Wind Tunnel Tests on Schooner Rigs and Their Use in Performance Prediction by Vpp Calculations
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CHAPTER 20 Wind Turbine Noise Measurements and Abatement
CHAPTER 20 Wind turbine noise measurements and abatement methods Panagiota Pantazopoulou BRE, Watford, UK. This chapter presents an overview of the types, the measurements and the potential acoustic solutions for the noise emitted from wind turbines. It describes the fre- quency and the acoustic signature of the sound waves generated by the rotating blades and explains how they propagate in the atmosphere. In addition, the avail- able noise measurement techniques are being presented with special focus on the technical challenges that may occur in the measurement process. Finally, a discus- sion on the noise treatment methods from wind turbines referring to a range of the existing abatement methods is being presented. 1 Introduction Wind turbines generate two types of noise: aerodynamic and mechanical. A tur- bine’s sound power is the combined power of both. Aerodynamic noise is gener- ated by the blades passing through the air. The power of aerodynamic noise is related to the ratio of the blade tip speed to wind speed. The mechanical noise is associated with the relevant motion between the various parts inside the nacelle. The compartments move or rotate in order to convert kinetic energy to electricity with the expense of generating sound waves and vibration which is transmitted through the structural parts of the turbine. Depending on the turbine model and the wind speed, the aerodynamic noise may seem like buzzing, whooshing, pulsing, and even sizzling. Downwind tur- bines with their blades downwind of the tower cause impulsive noise which can travel far and become very annoying for people. The low frequency noise gener- ated from a wind turbine is primarily the result of the interaction of the aerody- namic lift on the blades and the atmospheric turbulence in the wind. -
Numerical Optimization and Wind-Tunnel Testing of Low
Numerical Optimization and WindTunnel Testing of Low ReynoldsNumber Airfoils y Th Lutz W Wurz and S Wagner University of Stuttgart D Stuttgart Germany Abstract A numerical optimization to ol has been applied to the design of low Reynolds number airfoils Re The aero dynamic mo del is based on the Eppler co de with ma jor extensions A new robust mo del for the calculation of short n transitional separation bubbles was implemented along with an e transition criterion and Drelas turbulent b oundarylayer pro cedure with a mo died shap efactor relation The metho d was coupled with a commercial hybrid optimizer and applied to p erform unconstrained high degree of freedom optimizations with ob jective to minimize the drag for a sp ecied lift range One resulting airfoil was tested in the Mo del WindTunnel MWT of the institute and compared to the classical RG airfoil In order to allow a realistic recalculation of exp eriments conducted in the MWT the limiting nfactor was evaluated for this facility A sp ecial airfoil featuring an extensive instability zone was designed for this purp ose The investigation was supplemented by detailed measurements of the turbulence level Toget more insight in design guidelines for very low Reynolds numb er airfoils the inuence of variations of the leadingedge geometry on the aero dynamic characteristics was studied exp erimentally at Re Intro duction For the Reynoldsnumber regime of aircraft wingsections Re sophisticated di rect and inverse metho ds for airfoil analysis and design are available -
Atmospheric Effects on Traffic Noise Propagation
TRANSPORTATION RESEARCH RECORD 1255 59 Atmospheric Effects on Traffic Noise Propagation ROGER L. WAYSON AND WILLIAM BOWLBY Atmospheric effects on traffic noise propagation have largely L 0 sound level at a reference distance, been ignored during measurements and modeling, even though Ageo attenuation due to geometric spreading, it has generally been accepted that the effects may produce large Ab insertion loss due to diffraction, changes in receiver noise levels. Measurement of traffic noise at L, level increases due to reflection, and multiple locations concurrently with measurement of meteoro Ac attenuation due to ground characteristics and envi logical data is described. Statistical methods were used to evaluate the data. Atmospheric effects on traffic noise levels were shown ronmental effects. to be significant, even at very short distances; parallel components It should be noted that all levels in dB in this paper are of the wind (which are usually ignored) were important at second 2 row receivers; turbulent scattering increased noise levels near the referenced to 2 x 10-s N/m • ground more than refractive ray bending for short-distance prop The last term on the right side of Equation 1, A,, consists agation; and temperature lapse rates were not as important as of three parameters: ground attenuation, attenuation due to wind shear very near the highway. A statistical model was devel atmospheric absorption, and attenuation due to atmospheric oped to predict excess attenuations due to atmospheric effects. refraction. (2) Outdoor noise propagation has been studied since the time of the Greek philosopher Chrysippus (240 B. C.). Modern where prediction models have become accurate, and the advent of computers has increased the capabilities of models. -
Comparison of Wind Tunnel Airfoil Performance Data with Wind Turbine Blade Data
SERI/TP-254·3799 UC Category: 261 DE90000343 Comparison of Wind Tunnel Airfoil Performance Data with Wind Turbine Blade Data C. P. Butterfield G. N. Scott W. Musial July 1990 presented at the 25th lntersociety Energy Conversion Engineering Conference (sponsored by American Institute of Aeronautics and Astronautics) Reno, Nevada 12-17 August 1990 Prepared under Task No. WE011 001 Solar Energy Research Institute A Division of Midwest Research Institute 1617 Cole Boulevard Golden, Colorado 80401-3393 Prepared for the U.S. Department of Energy Contract No. DE-AC02-83CH1 0093 NOTICE This report was prepared as an account of work sponsored by an agency of the United States government. Neither the United States government nor any agency thereof, nor any of their employees, makes any warranty, express or implied, or assumes any legal liability or responsibility for the accuracy, com pleteness, or usefulness of any information, apparatus, product, or process disclosed, or represents that its use would not infringe privately owned rights. Reference herein to any specific commercial product, process, or service by trade name, trademark, manufacturer, or otherwise does not necessarily con stitute or imply its endorsement, recommendation, or favoring by the United States government or any agency thereof. The views and opinions of authors expressed herein do not necessarily state or reflect those of the United States government or any agency thereof. Printed in the United States of America Available from: National Technical Information Service U.S. Department of Commerce 5285 Port Royal Road Springfield, VA 22161 Price: Microfiche A01 Printed Copy A02 Codes are used for pricing all publications. -
Industrial Aerodynamics
INDUSTRIAL AERODYNAMICS Unit I Wind Energy Collectors INTRODUCTION Air Movement Wind Air Current Circulation The horizontal movement of air along the earth’s surface is called a Wind. The vertical movement of the air is known as an air current. Winds and air current together comprise a system of circulation in the atmosphere. TYPES OF WINDS On the earth’s surface, certain winds blow constantly in a particular direction throughout the year. These are known as the ‘Prevailing Winds’. They are also called the Permanent or the Planetary Winds. Certain winds blow in one direction in one season and in the opposite direction in another. They are known as Periodic Winds. Then, there are Local Winds in different parts of the world. 1. Planetary Winds: There are three main planetary winds that constantly blow in the same direction all around the world. They are also called prevailing or permanent winds. 1.Trade Winds: Blow from the subtropical high pressure belt towards the Equator. They are called the north-east trades in the northern hemisphere and south-east trades in the southern hemisphere. 2.Westerly winds: Blow from the same subtropical high pressure belts, towards 60˚ S and 60˚ N latitude. They are called the sought Westerly wind sin the northern hemisphere and North Westerly winds in the southern hemispheres. 3.Polar Winds Blow from the polar high pressure to the sub polar low pressure area. In the northern hemisphere, their direction is from the north-east. In the southern hemisphere, they blow from the south-east. 2. Periodic Winds These winds are known to blow for a certain time in a certain direction - it may be for a part of a day or a particular season of the year. -
Small Lightweight Aircraft Navigation in the Presence of Wind Cornel-Alexandru Brezoescu
Small lightweight aircraft navigation in the presence of wind Cornel-Alexandru Brezoescu To cite this version: Cornel-Alexandru Brezoescu. Small lightweight aircraft navigation in the presence of wind. Other. Université de Technologie de Compiègne, 2013. English. NNT : 2013COMP2105. tel-01060415 HAL Id: tel-01060415 https://tel.archives-ouvertes.fr/tel-01060415 Submitted on 3 Sep 2014 HAL is a multi-disciplinary open access L’archive ouverte pluridisciplinaire HAL, est archive for the deposit and dissemination of sci- destinée au dépôt et à la diffusion de documents entific research documents, whether they are pub- scientifiques de niveau recherche, publiés ou non, lished or not. The documents may come from émanant des établissements d’enseignement et de teaching and research institutions in France or recherche français ou étrangers, des laboratoires abroad, or from public or private research centers. publics ou privés. Par Cornel-Alexandru BREZOESCU Navigation d’un avion miniature de surveillance aérienne en présence de vent Thèse présentée pour l’obtention du grade de Docteur de l’UTC Soutenue le 28 octobre 2013 Spécialité : Laboratoire HEUDIASYC D2105 Navigation d'un avion miniature de surveillance a´erienneen pr´esencede vent Student: BREZOESCU Cornel Alexandru PHD advisors : LOZANO Rogelio CASTILLO Pedro i ii Contents 1 Introduction 1 1.1 Motivation and objectives . .1 1.2 Challenges . .2 1.3 Approach . .3 1.4 Thesis outline . .4 2 Modeling for control 5 2.1 Basic principles of flight . .5 2.1.1 The forces of flight . .6 2.1.2 Parts of an airplane . .7 2.1.3 Misleading lift theories . 10 2.1.4 Lift generated by airflow deflection . -
Upwind Sail Aerodynamics : a RANS Numerical Investigation Validated with Wind Tunnel Pressure Measurements I.M Viola, Patrick Bot, M
Upwind sail aerodynamics : A RANS numerical investigation validated with wind tunnel pressure measurements I.M Viola, Patrick Bot, M. Riotte To cite this version: I.M Viola, Patrick Bot, M. Riotte. Upwind sail aerodynamics : A RANS numerical investigation validated with wind tunnel pressure measurements. International Journal of Heat and Fluid Flow, Elsevier, 2012, 39, pp.90-101. 10.1016/j.ijheatfluidflow.2012.10.004. hal-01071323 HAL Id: hal-01071323 https://hal.archives-ouvertes.fr/hal-01071323 Submitted on 8 Oct 2014 HAL is a multi-disciplinary open access L’archive ouverte pluridisciplinaire HAL, est archive for the deposit and dissemination of sci- destinée au dépôt et à la diffusion de documents entific research documents, whether they are pub- scientifiques de niveau recherche, publiés ou non, lished or not. The documents may come from émanant des établissements d’enseignement et de teaching and research institutions in France or recherche français ou étrangers, des laboratoires abroad, or from public or private research centers. publics ou privés. I.M. Viola, P. Bot, M. Riotte Upwind Sail Aerodynamics: a RANS numerical investigation validated with wind tunnel pressure measurements International Journal of Heat and Fluid Flow 39 (2013) 90–101 http://dx.doi.org/10.1016/j.ijheatfluidflow.2012.10.004 Keywords: sail aerodynamics, CFD, RANS, yacht, laminar separation bubble, viscous drag. Abstract The aerodynamics of a sailing yacht with different sail trims are presented, derived from simulations performed using Computational Fluid Dynamics. A Reynolds-averaged Navier- Stokes approach was used to model sixteen sail trims first tested in a wind tunnel, where the pressure distributions on the sails were measured. -
10. Supersonic Aerodynamics
Grumman Tribody Concept featured on the 1978 company calendar. The basis for this idea will be explained below. 10. Supersonic Aerodynamics 10.1 Introduction There have actually only been a few truly supersonic airplanes. This means airplanes that can cruise supersonically. Before the F-22, classic “supersonic” fighters used brute force (afterburners) and had extremely limited duration. As an example, consider the two defined supersonic missions for the F-14A: F-14A Supersonic Missions CAP (Combat Air Patrol) • 150 miles subsonic cruise to station • Loiter • Accel, M = 0.7 to 1.35, then dash 25 nm - 4 1/2 minutes and 50 nm total • Then, must head home, or to a tanker! DLI (Deck Launch Intercept) • Energy climb to 35K ft, M = 1.5 (4 minutes) • 6 minutes at M = 1.5 (out 125-130 nm) • 2 minutes Combat (slows down fast) After 12 minutes, must head home or to a tanker. In this chapter we will explain the key supersonic aerodynamics issues facing the configuration aerodynamicist. We will start by reviewing the most significant airplanes that had substantial sustained supersonic capability. We will then examine the key physical underpinnings of supersonic gas dynamics and their implications for configuration design. Examples are presented showing applications of modern CFD and the application of MDO. We will see that developing a practical supersonic airplane is extremely demanding and requires careful integration of the various contributing technologies. Finally we discuss contemporary efforts to develop new supersonic airplanes. 10.2 Supersonic “Cruise” Airplanes The supersonic capability described above is typical of most of the so-called supersonic fighters, and obviously the supersonic performance is limited. -
01 Wind Tunnels
ExperimentalExperimental AerodynamicsAerodynamics Lecture 1: Introduction G. Dimitriadis Experimental Aerodynamics Introduction •! Experimental aerodynamics can have the following objectives: –!To measure the forces exerted by the air on moving bodies –!To measure the forces exerted by wind on static bodies –!To help develop or validate aerodynamic theories –!To help design moving or static bodies so as to optimize their aerodynamic efficiency Experimental Aerodynamics History (1) •! Aerodynamics means ‘air in motion’. The term was first documented in 1837. •! Humans have known that moving air can exert significant forces on bodies since the dawn of time. •! Aristotle (4th century BC) is recognized as the first to write that air has weight and that bodies moving through fluids are subjected to forces. Experimental Aerodynamics History (2) •! Archimedes (3rd century BC) formulated the theory of hydrostatic pressure •! Leonardo Da Vinci brought about two major advances in aerodynamics: –! He noticed that water in a river moves faster in places where the river is narrow (basics of Bernouli’s theorem) –! He also stated that the aerodynamic results are the same when a body moves through a fluid as when a fluid moves past a static body at the same velocity: The wind tunnel principle Experimental Aerodynamics Aerodynamic Experiments •! Experiments in aerodynamics (and fluid dynamics) can take many forms. •! Observations: –! Water speed in rivers (Da Vinci, 15th century) •! Measurements –! Drag proportional to object’s area (Da Vinci, 15th century) -
In Wind and Ocean Currents
PAPERS IN PHYSICAL OCEANOGRAPHY AND METEOROLOGY PUBLISHED BY MASSACHUSETTS INSTITUTE OF TECHNOLOGY AND WOODS HOLE OCEANOGRAPHIC INSTITUTION (In continuation of Massachusetts Institute of Technology Meteorological Papers) VOL. III, NO.3 THE LAYER OF FRICTIONAL INFLUENCE IN WIND AND OCEAN CURRENTS BY c.-G. ROSSBY AND R. B. MONTGOMERY Contribution No. 71 from the Woods Hole Oceanographic Institution .~ J~\ CAMBRIDGE, MASSACHUSETTS Ap~il, 1935 CONTENTS i. INTRODUCTION 3 II. ADIABATIC ATMOSPHERE. 4 1. Completion of Solution for Adiabatic Atmosphere 4 2. Light Winds and Residual Turbulence 22 3. A Study of the Homogeneous Layer at Boston 25 4. Second Approximation 4° III. INFLUENCE OF STABILITY 44 I. Review 44 2. Stability in the Boundary Layer 47 3. Stability within Entire Frictional Layer 56 IV. ApPLICATION TO DRIFT CURRENTS. 64 I. General Commen ts . 64 2. The Homogeneous Layer 66 3. Analysis of Material 67 4. Results of Analysis . 69 5. Scattering of the Observations and Advection 72 6. Oceanograph Observations 73 7. Wind Drift of the Ice 75 V. LENGTHRELATION BETWEEN THE VELOCITY PROFILE AND THE VALUE OF THE85 MIXING ApPENDIX2.1. StirringTheoretical in Shallow Comments . Water 92. 8885 REFERENCESSUMMARYModified Computation of the Boundary Layer in Drift Currents 9899 92 1. INTRODUCTION The purpose of the present paper is to analyze, in a reasonably comprehensive fash- ion, the principal factors controlling the mean state of turbulence and hence the mean velocity distribution in wind and ocean currents near the surface. The plan of the in- vestigation is theoretical but efforts have been made to check each major step or result through an analysis of available measurements. -
1912 - 2012 Centenary of the Eiffel Wind Tunnel "Le Vent, Mon Ennemi…" Gustave Eiffel
Scientific Technical Review, 2012,Vol.62,No.3-4,pp.3-13 3 UDK: 533.6.071.3:808.62-316 COSATI: 01-01 Gustave Eiffel and the Wind: A Pioneer in Experimental Aerodynamics Dijana Damljanović1) 1912 - 2012 Centenary of the Eiffel Wind Tunnel "Le vent, mon ennemi…" Gustave Eiffel GUSTAVE Eiffel (1832-1923) is a prominent name in the history of engineering and technology. Educated as a civil engineer at the École Centrale des Arts et Manufactures, Eiffel had a career spanned over fifty years during which he designed dozens of legendary iron and steel structures, including the Porto Viaduct in Portugal, the supporting structure for the Statue of Liberty in New York Harbor, and the Eiffel Tower in Paris – the structure that cemented his name in history. This long and successful career brought him considerable wealth, and late in his life he decided to invest in the newly emerging field of aeronautics. At the age when many people retire, Eiffel built and operated some of the finest aeronautical research tools of his day using his own funds. In 1909, at the foot of his famous tower, Gustave Eiffel built one of the first wind tunnels dedicated to a new science: Aerodynamics. In 1912, the wind tunnel was moved to Auteuil, in Paris, where it is still in operation. He gathered data systematically setting new standards for measurement accuracy. His wind tunnels and methods served as models for subsequent laboratories around the world. This article traces the evolution of Alexandre Gustave Eiffel as an engineer and scientist, and gives a short overview of the celebration of the centenary of the Eiffel wind tunnel at Auteuil. -
GRAY-THESIS-2017.Pdf
DESIGN AND DEVELOPMENT OF A CONTINUOUS, OPEN-RETURN TRANSONIC WIND TUNNEL FACILITY BY CODY GRAY THESIS Submitted in partial fulfillment of the requirements for the degree of Master of Science in Aerospace Engineering in the Graduate College of the University of Illinois at Urbana-Champaign, 2017 Urbana, Illinois Adviser: Assistant Professor Phillip J. Ansell Abstract A new transonic wind tunnel facility was designed and built on the University of Illinois at Urbana-Champaign campus to enhance testing capabilities of the transonic flow regime. The new tunnel will expand the experimental capabilities available to the Department of Aerospace Engineering at UIUC for studying and understanding topics such as compressible dynamic stall aerodynamics, shock buffet phenomenon and control, shock wave boundary layer ingestion to a propulsor, and other future research topics. The new wind tunnel is a rectangular testing facility with a 6 in (width) x 9 in (height) cross-sectional area in the test section. It is a continuous, open-return facility, capable of operating within a Mach number range of M=0-0.8, and possibly reaching M=0.85 or higher depending on the test section configuration. The wind tunnel was assembled and installed in the Aerodynamics Research Laboratory. The tunnel is driven by a centrifugal blower that exhausts the air back into the laboratory. The components designed for the tunnel were the nozzle, diffuser, test section, settling chamber, inlet flow conditioning section, and the structural assembly. The most significant challenges in the design and development of the tunnel were enveloped in the test section and suction plenum control system.