Drag and lift coefficients were also monitored up to two significant figure precision. Simulations were run until reaching pressure residual of 0.001 and residuals of 0.0001 for the rest. The geometry of the wheels is to complex as to consider the rotating walls approach acceptable, and too simple to implement MRF. No kind of rotation was imposed on the wheels, as this additional pre-processing on the geometry. A velocity inlet (35 m/s) at the inlet of the virtual wind tunnel and a pressure outlet at the exit a symmetry plane a moving floor (also 35 m/s) a slip wall for the side and top of the tunnel and a no-slip wall on the car. Six different boundary conditions were defined for this case. This values for k and ω were estimated using the turbulence online tools from CFD Online considering a low turbulence case. As initial conditions, we have a uniform velocity of 35 m/s (126 km/s), turbulence kinetic energy k of 0.0459375 m 2/s 2, and specific turbulence dissipation ratio ω of 0.80575 /s.
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