Modelling and Simulating the Effect of Sunlight Heat on Front Bumper

In this speeding modern world, it became a necessity to have at least one car for every family. There often comes the time when the car has to be parked in an open area due to space or parking unavailability. During daytime, the sunlight heat causes the car’s exterior parts to get heated. Especially the summer heat in India is unbearable. The temperature rises too high that the stationery car’s exterior parts can reach the temperature of 90°C (Considering the car is stationery for over a period of time). The parts of the car that are exposed to sunlight heat are Hood, Front and rear bumper, Doors and Roof area. Out of all the exterior parts, Bumper is plastic and it is the most important when it comes to style and safety. In this research the effect of Sunlight heat on Front bumper is studied. The problems associated with sunlight heat on Front bumper are; the front bumper goes out of its original shape, disturbs the Clearance (Gaps) and fitting with surrounding parts, if the surrounding parts are too stiff the Front bumper itself undergoes high deformation and high internal stresses will be developed at the mating regions. In this research the FE modeling of Front bumper is done using ANSA software, the sunlight heat effect is simulated using ABAQUS solver. From the simulation results, there is 5.86mm deformation observed on Front bumper, and at the mating regions (The region where Front bumper is surrounded by other parts like Head lamp, Hood, Wheel arch) there is a displacement of 3.39mm (maximum clearance maintained at mating regions is 3mm). Several countermeasures were studied and the best way to avoid the deformation is adding Honey-comb ribs, stiffeners at the mating regions.

Investigation of Wheelhouse Flow Interaction and the Influence of Lateral Wheel Displacement

The aim of this research was to improve the understanding of the complex flow featuresfound around a wheel and wheelhouse and to examine how the lateral displacement of the wheelaffects these features and the production of exhibited pressures and forces. A bespoke rotatingwheel rig and accompanying wheelhouse with a fully-pressure-tapped wheel arch was designedand manufactured at Loughborough University. Wind tunnel tests were performed where force andpressure measurements and Particle Image Velocimetry (PIV) data were obtained. The experimentaldata was used to validate unsteady CFD predictions where a k-! SST Improved Delayed DetachedEddy Simulation (IDDES) turbulence model was used in STAR-CCM+ (10.04.009, Siemens). The CFDshowed good agreement with all trends of the experimental results providing a validated numericalmethodology. For both methodologies, a lower amount of wheelhouse drag was found generatedwhen the wheel was rotating. However, the CFD showed that whilst this was the case, totalconfiguration drag had increased. This was attributed to an increase of the wheel and axle drag,illustrated by the change in separation over the wheel itself when located within a wheelhouseand so overcompensating the reduction in body and stand drag. Differences in vortex locationswhen comparing to previously-attained results were due to differences in housing geometry, suchas blockage in the cavity or housing dimensions. Experimental and computational results showedthat up until a 10 mm displacement outboard of the housing, overall drag decreased. The reductionin housing drag was credited to a reduction in the size of outboard longitudinal vortex structures.This led to the lateral width of the shear layer across the housing side being narrower. Overall, thisstudy identified that there were potential benefits to be gained when offsetting a wheel outboard ofthe longitudinal edge of a model housing.

A novel approach for road surface wetness detection with planar capacitive sensors

This paper presents a novel approach for detecting road surface wetness with planar capacitive sensors on the wheel arch liner of a motor vehicle. For this purpose, various design parameters of interdigital electrodes are studied by means of the finite element method (FEM). A suitable design for the detection of whirled-up water is proposed, which is manufactured on a flexible printed circuit board (PCB) and investigated in an experimental study. A test bench is built for that purpose, which includes a motor vehicle's front wheel arch liner and can simulate realistic road surface wetness conditions. Experimental results show the possibility of distinguishing between different road wetness conditions and confirm that a static wetting of the wheel arch liner can be detected. Finally, an application-specific sensor system is proposed, which is validated by experiments on a test bench and is integrated into a vehicle. Field test results show the feasibility of detecting different road wetness levels and demonstrate the potential of the presented approach.

Road wetness quantification via tyre spray

Road wetness can lead to a significant loss in tyre traction. Although a driver can easily distinguish between dry and wet roads, the thickness of a water film on the road (wetness) and its impact on the vehicle dynamics are more difficult for a driver to classify. Furthermore, autonomous vehicles also need a graded classification of road conditions. There are known sensors, which are able to classify road conditions, but these are either not able to quantify the road wetness or are not suitable for mass production. Therefore, this work analyses a method to measure the road wetness by analysing tyre spray with plain acceleration sensors at positions like wheel arch liner or side skirt. It discusses influences of vehicle speed, road wetness, tyres, road structure and sensor positioning. The results show that a quantification of road wetness is possible, but it relies on the sum of all boundary conditions.

The modern view of the contact of body pedestrian with cars wheel in case of accident

Therefore, the aim of this study − was to perform what specific variants of human injury wheel of a moving vehicle is encountered in the modern practice of forensic expertise than they are, and how they can be classified on the basis of the practical needs of a forensic medical expert. Material and methods: To achieve the research objectives investigated the circumstances of the receipt and morphology of injuries in casualties in the case of contact of a body with wheels of a vehicle, (71 during the period from 2010 to 2015, according to the materials of the Odessa regional Bureau of a forensic medical examination).Conclusions:1. Rolling a wheel of the vehicle through the body of the victim can take place not only in finding the victim lying on the roadway, but subject to finding it in a vertical or close to it position. While injured, as a rule, the foot feet of the victim.2. In addition to the rolling wheel through the lower limb of the victim can take place still at least 2 options of injury to the victim the wheel of a car:− as a result of contact of the tibia of the injured between the moving wheel and the wheel arch of the vehicle;− as a result of hitting the wheel of a car at the lower extremities of the victim. Such an attack can be combined withfriction of the extremities of the wheel of the vehicle and not be accompanied by compression of the limb between the rotatingwheel and other subjects (especially the road surface).3. It seems that this type of car injury better not be called «moving wheel» and injury as a result of human contact with the wheel (wheels) of the vehicle.

Solid particle erosion protection for the BLOODHOUND SSC front wheel arches

BLOODHOUND SSC is a World Land Speed Record Vehicle designed to travel at speeds of up to 1050 mph (469 m·s−1), with the lower chassis and suspension extremely close to the ground. The shockwave from the nose of the car is expected to fluidise the desert surface of the track in Hakskeen Pan, South Africa. Sacrificial materials must be added to the exterior of the car to limit erosive wear. An open loop gas blast erosion rig was used to test materials at velocities predicted by computational fluid dynamics in the front wheel arches, an area highlighted by the BLOODHOUND SSC engineers as requiring extensive protection. Tests of potential erosion protection materials were performed at 15° and 90° Impact angle using alumina as a substitute for Hakskeen Pan soil. Testing resulted in the use of a 2-mm thick Kevlar 49 laminate and 1.2 mm thick titanium Ti 15 V-3Cr-3Sn-3Al sheet for the wheel arch liner, with titanium Ti 6Al-4V used for the wheel arch lip. The erodent mass flow rate for the application was an unknown variable during testing; the test rig used a specific erodent mass flow rate of approximately 300 kg·m−2·s−1. Depending on in-service erosion rates, the titanium liner may be replaced with either a more durable liner made from Stellite 6B or a less dense liner made from aluminium Al 6082-T6.