Characterization of the Unsteady Wake Aerodynamics for an Industry Relevant Road Vehicle Geometry Using LES
Authors: Hesse Faron , Morgans Aimee S. 
Published: February 2023

AbstractA wall-resolved large eddy simulation (WRLES) study of the flow around a 15% scale model of the Nissan NDP, an electric concept vehicle developed by Nissan, at $$Re_H=100{,}000$$

R

e
H

=
100
,
000

is presented. First, wake asymmetries and the associated possibility of wake bimodality occurring are investigated by comparing the flow fields around “squareback” and cavity variants of the Nissan NDP. It is highlighted that there is no noteworthy long-term wake asymmetry in the spanwise direction for both configurations and that there is, instead, symmetric spanwise vortex shedding, as highlighted through the use of proper orthogonal decomposition (POD) post-processing. One can, therefore, exclude the existence of classical wake bimodality in the spanwise direction that has been observed for the Ahmed body. However, the wake does explore the vehicle’s rear space in the spanwise direction rapidly over non-dimensional time intervals of $${\mathcal {O}}(10)$$

O
(
10
)

. Meanwhile, there is a strong wake tilt in the vertical direction due to the presence of a ground, the vehicle geometry’s vertical asymmetry, and the detachment of a powerful hairpin vortex from the vehicle’s roof. When looking at POD of the flow field in a vertical plane, asymmetric vortex shedding, similar to that observed for the Ahmed body by Hesse and Morgans (2021) in the spanwise plane, is found. This suggests that wake bimodality in the vertical direction could occur for the Nissan NDP—the presented results are not conclusive, as the provided non-dimensional simulation duration of $$t^* \sim 60$$

t
∗

∼
60

is insufficient for the bimodal phenomenon that occurs at $$t^* \sim 1000$$

t
∗

∼
1000

. Additionally, the discernible impact of having a cavity at the rear of the NDP is to allow the wake to explore a larger vehicle base space (i.e. the wake is able to move more freely). This, coupled to a 5% reduction in rear base area, translates to a drag reduction compared to the “squareback” variant of 13.6%. Second, in a more qualitative analysis of simulation results, the effect of using a moving ground in simulation as compared to a stationary ground is assessed. This is only done for the cavity variant of the Nissan NDP. It is found that, for this vehicle geometry, a stationary ground is associated with the occurrence of low pressure clockwise rotating (when looking into the page of the vertical plane) vortices near the ground caused by the flow deceleration just aft of the vehicle base, where the flow moves from the vehicle under-body toward the wake’s far-field region. The consequence of this flow phenomenon is to simulate a 3.3% higher drag value with the stationary ground simulation as compared to the moving ground simulation. Thus, although the moving ground should be more representative of the real-world, the stationary ground simulation is more conservative in aerodynamic terms and should be used if developing the NDP vehicle completely digitally using a virtual twin. By over-design, the stationary ground variant namely ensures that the drag key performance indicator (KPI) is met.