Design and Fabrication of Flapping Panel Horizntal Axis Magnus Wind Turbine for Power Generation
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Performance Prediction Program for Wind-Assisted Cargo Ships Prestandaprognosprogram För Fraktfartyg Med Vindassisterad Framdrivning
DEGREE PROJECT IN MECHANICAL ENGINEERING, SECOND CYCLE, 30 CREDITS STOCKHOLM, SWEDEN 2020 Performance Prediction Program for Wind-Assisted Cargo Ships Prestandaprognosprogram för fraktfartyg med vindassisterad framdrivning MARTINA RECHE VILANOVA KTH ROYAL INSTITUTE OF TECHNOLOGY SCHOOL OF ENGINEERING SCIENCES Performance Prediction Program for Wind-Assisted Cargo Ships MARTINA RECHE VILANOVA TRITA-SCI-GRU 2020:288 Degree Project in Mechanical Engineering, Second Cycle, 30 Credits Course SD271X, Degree Project in Naval Architecture Stockholm, Sweden 2020 School of Engineering Sciences KTH Royal Institute of Technology SE-100 44, Stockholm Sweden Telephone: +46 8 790 60 00 Per tu, Papi. Et trobem a faltar. Acknowledgements I wish to express my sincere appreciation to my supervisor from the Fluid Engineering Department of DNV GL, Heikki Hansen, for his wonderful support, guidance and honesty. I would also like to pay my special regards to Hasso Hoffmeister for his constant dedication and help and to everyone from DNV GL whose assistance was a milestone in the completion of this project: Uwe Hollenbach, Ole Hympendahl and Karsten Hochkirch. It was a pleasure to work with all of you. Furthermore, I wish to express my deepest gratitude to my supervisor Prof. Harry B. Bingham from the section of Fluid Mechanics, Coastal and Maritime Engineering at DTU, who always sup- ported, guided and steered me in the right direction. My thanks also go to my other supervisor, Hans Liwång from the Centre for Naval Architecture at KTH, who have always had an open ear for me since the first day we met. The contribution of Ville Paakkari from Norsepower Oy Ltd, who provided the Maersk Pelican data for the validation of this Performance Prediction Program, is truly appreciated. -
Baseball Science Fun Sheets
WASHINGTON NATIONALS BASEBALL SCIENCE FUN SHEETS E SID AC T T U I V O I T Aerodynamics Y INTRODUCTION What is the difference between a curveball, fastball and cutter? In this lesson, students will KEY WORDS learn about the aerodynamic properties of a ball • Axis of Rotation in flight and the influence of spin on its trajectory. • Magnus Effect OBJECTIVES • Curveball • Determine the trajectory of different pitches. • Simulate different types of pitches using a ball. • Fastball • Explain why baseballs curve (Magnus Effect). KEY CONCEPTS • Aerodynamics is about the way something FOCUS STANDARDS moves when passing through air. In this Relates to Line of Symmetry: activity, students will measure the effect of changing the way a ball moves through air by CCSS.MATH.CONTENT.4.G.A.3 where it ends up. • Draw lines of symmetry of a ball. Relates to Coordinate Graphs: • Plot the distance a ball curves from the center CCSS.MATH.CONTENT.5.G.A.2 line. MATERIALS • Worksheet • Ball (beachball if available) • Tape Measure • Coins & Tape Aerodynamics PROCEDURE 1. Show a Magnus Effect video to engage the students. 2. Provide students with paper and tape. Roll the paper to create a hollow cylinder. 3. On a tilted platform, release the roll of paper. 4. The rotation of the paper and Magnus Effect will cause the cylinder to spin as it falls towards the floor. PROCEDURE 5. Draw a line1. S hofow symmetry the Magnus E fonfect thevideo ball to understand the rotational axis (vertical vs. horizontal). a. Provide students with paper and tape. Roll the paper to create a hollow cylinder. -
Describing Baseball Pitch Movement with Right-Hand Rules
Computers in Biology and Medicine 37 (2007) 1001–1008 www.intl.elsevierhealth.com/journals/cobm Describing baseball pitch movement with right-hand rules A. Terry Bahilla,∗, David G. Baldwinb aSystems and Industrial Engineering, University of Arizona, Tucson, AZ 85721-0020, USA bP.O. Box 190 Yachats, OR 97498, USA Received 21 July 2005; received in revised form 30 May 2006; accepted 5 June 2006 Abstract The right-hand rules show the direction of the spin-induced deflection of baseball pitches: thus, they explain the movement of the fastball, curveball, slider and screwball. The direction of deflection is described by a pair of right-hand rules commonly used in science and engineering. Our new model for the magnitude of the lateral spin-induced deflection of the ball considers the orientation of the axis of rotation of the ball relative to the direction in which the ball is moving. This paper also describes how models based on somatic metaphors might provide variability in a pitcher’s repertoire. ᭧ 2006 Elsevier Ltd. All rights reserved. Keywords: Curveball; Pitch deflection; Screwball; Slider; Modeling; Forces on a baseball; Science of baseball 1. Introduction The angular rule describes angular relationships of entities rel- ative to a given axis and the coordinate rule establishes a local If a major league baseball pitcher is asked to describe the coordinate system, often based on the axis derived from the flight of one of his pitches; he usually illustrates the trajectory angular rule. using his pitching hand, much like a kid or a jet pilot demon- Well-known examples of right-hand rules used in science strating the yaw, pitch and roll of an airplane. -
Roy L. Clough, Jr
Model air car skims the ground By ROY L. CLOUGH, JR. Working model of a ground-effect vehicle rides on a cushion of air from a model-airplane engine Tethered to a stake, the car will skim half an inch or so off the ground, around and around until it runs out of fuel WITH A hollow whistling note audible over the whine of its tiny engine, this advanced working model of a ground-effect vehicle skims across the floor supported on a cushion of air. What makes it go? is a model, which can buzz along at a good clip Air is supplied by a prop to a peripheral slot, on any level surface with a minimum of sideslip which produces a high-speed wall of air around due to minor irregularities on the surface. the edge of the model to retain the lift. A Attached to a tether it will whiz merrily around in separate propulsion-system tube bleeds off air a circle until the fuel runs out. It rides a half-inch for reactive propulsion---from the blower section, or so off the floor even when running free. Any not the skirt. Supporting pressure is not reduced small airplane engine can be used to power it. If --- a major fault of ground-effect vehicles which you use the engine installed in the original propel by dumping air pressure and lifting the model, which is supplied with a three-blade skirt on the opposite side from the desired prop, you won't have to make a prop of sheet direction of travel. -
Investigation of the Factors That Affect Curved Path of a Smooth Ball
View metadata, citation and similar papers at core.ac.uk brought to you by CORE provided by TED Ankara College IB Thesis Oğuz Kökeş D1129‐063 Physics Extended Essay Investigation Of The Factors That Affect Curved Path Of A Smooth Ball Oğuz Kökeş D1129‐063 School: TED Ankara Collage Foundation High School Supervisor: Mr. Özgül Kazancı Word Count: 3885 1 Oğuz Kökeş D1129‐063 Abstract This essay is focused on an investigation of spin(revolution per second) of a ball and its effect on the ball’s curved motion in the air. When a ball is hit and spinning in the air, it leaves its straight route and follows a curved path instead. In the following experiment the reasons and results of this curved path (deflection) is examined. In the experiment, the exerted force on the ball and its application point on the ball is changed. The ball was hit by 3 different tension levels of a spring mechanism and their deflection values were measured. Spin of the ball was also recorded via a video camera. Likewise, the location of the spring mechanism was also changed to hit from close to the end and the geometric center of the ball. The spin of the ball was also recorded and its deflection was measured. By analysing this experiment, one can see that the spin of a ball is an important factor in its curve. The curve of a ball can be increased by spinning it more in the air. So to create more spin one can increase the exerted force on the ball or apply the force close to the end of the ball. -
Rotor Pilot Project on M/S Estraden of Bore Fleet
Tanja Suominen Rotor pilot project on M/S Estraden of Bore fleet A thesis submitted for the degree of Bachelor of Marine Technology 2015 ii ROTOR PILOT PROJECT ON M/S ESTRADEN OF BORE FLEET Suominen, Tanja Satakunnan ammattikorkeakoulu, Satakunta University of Applied Sciences Degree Programme in Maritime Management January 2015 Supervisor: Roos, Ninna Number of pages: 32 Keywords: Flettner -rotors, SOx regulation, bunker cost savings In this work a completely new wind assisted propulsion technology for commercial shipping is introduced. The rotor sail solution by Norsepower Ltd. was installed on M/S Estraden from Bore Ltd fleet. Rotor sails are essentially improved Flettner - rotors with full automation. Although the basic principle of Flettner- rotors has been known for a long time, this was the first time that a rotor has been retrofitted on to a ship and made commercially available. Since the beginning of 2015 the sulphur oxide (SOx) emissions are regulated in the Baltic Sea, the North Sea and in the English Channel. Instead of the traditional heavy fuel oil (HFO), existing ships are now forced to use more expensive low - sulphur content HFO, change their engines to work with marine diesel oil (MDO) or to install scrubbers that eliminate the SOx compounds from the exhaust gas. New builds can be made to work with environmentally friendly liquid natural gas (LNG). The bunker costs will rise despite the method applied. Even before, with the traditional, cheaper HFO, the fuel costs were remarkably high, forcing the ship owners to search for savings on other operating costs. Thus it is essential to find a way to reduce the bunker costs. -
Computational Turbulent Incompressible Flow
This is page i Printer: Opaque this Computational Turbulent Incompressible Flow Applied Mathematics: Body & Soul Vol 4 Johan Hoffman and Claes Johnson 24th February 2006 ii This is page iii Printer: Opaque this Contents I Overview 4 1 Main Objective 5 2 Mysteries and Secrets 7 2.1 Mysteries . 7 2.2 Secrets . 8 3 Turbulent flow and History of Aviation 13 3.1 Leonardo da Vinci, Newton and d'Alembert . 13 3.2 Cayley and Lilienthal . 14 3.3 Kutta, Zhukovsky and the Wright Brothers . 14 4 The Navier{Stokes and Euler Equations 19 4.1 The Navier{Stokes Equations . 19 4.2 What is Viscosity? . 20 4.3 The Euler Equations . 22 4.4 Friction Boundary Condition . 22 4.5 Euler Equations as Einstein's Ideal Model . 22 4.6 Euler and NS as Dynamical Systems . 23 5 Triumph and Failure of Mathematics 25 5.1 Triumph: Celestial Mechanics . 25 iv Contents 5.2 Failure: Potential Flow . 26 6 Laminar and Turbulent Flow 27 6.1 Reynolds . 27 6.2 Applications and Reynolds Numbers . 29 7 Computational Turbulence 33 7.1 Are Turbulent Flows Computable? . 33 7.2 Typical Outputs: Drag and Lift . 35 7.3 Approximate Weak Solutions: G2 . 35 7.4 G2 Error Control and Stability . 36 7.5 What about Mathematics of NS and Euler? . 36 7.6 When is a Flow Turbulent? . 37 7.7 G2 vs Physics . 37 7.8 Computability and Predictability . 38 7.9 G2 in Dolfin in FEniCS . 39 8 A First Study of Stability 41 8.1 The linearized Euler Equations . -
A Review of the Magnus Effect in Aeronautics
Progress in Aerospace Sciences 55 (2012) 17–45 Contents lists available at SciVerse ScienceDirect Progress in Aerospace Sciences journal homepage: www.elsevier.com/locate/paerosci A review of the Magnus effect in aeronautics Jost Seifert n EADS Cassidian Air Systems, Technology and Innovation Management, MEI, Rechliner Str., 85077 Manching, Germany article info abstract Available online 14 September 2012 The Magnus effect is well-known for its influence on the flight path of a spinning ball. Besides ball Keywords: games, the method of producing a lift force by spinning a body of revolution in cross-flow was not used Magnus effect in any kind of commercial application until the year 1924, when Anton Flettner invented and built the Rotating cylinder first rotor ship Buckau. This sailboat extracted its propulsive force from the airflow around two large Flettner-rotor rotating cylinders. It attracted attention wherever it was presented to the public and inspired scientists Rotor airplane and engineers to use a rotating cylinder as a lifting device for aircraft. This article reviews the Boundary layer control application of Magnus effect devices and concepts in aeronautics that have been investigated by various researchers and concludes with discussions on future challenges in their application. & 2012 Elsevier Ltd. All rights reserved. Contents 1. Introduction .......................................................................................................18 1.1. History .....................................................................................................18 -
Alternative Energy and New Technology
Alternative energy and new technology Presentation to REGIONAL WORKSHOP ON ENERGY EFFICIENCY IN MARITIME TRANSPORT Port Vila, Vanuatu, 12-14 December 2016 Dr Peter Nuttall Sustainable Sea Transport Research Programme The University of the South Pacific Alternative energy and new technology Since 2007 shipping has begun an unprecedented search for energy efficiency. All sources agree that there are 4 basic categories of options: • Technology change • Operational change • Alternative fuels • Renewable energies The global investment in low carbon transport transition has lagged significantly behind electricity decarbonistion The investment in low carbon maritime transition has lagged significantly behind road, rail and even aviation. Shipping, the ‘greenest’ mode of transport? 10000 Aviation 1000 t.km Road 100 gCO2 per gCO2 in Rail Shipping EEOI EEOI 10 1 1 10 100 1000 10000 100000 1000000 Average payload tonnes 3 What happened in the last Oil Crisis? 1984/86 • 23-30% fuel savings • 30% reduced engine wear What happened in the last • Increased stability Oil Crisis? • Increased passenger comfort • Folding prop would have greatly increased fuel savings • IRR 127% on best routes • IRR 35% average routes • ADB funded $US40,000 1983-86 • 30% fuel savings • Increased passage 1982-85 average speed from 12 - • UNESCAP/ADB funded needs 14 kts assessment & analysis • Reduced crew downtime • Recommended network of • Increased trading catamarans and small manoeuvrability energy efficient sail-freighter • Could hold station in • Commissioned design for 92’ typhoon conditions freighter carrying 30 T/30pax • Trialled on 600-31000 tonne vessels PROJECT Description Outputs Agencies Comments Fiji soft sail Auxiliary rig retrofitted to two Fuel savings 23-30%, but also 30% ADB, Southampton University collated retrofit government vessels of ~300t. -
Numerical Investigation of the Magnus Effect on Dimpled Spheres
NUMERICAL INVESTIGATION OF THE MAGNUS EFFECT ON DIMPLED SPHERES Nikolaos Beratlis Elias Balaras Mechanical and Aerospace Engineering Department of Mechanical Arizona State University and Aerospace Enginering Tempe, AZ, USA George Washington University [email protected] Washington, DC, USA [email protected] Kyle Squires Mechanical and Aerospace Enginering Arizona State University Tempe, AZ, USA [email protected] ABSTRACT 0.5 An efficient finite-difference, immersed-boundary, k 0.4 3 k2 Navier-Stokes solver is used to carry out a series of sim- k1 ulations of spinning dimpled spheres at three distinct flow 0.3 D regimes: subcritical, critical and supercritical. Results exhibit C 0.2 all the qualitative flow features that are unique in each regime, golf ball smooth namely the drag crisis and the alternation of the Magnus 0.1 effect. 0 5 6 10 Re 10 Figure 1. Variation of CD vs Re for a smooth sphere Achen- INTRODUCTION bach (1972), –; spheres with sand-grained roughness Achen- Golf ball aerodynamics are of particular importance not −5 −5 bach (1972), −− (k1 = k=d = 1250×10 , k2 = 500×10 , only due to the quest for improved performance of golf balls − k = 150 × 10 5); golf ball Bearman & Harvey (1976), ·−. but also because of the fundamental phenomena associated 3 with the drag reduction due to dimples. Dimples are known to lower the critical Reynolds number at which a sudden drop in the drag is observed. Figure 1, for example, shows the tion caused by dimples. Using hot-wire anemometry they drag coefficient, CD, as a function of the Reynolds number, measured the streamwise velocity within individual dimples Re = UD=n, (where D is the diameter of the golf ball, U the and showed that the boundary layer separates locally within velocity and n the kinematic viscosity of the air) for a golf ball the dimples. -
Karlstad University Faculty for Health, Science and Technology Mathematics of Football Free Kicks Analytic Mechanics FYGB08
Karlstad University Faculty for Health, Science and Technology Robin Lundström February 4, 2019 Mathematics of football free kicks Analytic Mechanics FYGB08 Abstract A direct free kick is a method of restarting play in a game of football that is awarded to a team following a foul from the opposing team. Free kicks are situations that professional footballers have been practicing daily, with world class coaches, for the majority of their life, however the conversion rate of a free kick is somewhere between 0 − 10% depending on where the free kick is taken. In this report the physics of free kicks was investigated by analyzing a ball of which gravitational force, drag force and the Magnus force were acting on the ball. The purposes of the report were to both describe the trajectory of a football and to investigate the low conversion rate of direct free kicks. The mathematics of free kicks was implemented in MatLab and simulations are consistent with the physical intuition experienced when watching a game. It was concluded that small deviations of the initial conditions made a great impact on the trajectory. 1 Contents 1 Introduction 2 2 Theory 2 2.1 Declaration of variables and notation.....................................2 2.2 Gravitational force...............................................3 2.3 Drag force....................................................4 2.4 The Magnus effect...............................................4 3 Method 5 4 Results 5 4.1 Implementing forces in Matlab........................................5 4.2 Implementing a football freekick in Matlab.................................7 4.2.1 The wall.................................................7 4.2.2 The goalkeeper.............................................7 4.3 Simulation results...............................................7 4.3.1 Different models............................................8 4.4 Monte Carlo simulations............................................8 5 Discussion 11 5.1 Conclusion.................................................. -
Propulsive Power Contribution of a Kite and a Flettner Rotor on Selected
Applied Energy 113 (2014) 362–372 Contents lists available at ScienceDirect Applied Energy journal homepage: www.elsevier.com/locate/apenergy Propulsive power contribution of a kite and a Flettner rotor on selected shipping routes q ⇑ Michael Traut a, , Paul Gilbert a, Conor Walsh a, Alice Bows a,b, Antonio Filippone a, Peter Stansby a, Ruth Wood a,b a School of Mechanical, Aerospace and Civil Engineering, University of Manchester, United Kingdom b Sustainable Consumption Institute, University of Manchester, United Kingdom highlights Numerical models of two wind power technologies for shipping, a Flettner rotor and a towing kite, are presented. The methodology combines technology models and wind data along important trade routes. Wind power holds the potential for a step change reduction in shipping emissions. article info abstract Article history: Wind is a renewable energy source that is freely available on the world’s oceans. As shipping faces the Received 9 February 2013 challenge of reducing its dependence on fossil fuels and cutting its carbon emissions this paper seeks Received in revised form 4 June 2013 to explore the potential for harnessing wind power for shipping. Numerical models of two wind power Accepted 12 July 2013 technologies, a Flettner rotor and a towing kite, are linked with wind data along a set of five trade routes. Wind-generated thrust and propulsive power are computed as a function of local wind and ship velocity. The average wind power contribution on a given route ranges between 193 kW and 373 kW for a single Keywords: Flettner rotor and between 127 kW and 461 kW for the towing kite.