In the end, the drag coefficient decreased by 19.2%.ĭevelopments in the design of wind turbines with augmentation are advancing around the globe with the goal of generating electricity close to the user in built-up areas. The combination was tested via a true CFD simulation to ensure the result's accuracy. As a result, an optimized combination of the four design variables was obtained and it met the demands: Cd was minimum and Cl was less than zero. Finally, an optimization algorithm was performed. Secondly, after finishing all the CFD simulations, an approximate model was established on the basis of the DOE matrix. Both of them were used as the response variables. Then the morphed model's aerodynamic drag coefficient (Cd) and lift coefficient (Cl) were calculated via CFD software. The baseline model was morphed according to the DOE matrix. The optimization strategy in this paper was: firstly, a DOE (design of experiment) matrix, which contained four design factors and thirty levels was created. In this paper, with the purpose of developing an aerodynamic shape optimization process and realizing its automation, a MIRA reference car model was studied and three commercial softwares were integrated-Altair HyperStudy, HyperMesh and CD-adapco STAR-CCM+. We also hope to reduce the cost during the process, including time and resources. This will help an aerodynamic engineer modify an initial car model more clearly. It's necessary to do some researches on some surface components of a car body to find out which of them may affect aerodynamic drag remarkably. Automobile industry is facing the great challenge of energy conservation and emission reduction.
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