Aerodynamics Analysis and Modification for improved fuel efficiency

and vehicle stability of the ISUZU FSR Bus

By:
Bizuayehu Hailu
Filipos Kefelegn
Advisor: Mr. Adissie T.
A Senior Project Proposal submitted to ATD in Partial Fulfilment of the Requirements for the
Bachelor of Science Degree in Automotive Technology

Menschen Für Menschen

Agro-Technical and Technology College
Automotive Technology Department
Final project proposal

March, 25, 2024

Harar, Ethiopia
Menschen Für Menschen Foundation
Agro-Technical and Technology College
Faculty of Automotive Technology
Senior Final Proposal
Student: ID no Signature
Bizuayehu Hailu _____________ ___________
Filipos Kefelegn ______________ __________

Approved By:
Advisor: ___________________ ____________ ___________
Signature Date
Examiner 1:_________________ _____________ ____________
Signature Date
Examiner 2:_______________ ______________ ___________
Signature Date

ii
Abstract
The recent increase in fuel prices is a headache for all vehicle owners, who are ambitious for
the attractive appearance of their vehicles. Locally built buses, especially the ISUZU FSR bus,
have poor fuel efficiency and overall appearance. In order to do this project using materials like
solid work, Auto cad, and ANSYS Fluent work benches, our project modifies the outer body of
locally built buses to reduce the aerodynamic and lift coefficients to minimize fuel consumption,
improve drive stability, and also make an attractive appearance. These are existing buses,
modified buses without roof racks, and modified buses with roof racks. The locally made bus's
overall dimensions are L*W*H and were provided using CFD software like Ansys Fluent Work
Bench. To see this aerodynamic effect, we use three wind speeds for investigate the flow around
locally built buses to reduce drag force and increase lift force.
Key words: ANSYS Fluent work bench, CFD, ISUZU FSR Bus, Solid work soft wares.

iii
Table of content
Abstract..........................................................................................................................................iii
Acronyms.........................................................................................................................................v
List of Table....................................................................................................................................vi
List of Figure.................................................................................................................................vii
1. Introduction:................................................................................................................................1
1.1 Background............................................................................................................................1
1.2 Computational Fluid Dynamics (CFD)..................................................................................1
1.3 Vehicle Specification.............................................................................................................2
1.4 statements of problems...........................................................................................................2
1.5 objectives...............................................................................................................................3
1.5.1 General object..................................................................................................................3
1.5.2 Specific objective............................................................................................................3
1.6 Scope of study........................................................................................................................3
1.7 Limitation of the study...........................................................................................................3
2. Literature Review........................................................................................................................4
3. Methodology................................................................................................................................7
3.1 Data Collection......................................................................................................................7
3.2 Bus Body Design and Redesign: SolidWorks........................................................................8
3.3 Simulation bus design’s using ANSYS Fluent......................................................................8
4. Budget and Work plane...............................................................................................................9
4.1 Project plane...........................................................................................................................9
4.2 Project budget......................................................................................................................10
Reference.......................................................................................................................................10

iv
Acronyms
CFD
Conventional Fluid
GHG Green House Effect
GDP Gross Domestic Product
UNEP United nations environment program
VIN Vehicle Identification Number

v
List of Table
Table 1: vehicle specification
Table 4.1: Project plane
Table 4.2: Project budget

vi
List of Figure
Figure3.1 Methodology of project
Figure 3.2 project block chain diagram

vii
 Chapter One
1. Introduction:
1.1 Background
Energy waste and environmental pollution are two of the biggest worldwide issues facing all
scientific fields these days, notably engineering. Numerous scholars who examined the
aerodynamic characteristics surrounding large automobiles and made an effort to reduce their
dangerous emissions. So they thought about how to figure out how to get better. The
performance of the vehicle maximize by stream lining the bus body. (Eyad Amen Mohamed,
Muhammad Naeem Radhwi, Ahmed Farouk AbdelGawad, 2015)
In Rio de Janeiro in 1994, Ethiopia ratified the United Nations Framework Convention on
Climate Change. Ethiopia has made an initial communication in accordance with the
convention's responsibilities, and it is attempting to support efforts in the reduction of worldwide
greenhouse gas (GHG) emissions through the encouragement of green economic development. It
is commonly known that reducing the use of fossil fuels is necessary to reduce greenhouse gas
emissions. Ethiopia is so collaborating with the United Nations Environment Program (UNEP)
to enhance vehicle fuel economy by selecting and putting into effect the appropriate policy
package (TECHNOLOGY, 2012)
Isuzu FSR passenger buses are inefficient in term of fuel consumption, thus in order to decrease
the fuel consumption of vehicles, improvement in the aerodynamics of bus shapes will add to the
value. It becomes essential to thoroughly design a vehicle for its aerodynamics, as it directly
relates to the fuel economy and resisting forces, which further this, become a parameter for
mankind to purchase the vehicle. More precisely the reduction of their drag coefficient becomes
one of the main topics of the automotive research. Decreased resistance to forward motion
allows higher speeds for the same power output or lower power output for the same speeds.
Aerodynamics being the aid to form a body shape that maximizes the down force, the negative
lifts and minimizes the drag force that add value for fuel efficiency. (H. Yesfalgn Damissie, N.
Ramesh Babu, 2017)
The aim of this paper is to study the aerodynamic performance of the existing ISUZU FSR bus
and to make modification in order to improve its performance. This is addressed by modeling the
existing and the modified ISUZU FSR Bus by using SOLID WORK and AUTO CAD software.
Then, the physics of fluid flow around the Bus is simulated by using ANSYS Fluent work bench.
The paper's ultimate result is:
 Lowering the amount of diesel used
 reduction of toxic exhaust gas emissions
 Enhanced aerodynamic performance of the ISUZU FSR LOCALLY BUILT Bus.
The essential information about the current car is obtained by direct measurement, interviews
with the driver and body work technicians, as well as some engine and chassis data from the
manufacturer's website, in order to do the numerical analysis of the ISUZU FSR local BUS.
Next, in order to minimize the number of cells and shorten the computation time, the geometry
1
of a scaled-down vehicle is taken into consideration for the analysis based on the outcome. The
truck's geometry is produced with SOLID work, and all analysis and post-processing is carried
out in ANSYS Workbench.
1.2 Computational Fluid Dynamics (CFD)
Computational fluid dynamics or CFD is the analysis of systems involving fluid flow, heat
transfer and associated phenomena such as chemical reactions by means of computer-based
simulation. The technique is very powerful and spans a wide range of industrial and non-
industrial application areas. Some examples are:
 aerodynamics of aircraft and vehicles: lift and drag
 hydrodynamics of ships
 power plant: combustion in internal combustion engines and gas turbines
 Turbo machinery: flows inside rotating passages, diffusers etc.
 Electrical and electronic engineering: cooling of equipment including
microcircuits. (H K Versteeg and W Malalasekera, 2007)
1.3 Vehicle Specification
The dimension which is used to model the bus is obtained from the company’s website and
direct measurement.
Table 1: vehicle specification

Vehicle Specification
VIN NO _______
SPEED _________
ENGINE DISPLACEMENT VOL. ________
NO. CYLINDER _________

OVER ALL DIMENSION L*W*H

1.4 statements of problems

According to a 2022 energy information study, Ethiopia has 91.6% energy independence. This
shows almost all energy sources come from importing from other countries; only 8.4% of energy
comes from biomass and biofuel. At this time, its GDP growth rate is 5.32% per year, and the
total population is also 123 million. The total energy consumption per GDP is 37.0 (2005 =100).
Environmental pollution from CO2 emissions is 0.10t CO2/capita.
Locally built buses, especially the ISUZU FSR bus, have poor fuel efficiency and overall
appearance. On the other hand, reducing its fuel consumption is one of the remedies to solve the
challenge facing our country. As we know, all locally built passenger buses, especially the
ISUZU FSR, have a rectangular frontal shape, almost sharp edges, flat tilt windshield, are not
tapered at the front, rare, and use an unmodified roof rack.

2
There are some locally built bus body garages in Ethiopia, like GOBES, Yutong, and Ethiopia
Engineering Group (EEG), around Bishoftu.
1.5 objectives
1.5.1 General object
The general objective of this thesis is to modify the numerical body shape of locally built
passenger buses for aerodynamic reduction, especially on the ISUZU FSR.
1.5.2 Specific objective
The specific objectives of this thesis work include:
 Study the existing problem of the vehicle
 Model the existing bus using SolidWork and analyze its aerodynamic performance using
ANSYS
 Design the modify model
 Model the modified bus and analyze its aerodynamic performance
 Validate the result and energy saving
1.6 Significance of the study
The main target of the project is:
 To reduce fuel consumption
 Improve vehicle stability.
 To provide or to create an attractive vehicle appearance
 To reduce environmental pollution
 To satisfy the economic aspect of the social
1.7 Scope of study
This thesis can be made experimentally and numerically. But there are no experimental
aerodynamic drag coefficient testing materials, like wind tunnel aerodynamic drag coefficient
testing machines, in our college. So we want to analyze it only numerically by using different
modeling and conventional fluid dynamics (CFD) analysis software. The essential information
about the current car is obtained by direct measurement, interviews with the driver and
bodywork technicians, as well as some engine and chassis data from the manufacturer's website,
in order to do the numerical analysis of the ISUZU FSR local BUS. Next, in order to minimize
the number of cells and shorten the computation time, the geometry of a scaled-down vehicle is
taken into consideration for the analysis based on the outcome. The truck's geometry is produced
with SOLID work, and all analysis and post-processing are carried out in ANSYS Workbench.
Finally, to compare and contrast the fuel consumption of existing and modified ISUZU FSR
buses.
1.8 Limitation of the study
In order to do this thesis, the main limitation may be that there is no locally built bus body garage
or professional technicians in our environment. We do not have as much as a high-performance
personal computer to create a finer mesh and get an accurate result. This does not mean our

3
project is not accurate, but we meant that if there is a high-performance computer, its accuracy
will also increase.

Chapter Two

2. Literature Review
2.1 Aerodynamic effect on vehicles
Aerodynamics plays a crucial role in the design and development of various vehicles, including
passenger and commercial road vehicles, race cars, trains, and air vehicles. Initially, the focus of
vehicle aerodynamics was on improving fuel economy and speed by reducing drag and
enhancing occupant safety and comfort through minimizing aerodynamic instability. However,
with the advancements in high-speed transportation infrastructure, considerations such as
aeroacoustics and wind noise control became important aspects of vehicle aerodynamic design.
These factors are particularly crucial for passenger and commercial vehicles.
In summary, aerodynamics is a fundamental aspect of vehicle design, with drag reduction and
wind noise control being essential for passenger and commercial vehicles, while the creation of
aerodynamic downforce is critical for race cars and high-performance vehicles. Furthermore, the

4
concept of platooning has emerged to enhance fuel economy, and drafting is utilized in racing to
achieve higher speeds. Prof. Dr. Mesbah Uddin Recent Advances in Vehicle Aerodynamics 2019
https://mdpi-res.com/d_attachment/zips/fluids/aerodynamics_aeroacoustics_vehicles_papers.zip

2.2 Aerodynamic forces

Aerodynamic force has two main causes: the normal force, which is a result of the pressure on
the body's surface, and the shear force, also known as skin friction, which is caused by the
viscosity of the gas. The normal force acts perpendicular to the surface, while the shear force acts
parallel to it. Both forces are localized, and the net aerodynamic force on the body is the sum of
the integrated pressure and shear forces over the body's exposed area.
When an airfoil moves through the air, it generates an aerodynamic force determined by the
relative motion velocity and the angle of attack. This force can be separated into two
components: drag, which acts parallel to the direction of motion, and lift, which acts
perpendicular to the direction of motion. Additionally, the body may experience an aerodynamic
moment.
The force generated by propellers and jet engines is referred to as thrust and is also considered an
aerodynamic force since it acts on the surrounding air. In the case of a powered airplane, the
aerodynamic force is commonly represented by three vectors: thrust, lift, and drag. It is
important to note that the weight of an aircraft during flight is not considered an aerodynamic
force but rather a body force.
In summary, aerodynamic force is the result of the interaction between a body and the gas it is
immersed in. It includes the normal force due to pressure, the shear force due to viscosity, and
can be separated into drag and lift components. Additionally, thrust is an aerodynamic force
generated by engines, while the weight of an aircraft is a separate body force. Clancy, L.J. (1978).
Aerodynamics. New York: Wiley

2.3 Aerodynamic effect on Bus

Buses are inefficient fuel consumers, so improving the aerodynamics of bus shapes will be
beneficial in reducing vehicle fuel consumption. Because aerodynamics directly affects fuel
efficiency and resisting forces, which further become requirements for human purchase, it
becomes imperative to carefully design a vehicle with aerodynamics in mind. More specifically,
lowering their drag coefficient turns into a major focus of automobile research. Higher speeds for
the same power output or lower power output for the same speeds are made possible by less
resistance to forward motion. Aerodynamics is the tool used to help construct a body shape that
minimizes the force opposing forward motion and drag forces while maximizing down force and
negative lifts. The bus's aerodynamic design lowers drag force, increasing fuel efficiency.
Demsse y

5
2.4 Methods of body modification
Literature Review: Drag reduction of a bus model by passive flow canal
The aerodynamic performance of vehicles significantly impacts fuel consumption, emissions,
and overall efficiency. Researchers continually explore innovative methods to reduce drag and
enhance vehicle design. In this context, the study focuses on a 1/33 scale bus model and
investigates the effects of passive flow control techniques. Passive flow control methods aim to
modify the flow behavior around a vehicle without requiring active adjustments. The study
introduces passive air canals to enhance aerodynamic performance. These canals are strategically
placed on the bus model. Reynolds numbers ranging from 3.8x105 to 7.9x105 were considered.
Geometric similarity was achieved by 3D-printing the model bus based on scanned dimensions.
Reynolds number independence ensured dynamic similarity. The rate of blockage (6.81%) for
kinematic similarity was lower than the accepted literature rate. Fluent® software was used for
flow analysis around the model bus. Numerical results aligned with wind tunnel findings. The
aerodynamic improvements obtained through passive flow control could lead to a 2-6%
reduction in fuel consumption at high vehicle speeds. This study highlights the effectiveness of
passive flow control methods in reducing drag and improving vehicle efficiency. Implementing
such techniques can contribute to energy savings, reduced emissions, and enhanced vehicle
performance. In our project we aim to modify specific buss and we tend to analysis only in active
flow.
Literature Review: The determination of effect of windshield inclination angle on
drag coefficient of a bus model by CFD method
The aerodynamic performance of vehicles significantly impacts fuel efficiency, emissions, and
overall vehicle design. In this study, the focus is on a 1/64 scale bus model, and the effect of
windshield inclination angles on aerodynamic drag is investigated using Computational Fluid
Dynamics (CFD) methods. Bus Models, four different windshield inclination angles (α=0˚,
α=15˚, α=30˚, α=45˚) were considered. Simulations were performed at various free flow
velocities (15 m/s, 20 m/s, 25 m/s, and 30 m/s) within the Reynolds number range of 173,000 to
346,000 using Fluent® software. A 1/64 scaled licensed model bus was used to ensure geometric
similarity. The kinematic similarity was achieved with a blockage rate of 3.39%. Aerodynamic
Drag Coefficients (CD) Model 1 (α=0˚): CD = 0.759, Model 2 (α=15˚): CD = 0.731, Model 3
(α=30˚): CD = 0.683, Model 4 (α=45˚): CD = 0.623. Drag reduction Model 4 (α=45˚) showed
significant improvements by 17.92% reduction compared to Model 1 (α=0˚), by 14.84%
reduction compared to Model 2 (α=15˚), by 8.76% reduction compared to Model 3 (α=30˚).
Increasing the windshield angle by 1 degree resulted in a 0.4% drag reduction. Windshield
inclination angle plays a crucial role in determining drag forces on buses. The pressure-friction-
based distribution of total drag was identified. Flow visualizations provided insights into the flow
structure around the bus models. In summary, optimizing windshield inclination angles can lead
to substantial aerodynamic improvements, contributing to fuel savings and reduced
environmental impact. But we want to make overall modifications on the bus as much as it helps

6
to reduce drag coefficient not only that we want to increase lift force too. (Cihan Bayındırlı1 *,
Mehmet Çelik2, 2020)

Literature Review: Shape modification of Ahmed body to reduce drag coefficient and
determination of turbulence model
The aerodynamic performance of vehicles significantly impacts fuel efficiency, emissions, and
overall vehicle design. In this study, the focus is on the Ahmed body, a generic automobile
model. The goal is to determine an appropriate turbulence model and reduce the drag coefficient
by modifying the body shape. Computational Fluid Dynamics (CFD) Analysis Various
turbulence models are employed Spalart-Allmaras, Shear Stress Transport (SST) k-ω, Standard
k-ε, Realizable k-ε, Re-Normalization Group (RNG) k-ε. The results are compared with available
experimental data from the literature. The RNG k-ε turbulence model demonstrates superior
performance compared to other models. The upper region of the model’s sides is rounded by
applying a fixed blend radius of 25 mm. A smooth surface enhances aerodynamic performance.
CFD analysis is repeated for the modified model. Drag coefficient value reduces by
approximately 6%. Rounding Both Upper Sides and Rear Underside a fixed blend radius is
applied to both upper sides and the rear underside of the body. Additionally, chamfers with a 50
mm radius are applied to the rear sides. The drag coefficient reduction level is approximately the
same as in the first modified model. These visualizations illustrate the effects of baseline and
modified bodies. In summary, optimizing turbulence models and shape modifications can lead to
significant aerodynamic improvements, resulting in reduced drag coefficients and improved
vehicle performance. But we only plan for CFD analysis, we don’t do comparison plus we are
working on the ISUZU FSR buss modification. (Şumnu, 2021)

Literature Review: The experimentally and numerically determination of the drag

Coefficient of a bus model
The aerodynamic drag coefficient significantly impacts vehicle performance, fuel efficiency, and
emissions. In this study, researchers investigate the drag coefficient of a 1/33 scaled bus model
using both experimental wind tunnel tests and numerical simulations. The bus model was tested
at 6 different free flow velocities. Reynolds numbers ranged from 382,866 to 792,900. Three
similar conditions were maintained. A 1/40 scaled wind tunnel ensured geometric similarity. The
aerodynamic drag coefficient (CD) was experimentally determined as 0.633. Numerical flow
analysis was performed using Fluent®. The results were compared with wind tunnel data. The
drag coefficient of the bus model was calculated as 0.645 with a 1.81% error margin. The study
validates experimental results through numerical simulations. The drag coefficient reduction
achieved by modifying the bus model’s shape can lead to improved fuel efficiency and overall
vehicle performance. In summary, optimizing aerodynamics through wind tunnel experiments
and numerical simulations is crucial for enhancing vehicle design and reducing energy

7
consumption. We are planning to test our model with minimum and maximum velocities, and we
are not doing the experiment test on the model. (Cihan Bayındırlı1*, Mehmet Çelik1, 2018)

Literature Review: A Comprehensive Understanding of Airflow in Non-Air-conditioned Bus

Coaching System
Buses play a crucial role in India’s transportation system, emphasizing passenger safety during
travel. This literature review explores various parameters aimed at enhancing vehicle design,
safety, fuel efficiency, and reducing drag. The study integrates outcomes from Computational
Fluid Dynamics (CFD) investigations, aerodynamic tests, and numerical analyses. Researchers
investigate shape modifications to reduce drag forces. Consideration of window openings and
closures (including combinations) impacts cooling air circulation inside the bus. Ensuring safe
travel is paramount. Vehicle design and structural features contribute to passenger well-being.
Eco-Friendly Design, by upgrading existing bus models, fuel efficiency can be improved.
Understanding external conditions (temperature, wind) is essential for optimizing fuel
consumption. Numerical simulations provide insights into aerodynamics and drag reduction.
Experimental results validate numerical analyses. Proper ventilation design affects cooling air
circulation. Enhancing vehicle design, safety, and fuel efficiency requires a holistic approach. By
addressing aerodynamics, ventilation, and passenger well-being, buses can operate more
efficiently and contribute to environmental sustainability. We are planning to meet the best fuel
economy to reduce its drag resistance. (Niranjana S J, Shivalingapa S Kubsad, Ravichandran G,
Santhosh N, 2020)

Literature Review: NUMERICAL DRAG REDUCTION OF A GROUND VEHICLE BY

NACA2415 AIRFOIL STRUCTURED VORTEX GENERATOR AND SPOILER
The automotive industry continually seeks innovative ways to enhance vehicle performance, fuel
efficiency, and drivability. Computational Fluid Dynamics (CFD) provides valuable insights into
flow structures around vehicles, allowing drag reduction investigations without physical
prototypes. In this study, researchers focus on a 1/15 scale minibus model and explore drag
reduction techniques using NACA 2415 airfoil structured vortex generators and a front spoiler.
NACA 2415 Airfoil Structured Vortex Generator, The original aim is to minimize drag forces.
Implementation leads to a 10.94% reduction in the drag coefficient (CD) for the model minibus.
Front Spoiler, designed specifically for drag reduction. Achieves a total drag reduction of
22.59%. The combined effect of vortex generators and the front spoiler results in a 6-12%
reduction in fuel consumption at high vehicle speeds. Employing aerodynamic enhancements
such as vortex generators and spoilers significantly contributes to improved vehicle efficiency.
These findings underscore the importance of drag reduction strategies in achieving energy
savings and environmental sustainability we are going to do on the ISUZU FSR buss model
shape modification to get reduction drag force also we want to increase the lift force. (Cihan,
2019)

8
Literature Review: Review of Research on Vehicles Aerodynamic Drag Reduction Methods
With rising fuel prices and environmental concerns, automotive engineers face the urgent task of
designing more efficient vehicles. Aerodynamic drag significantly impacts fuel consumption,
accounting for up to 50% of total energy usage at highway speeds. This review focuses on active
and passive flow control methods to reduce pressure drag in ground vehicles. Passive Flow;
Control Vortex Generators (VG), Spoilers, and Splitters. These devices modify airflow around
the vehicle. VGs enhance aerodynamic performance without altering the vehicle’s shape.
Spoilers and splitters disrupt flow separation at the rear end. Active Flow Control; Steady
Blowing, Suction, and Air Jets. These methods dynamically manipulate airflow. Active flow
control offers flexibility across various applications. Researchers investigated the effects of
active and passive methods on CD. Progressive research on active flow control demonstrates its
versatility without body shape modification. Further investigation is needed to optimize
aerodynamic drag reduction. Practical considerations play a crucial role in vehicle design. In
summary, combining active and passive flow control techniques can lead to substantial
improvements in vehicle efficiency and environmental impact. But we are only planning for the
active flow control methods with some body shape modification. (Mohd Nizam Sudin, Mohd
Azman Abdullah,Shamsul Anuar Shamsuddin, , Faiz Redza Ramli, , Musthafah Mohd Tahir,
2014)

Literature Review: Effect of Side Taper on Aerodynamics Drag of a Simple Body Shape with
Diffuser and without Diffuser
Efficient aerodynamics play a crucial role in improving vehicle performance, fuel economy, and
environmental impact. Among various techniques, side tapering (or boat-tailing) stands out as a
method to reduce drag. In this review, we explore the effects of side tapering on a hatchback-like
vehicle shape, considering both diffuser angles and boat-tailing. Hatchback Model a relevant car-
like shape with a 10° diffuser angle is utilized. Digital modifications introduce side tapering to
the model. Restricting boat-tailing to the sides of the vehicle. An unexpected behavior occurs
when removing the diffuser from the base model, resulting in drag reduction. Optimal tapering
angles are reported for both cases (with and without diffuser). Detailed post-processing examines
wake behavior and parameter variations across different analysis cases. In summary, side
tapering and boat-tailing techniques offer promising avenues for reducing aerodynamic drag in
ground vehicles, leading to improved efficiency and performance. We use rear tapering on the
bus in order to increase fuel economy and to meet the airfoil flow. (Palaskar, 2016)

The above literatures tell on the different type of buses and we are planning to work on the
ISUZU FSR bus. By using software’s like, SolidWork and Ansys fluent work bench to modify
bus body design in order to reduce the drag coefficient and increase lift coefficient.

9
 Chapter Three

3. Methodology
3.1 Data Collection
Methodology for making ISUZU FSR bus modifications using SolidWorks and performing
Computational Fluid Dynamics (CFD) analysis on ANSYS fluent. The step can help enhance bus
design, optimize performance, and improve fuel efficiency. Begin by understanding the existing
design of the ISUZU FSR bus. This includes collecting data on dimensions, shape, and other
relevant parameters. And Use SolidWorks to create a 3D model of the bus based on the available
information. Ensure accuracy in representing the bus geometry. Analyze the bus’s frontal body
shape and identify regions with high aerodynamic drag. These areas contribute significantly to
fuel consumption. Considering the factors such as the bus’s windshield, side mirrors, wheel
arches, and other protruding features. Modifying the bus’s frontal shape to reduce drag. This can
involve curving the windshield to minimize air resistance, Smoothing out sharp edges and
corners.

Literature Review

Data Collection

Modelling on SolidWork &

AutoCAD
Simulation on Ansys fluent

Result Discution

Figure3.1 Methodology of project

10
3.2 Bus Body Design and Redesign: SolidWorks
Software: by using 3D modeling software such as SolidWorks to create a detailed model of the
existing bus body structure.
Original Design Assessment: Begin by understanding the existing design of the ISUZU FSR bus.
This includes collecting data on dimensions, shape, and other relevant parameters. Analyze the
original bus body design, considering factors like overall dimensions. Measure the bus’s length,
width, height, and wheelbase.
Redesign Parameters: When redesigning the bus’s exterior shape to minimize drag, considering
the following parameters and streamlined features: -
 Instead of a flat roof, a gently curved roof. Curvature to reduce air resistance.
 Taper the roof towards the rear to streamline airflow.
 Avoid sharp edges or protrusions. Smooth side panels reduce turbulence.
 Design the sides with a slight inward curvature to guide airflow around the bus.
 Taper the rear to minimize the wake region.
 Round the edges of the front grille and headlights.

3.3 Simulation bus design’s using ANSYS Fluent

ANSYS Fluent provides powerful tools for fluid dynamics simulations, and ANSYS Workbench
integrates various modules for a comprehensive design and analysis workflow. For making bus
designs using ANSYS Fluent within the ANSYS Workbench environment. This combination
allows for comprehensive simulation and analysis of fluid flow. The objectives of software to Set
up and solve a three-dimensional turbulent fluid-flow.
Using these steps:
 Preparation of the models of the bus
 Creating a FLUENT Fluid Flow Analysis System in ANSYS Workbench
 Uploading the Geometry in ANSYS Design Modeler
 Generating the Computational Mesh
 Setting Up the CFD Simulation in ANSYS Fluent
 Comparing Results of the model.

11
 Dimension Modelling SolidWork

Ansys

Numerical analysis

Figure 3.2 project block chain diagram

12
 Chapter Four

4. Budget and Work plane

4.1 Project plane
It includes a draft time line from start to finish.
Table 4.1: Project plane
March April May
Activity Wee Wee Wee Wee Wee Wee Wee Wee Wee Wee Wee
k1 k2 k3 k4 k1 k2 k3 k4 k1 k2 k3
Proposal
submissio
n
Literature
review
Data
collection
Modeling
Simulatio
n test
Result
discussion
Paper
writing
Thesis
submissio
n

4.2 Project budget

Table 4.2: Project budget
Budget category
Location Unit Price(Birr) Total
Transportation Starting Destination 2 200 400
MFM
Stationary 70 700 700
Others 500 500
1600

13
Reference
Bayındırlı, C. (2019). Drag reduction of a bus model by passive flow canal. International
Journal of Energy Applications and.
Cihan Bayındırlı1 *, Mehmet Çelik2. (2020, June 2). The determination of effect of windshield
ınclination angle on drag coefficient of a bus model by CFD method. (P. M. ciniviz, Ed.)
International Journal of Automotive Engineering and Technologies.
Cihan Bayındırlı1*, Mehmet Çelik1. (2018, octeber 18). (P. m. ciniviz, Ed.) International
Journal of Automotive Engineering and Technologies.
Cihan, B. (2019, february 25). NUMERICAL DRAG REDUCTION OF A GROUND VEHICLE
BY NACA2415 AIRFOIL STRUCTURED VORTEX GENERATOR AND SPOILER.
International Journal of Automotive Technology, 20.
Eyad Amen Mohamed, Muhammad Naeem Radhwi, Ahmed Farouk AbdelGawad. (2015).
Computational Investigation of Aerodynamic characterstics and drareduction of a bus
model. American Journal of Aerospace Engineering., 2( Hands-on Learning Technique
for Multidisciplinary Engineering Education.).
H K Versteeg and W Malalasekera. (2007). An Introduction to Computational Fluid Dynamics
(second ed., Vol. INFINIT METHOD). england: pearson education Limited.
H. Yesfalgn Damissie, N. Ramesh Babu. (2017, November). Aerodynamic Drag Reduction on
Locally Built Bus body with computational fluid dynamics (CFD) Acase study at
Bishoftu Auotomotive Industry. International Journal of Engineering Research &
Technology (IJERT), 6(11).
Mohd Nizam Sudin, Mohd Azman Abdullah,Shamsul Anuar Shamsuddin, , Faiz Redza Ramli, ,
Musthafah Mohd Tahir. (2014, April). Review of Research on Vehicles Aerodynamic
Drag Reduction Methods. International Journal of Mechanical & Mechatronics
Engineering IJMME-IJENS , 14.
Niranjana S J, Shivalingapa S Kubsad, Ravichandran G, Santhosh N. (2020, February). A
Comprehensive Understanding of Airflow in Non-Air-conditioned Bus Coaching System.
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