Due to the rise in awareness of global warming, many attempts to increase efficiency in the automotive industry are becoming prevalent. Design optimization can be used to increase the efficiency of electric vehicles by reducing aerodynamic drag and lift. The main focus of this paper is to analyse and optimise the aerodynamic characteristics of an electric vehicle to improve efficiency of using computational fluid dynamics modelling. Multiple part modifications were used to improve the drag and lift of the electric hatchback, testing various designs and dimensions. The numerical model of the study was validated using previous experimental results obtained from the literature. Simulation results are analysed in detail, including velocity magnitude, drag coefficient, drag force and lift coefficient. The modifications achieved in this research succeeded in reducing drag and were validated through some appropriate sources. The final model has been assembled with all modifications and is represented in this research. The results show that the base model attained an aerodynamic drag coefficient of 0.464, while the final design achieved a reasonably better overall performance by recording a 10% reduction in the drag coefficient. Moreover, within individual comparison with the final model, the second model with front spitter had an insignificant improvement, limited to 1.17%, compared with 11.18% when the rear diffuser was involved separately. In addition, the lift coefficient was significantly reduced to 73%, providing better stabilities and accounting for the safety measurements, especially at high velocity. The prediction of the airflow improvement was visualised, including the pathline contours consistent with the solutions. These research results provide a considerable transformation in the transportation field and help reduce fuel expenses and global emissions.

The field of computational fluid dynamics has been rekindled by recent researchers to unleash this powerful tool to predict the ejector design, as well as to analyse and improve its performance. In this paper, CFD simulation was conducted to model a 2-D axisymmetric supersonic ejector using NIST real gas model integrated in ANSYS Fluent to probe the physical insight and consistent with accurate solutions. HFOs (1234ze(E) and 1234yf) were used as working fluids for their promising alternatives, low global warming potential (GWP), and adhering to EU Council regulations. The impact of different operating conditions, performance maps, and the Pareto frontier performance approach were investigated. The expansion ratio of both refrigerants has been accomplished in linear relationship using their critical compression ratio within ±0.30% accuracy. The results show that R1234yf achieved reasonably better overall performance than R1234ze(E). Generally, by increasing the primary flow inlet saturation temperature and pressure, the entrainment ratio will be lower, and this allows for a higher critical operating back pressure. Moreover, it was found out that increasing the degree of superheat for inlet primary flow by 25 K improved the entrainment ratio by almost 20.70% for R1234yf. Conversely, increasing the degree of superheat to the inlet secondary flow has a relativity negative impact on the performance. The maximum overall ejector efficiency reached was 0.372 and 0.364 for R1234yf and R1234ze(E) respectively. Comparing the results using ideal gas model, the ejector entrainment ratio was overestimated up to 50.26% for R1234yf and 25.66% for R1234ze(E) higher than using real gas model.

The steam ejector is valuable and efficient in the fire suppression field due to its strong fluid-carrying capacity and mixing ability. It utilizes pressurized steam droplets generated at the exit to extinguish the fire quickly and the steam droplet strategy allows for an expressive decrease in water consumption. In this regard, the fire suppression process is influenced by the steam ejector efficiency, the performance of the pressurized steam, and the ejector core geometry, which controls the quality of the extinguishing mechanisms. This study investigated the impact of different mixing section diameters on the pumping performance of the ejector. The results showed that change in the diffuser throat diameter was susceptible to the entrainment ratio, which significantly increased, by 4 mm, by increasing the throat diameter of the diffuser and improved the pumping efficiency. Still, the critical back pressure of the ejector reduced. In addition, the diameter effect was studied and analyzed to evaluate the ejector performance under different operating parameters. The results revealed a rise in the entrainment ratio, then it diminished with increasing primary fluid pressure. The highest entrainment ratio recorded was 0.5 when the pressure reached 0.36 MPa at the critical range of back pressure, where the entrainment ratio remained constant until a certain back pressure value. Exceeding the critical pressure by increasing the back pressure to 7000 Pa permitted the entrainment ratio to reduce to zero. An optimum constant diameter maximized the ejector pumping efficiency under certain operating parameters. In actual design and production, it is necessary to consider both the exhaust efficiency and the ultimate exhaust capacity of the ejector.

As we move away from internal combustion engines to tackle climate change, the importance of hydrogen-powered vehicles and polymer electrolyte membrane fuel cell (PEMFC) technology has dramatically increased. In the present study, we aimed to determine the optimal configuration for the power output of a PEMFC system using computational fluid dynamics (CFD) modelling to analyse variations of the primary serpentine design of gas flow channels. This helps improve efficiency and save on valuable materials used, reducing potential carbon emissions from the production of hydrogen vehicles. Different numbers of serpentine gas channels were represented with various spacing between them, within the defined CFD model, to optimise the gas channel geometry. The results show that the optimum configuration was found to have 11 serpentine channels with a spacing of 3.25 mm. In this optimum configuration, the ratio between the channel width, channel spacing, and serpentine channel length was found to be 1:2.6:38 for PEMFCs. Furthermore, the inclusion of fillets to the bends of the serpentine gas channels was found to have a negative effect on the overall power output of the fuel cell. Moreover, the optimisation procedures with respect to the number of gas channels and the spacing revealed an optimal power density exceeding 0.65 W/cm².