition, the fuel consumption is reduced by 2.15 l/h, 4.17 l/h and 7.24 l/h respectively. It is also found that the numerical results are in good agreement with the experimental results. Overall, the modified bus is found to be more fuel saving and ergonomically better design.
... The results showed that there was a reduction of 28% in drag coefficient when compared with the original model. This reduction in turn increased fuel efficiency by 20% [9]. ...
The improvement of fuel efficiency in intercity/interstate buses is very much essential to enhance the performance of the buses. Various add-on devices are available in the market for this purpose. In this study, the effects of a passive flow control device and rear extension on the reduction of overall drag have been investigated. An actual bus model is designed and CFD analysis is performed on ANSYS Fluent using the k-omega model to find the drag generated by the bus. A boat tail is attached to the rear of the bus to reduce pressure drag. It considerably reduced the large recirculation zone in the wake at the rear end of the bus. Boat tail angles ranging from 12° to 20° and lengths varying from 150 to 2000 mm are analysed. Scaled-down models (1:20) of the bus were manufactured by 3D printing for experimental validation, and smoke tests were performed initially to check the streamlines around the base and modified models, Flow separation occurred between 15° and 18°. Boat tail of length 500 mm, inclined at an angle of 12°, was found to have the perfect balance between drag reduction and practicality. A total drag reduction of 18.64% is obtained on the optimized model.
... In order to handle such large and crucial issues, an appropriate and adaptable technique, such as CFD-based simulation, is required [13]. Fluid property simulation is generally based on the Navier-Stroke equation [13][14][15][16][17][18][19][20][21][22][23][24][25][26] and is assisted by numerical methods-based solutions. The following factors contributed to the selection of this simulation methodology: flexibility at any level, minimal processing time, the user-friendly approach, and the ability to forecast complicated situations. ...
... CFD-based issues rely heavily on numerical integration, which is carried out using the finite volume technique, finite difference method, mesh-less method, finite element approach, and so on [20]. In general, finite volume techniques are utilized everywhere, with the volume integral and surface integral of each mesh element playing a significant role. ...
... The association between specific powers and fuel consumption for the vehicle was discovered through a literature review [30]. After that, the intercity bus's unique fuel consumption through a power relationship was calculated, as seen in Equations (19) and (20). ...
The impacts of conflicting aerodynamic forces and side drifting forces are the primary unstable elements in automobiles. The action of an unstable environment in automobile vehicles increases the chance of an accident occurring. As a result, much study is required to determine how opposing aerodynamic forces and side drifting force affects function, as well as how to deal with them for safe and smooth navigation. In this work, an intercity bus is chosen as a main object, and computational fluid dynamics (CFD) analysis is used to estimate aerodynamic forces on the bus in all major directions. Experimentation is also carried out for validation reasons. CFD findings for a scaled base model and a dimple-loaded model based on experimental results from a subsonic wind tunnel are demonstrated to be correct. The drag forces generated by CFD simulations on test models are carefully compared to the experimental drag findings of same-dimensioned models. The error percentages between the results of these two methods are acquired and the percentages are determined to be within an acceptable range of significant limitations. Following these validations, CATIA is used to create a total of nine distinct models, the first of which is a standard intercity bus, whereas the other eight models are fitted with drag reduction techniques such as dimples, riblets, and fins on the surface of their upper cumulus side. A sophisticated computational tool, ANSYS Fluent 17.2, is used to estimate the comparative assessments of the predictions of aerodynamic force fluctuations on bus models. Finally, dimples on the top and side surfaces of the bus model (DESIGN-I) are proposed as a more efficient model than other models because dimples are a vital component that may lower pressure drag on the bus by 18% in the main flow direction and up to 43% in the sideslip direction. Furthermore, by minimizing the different aerodynamic force sources Citation: Wang, Y.; Raja, V.; Madasamy, S.K.; Padmanaban, S.; AL-bonsrulah, H.A.Z.; Ramaiah, M.; Rajendran, P.; Raji, A.P.; Muzirafuti, A.; Fuzhang, W. Multi-Parametric Investigations on Aerodynamic Force, Aeroacoustic, and Engine Energy Utilizations Based Development of Intercity Bus Associates with Various Drag Reduction Techniques through Advanced Engineering Approaches. Sustainability 2022, 14, 5948.
... When a bus is moving, there is air resistance pushing against wind and the air naturally wants to gush into the bus to equalize pressure [7]. This air pressure is utilized by using a duct that is placed in the optimal location using CFD analysis [8]. Therefore increasing the air supply enhances the breathing ability of the passenger thereby increasing the comfort level [9]. ...
Public transport is the life line in many of the developing and under developed countries for the safe conveyance, i.e. also consider as economical. The major limitation in public transport (non-AC busses) Air Condition, is the lack of proper air circulation leading to suffocation and vomiting. The present research work emphasis on design and analysis of air flow duct system (non AC Busses) to increase the level of comfortance of the passengers, tools like solidworks software 2016 is used for 3D drawing, Hypermesh software 13.0 is for the discretization and ANSYS Fluent software 16.0 for the Computational Fluid Dynamic (CFD) analysis, from the experimental the airflow is found to be 10 m/s, and from the numerical analysis the airflow is found to be 9.8 m/s, by comparing the experimental and numerical results a negligible deviation of 2% is observed and it is within the limit.
... 5 The major work is carried out to improve the easiness of a passenger, reducing the drag force by redesigning the outer surface of a vehicle and to improve the fuel efficiency of the vehicle. [11][12][13][14][15][16][17] Many engineers worked on the design of coach provide comfortable journey with uniform circulation of air by using natural resources. [18][19][20][21] From Figure 1, it is observed that vehicle moving at a speed of 50 km/h, the value of aerodynamic drag (air resistance) is around 0.7 and the value of rolling resistance is around 1. For the vehicle traveling at a speed of 100 km/h, the value of air resistance is 3 and the value of rolling resistance is around 1.2. ...
The main objective of this paper is to reduce the drag force and enhance the uniform airflow inside an existing non‐air‐conditioning bus coach system. The redesigning of an existing bus carried out by considering the forces that reduce the moment of the bus. Modeling and meshing was carried out using solid works and Hypermesh software, respectively. Finally, the problem is simulated using Ansys fluent software and analysis is carried out for different bus models. The noteworthy findings state that the air resistance of the vehicle is found to be 812.74 N and coefficient of drag is 0.67 are less as compared to existing bus model.
... They placed half bus-length in front of the bus to the inlet of the wind tunnel and the outlet was 1.5 times bus-lengths behind the bus. A research conducted by Kanekar et al. [3] on Aerodynamic study of state transport bus using computational fluid dynamics through solving Reynolds-Averaged Naiver-Stokes equation for incompressible turbulent flow and also a model of standard k-ɛ is used. They had taken an Ashok Leyland's "Parivartan" model for the computation of drag coefficient. ...
Continuous rising price and strict regulations of fuel makes the transportation system uneconomical in Bangladesh in the recent years. This research aims to modify the shape of the highway bus frame to improve the fuel economy. Two prototypes of the modified shape named after M_1 and M_2 has been modelled considering the base model of Hino AK1J series highway bus which has been popular in Bangladesh for years. Solidworks was used to create the frame geometry and the flow analysis was done in FLUENT. It was observed that the drag coefficient has been significantly reduced for the modified models. The investigation concludes that the modified aerodynamic shape of the bus frame improved the fuel economy remarkably.
In this article, a theoretical comparative study of modified solar still (MSS) and conventional solar still (CSS) was performed based on the same geometrical, metrological and operating conditions. The MSS consist of a hybrid nanofluid made with 1% volume concentration of hybrid nanoparticles of alumina and copper (Al2O3(0.5%) + Cu(0.5%)) with base fluid (water). The hourly evaporative heat transfer coefficient, yield, accumulated productivity, temperature of the glass, basin, and base fluid with/without hybrid nanoparticles were estimated. Results revealed that the temperature of all components of MSS and CSS achieve their maximum values at 3.00 PM. Moreover, the accumulated productivity for MSS (with hybridnanofluid) increase by 11.6% as compared to CSS(without nanoparticles).KeywordsSolar still
Hybrid nanoparticles
Evaporative heat transfer coefficient
Mathematical modelling
