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A bus roof mounted turbine is proposed and validated for harnessing power to run aux systems
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HARNESSING WIND POWER IN A CRUISING PASSENGER CAR IN A CFD BASED INVESTIGATION|2014
P E S Institute of Technology, Bangalore Page 1
VISVESVARAYA TECHNOLOGICAL UNIVERSITY
BELGAUM-590014
A Report on HARNESSING WIND POWER IN A CRUISING PASSENGER CAR IN A CFD
BASED INVESTIGATION. Submitted in fulfillment of the requirement for the award of degree of
BACHELOR OF ENGINEERING
In
MECHANICAL Madhu M N UMESH PRASAD
1PI10ME063 1PI10ME111
Under the Guidance of Dr. Ravichandran K S
Chair Professor, Computational fluid dynamics,
Department of Mechanical Engineering,
PES Institute of Technology,
Bangalore 560085
Carried out at
P E S INSTITUTE OF TECHNOLOGY
Bangalore 560085
DEPARTMENT OF MECHANICAL ENGINEERING
P E S INSTITUTE OF TECHNOLOGY
(An Autonomous Institute under VTU, Belgaum)
BANGALORE 560085
2014
HARNESSING WIND POWER IN A CRUISING PASSENGER CAR IN A CFD BASED INVESTIGATION|2014
P E S Institute of Technology, Bangalore Page 2
VISVESVARAYA TECHNOLOGICAL UNIVERSITY BELGAUM-590014
PES INSTITUTE OF TECHNOLOGY
(An Autonomous Institute under VTU, Belgaum)
BANGALORE 560085
CERTIFICATE
Certified that the project entitled HARNESSING WIND POWER IN A CRUISING
PASSENGER CAR IN A CFD BASED INVESTIGATION is a bona fide work carried out by UMESH PRASAD and MADHU M N bearing University Seat Number 1PI10ME111
and 1PI10ME063 respectively, in fulfillment for the award of Bachelor of Engineering in
Mechanical of the Visvesvaraya Technological University, Belgaum, during the year 2013-
2014. It is certified that all corrections/suggestions indicated for internal assessment have
been incorporated in the report deposited in the departmental library. The project report has
been approved as it satisfies the academic requirements with respect to the project work
prescribed for the said degree.
Guide: Head of the department
Dr. Ravichandran K S Dr. K. S. Sridhar
Chair Professor, Dept. of Mechanical Engineering
Computational fluid dynamics, PES Institute of Technology,
Dept. of Mechanical Engineering, Bangalore - 560085
PES Institute of Technology, Bangalore 560085
Principal& Director
Dr. K. N. B. Murthy
PES Institute of Technology,
Bangalore 560085
External viva:
Name of the examiner Signature with date
1.
2.
HARNESSING WIND POWER IN A CRUISING PASSENGER CAR IN A CFD BASED INVESTIGATION|2014
P E S Institute of Technology, Bangalore Page 3
ACKNOWLEDGEMENTS
We express our sincere thanks and profound gratitude to Dr. Ravichandran K S,
chair professor of computational fluid Dynamics, Department of Mechanical
Engineering, P E S Institute of Technology, for giving us such a nice project.
We would thanks for his continuous support and guidance, without his
guidelines, we would not have been complete this project successfully.
We would like to express our gratitude to Dr. K.S.Shridhar, Head of mechanical
department, P E S I T, Bangalore for providing us such a nice facility and
support, for that we will able to complete our project.
We would like to express our thanks to Prof. D Jawahar (CEO, PES Group of
Institution) and Dr. K N B Murthy (Director and Principal PESIT Bangalore)
for the valuable resources provided for completion of project.
We would like to thanks Mr. Pravesh and Mahantesh, Research Assistants,
CORI, PESIT, Bangalore for their proper help and guidance.
We would like to thanks Prof. Jyothi Prakash, faculty member in judging
panel, who extended help and suggesting improvement at each presentation
Lastly, we would like to thanks and deep sense of gratitude to our parent for
their everlasting support and belief. Finally it gives us immense pleasure to
thanks our friends, who has been instrumental in successful completion of
project.
HARNESSING WIND POWER IN A CRUISING PASSENGER CAR IN A CFD BASED INVESTIGATION|2014
P E S Institute of Technology, Bangalore Page 4
ABSTRACT
Complete CFD analysis of wind power generation in a cruising Passenger car using an
impulse turbine has been carried out in this project. A duct has been used for guiding the air
flow into the turbine. The duct is mounted underneath the car followed by the wind turbine.
Modeling of car, duct and turbine is done by using CAD tool, CATIA V5 R20. Meshing of
modeled parts is done using meshing tool, HYPERMESH 11.0. The analysis part is done
using analysis tool, ANSYS FLUENT 14.5. Initially, drag generated by the car was
calculated. Next, drag was calculated for the assembly of car and duct. The drag coefficient
found to be deviated with appreciable percentage. For duct, parameters like area ratio, outlet
velocity, mass flow rate has been tabulated for fixed inlet area and varying inlet velocity
ranging from 36 km/hr to 120 km/hr. Design of turbine has been done on the basis of flow
rate available from the duct for the fixed area ratio.
From the analysis, power is calculated which is found to profitable to use the wind turbine in
a car to run auxiliary components of car. Power generated by the turbine is stored in batteries
by the alternator. Running a car axillaries using wind power reduces the fuel consumption
and it will be most economic compare to other sources of energy like fossil fuels which are
environmental hazardous. It is eco-friendly, less complex, available throughout the day,
inexhaustible and reason to less noise and heat generation.
There is a great scope to maximize the power by correct combination of area ratio of duct,
better design of turbine with higher efficiency, position of duct and design of car. Further the
sophisticated design of whole system will increase the power generation capacity which can
run the car.
HARNESSING WIND POWER IN A CRUISING PASSENGER CAR IN A CFD BASED INVESTIGATION|2014
P E S Institute of Technology, Bangalore Page 5
CONTENTS
CERTIFICATE 5 [
ACKNOWLEDGEMENTS 5
ABSTRACT 5
CONTENTS 5
LIST OF FIGURES 5
LIST OF TABLES 5
CHAPTERS
1. INTRODUCTION 1
2. LITERATURE REVIEW 2
3. DESIGN AND ANALYSIS OF CAR 4
3.1 Modeling of car 4
3.1.1 2D sketch of the car 4
3.2 Meshing of car 5
3.3 CFD analysis of car 6
4. DESIGN AND ANALYSIS OF DUCT 8
4.1 Design of Duct 8
4.2 Constraints in designing 9
4.3 Modeling of duct 9
4.4 Meshing of duct 10
4.5 CFD analysis of duct 11
5. DESIGN AND ANALYSIS OF DUCT WITH CAR 14
5.1 Modeling of car & duct assembled. 14
5.2 Meshing of car & duct 15
5.3 CFD analysis of car & duct 17
6. DESIGN AND ANALYSIS OF TURBINE 21
6.1 Design of turbine 21
6.1.1 Design of stator 22
6.1.2 Area ratio of stator 23
6.1.3 Design of Rotor 23
6.2 Velocity triangle of selected design 25
6.3 Power calculation at different inlet velocity to the rotor 25
HARNESSING WIND POWER IN A CRUISING PASSENGER CAR IN A CFD BASED INVESTIGATION|2014
P E S Institute of Technology, Bangalore Page 6
6.3.1 Eulers equation for turbine power calculation 25
6.3.2 Velocity triangles for different inlet velocities 25
6.4 Modeling of turbine 28
6.5 Meshing of turbine 29
6.6 CFD analysis of turbine 31
6.6.1 Inviscid flow analysis 31
6.6.1.1 Static condition 31
6.6.1.2 Dynamic condition 33
6.6.2 Viscid flow analysis 34
6.6.2.1 Static condition 35
6.6.2.2 Dynamic condition 37
7. CONCLUSIONS AND RESULTS 41
SCOPE OF IMPROVEMENTS 42
REFERENCES 43
HARNESSING WIND POWER IN A CRUISING PASSENGER CAR IN A CFD BASED INVESTIGATION|2014
P E S Institute of Technology, Bangalore Page 7
LIST OF FIGURES
Fig. No Details Page No.
2.1 car with vertical axis turbine 2
2.2 car with wind turbine at the rear end 2
2.3 car with wind turbine on the roof 3
2.4 car with turbines in front 3
2.5 car with turbine at the front 3
3.1 sketch showing dimensions of a car 4
3.2 Pictorial view of car 5
3.3 Meshed view of car with domain 6
3.4 drag co-efficient of car alone 7
3.5 Pressure contours on car 7
4.1 Pictorial view of duct 9
4.2 Meshed Domain of the duct 10
4.3 Sectional view of duct meshing 11
4.4 Contours of static pressure on Duct 12
4.5 Contours of velocity on the Duct 12
4.6 Path line contours of velocity on duct 12
4.7 Shear stress on duct surfaces. 12
4.8 Convergence history of mass flow rate through duct at 10
m/s.
13
5.1 pictorial view of assembled duct with car when open duct is
in bottom
14
5.2 Pictorial view of assembled duct and car with the domain 15
5.3 Sectional view of car and duct meshed 16
5.4 sectional view of car and duct meshed model 16
5.5 Cd of Car and duct in close condition 17
5.6 contours of static pressure 18
5.7 Drag coefficient convergence 18
5.8 contours of path lines 18
HARNESSING WIND POWER IN A CRUISING PASSENGER CAR IN A CFD BASED INVESTIGATION|2014
P E S Institute of Technology, Bangalore Page 8
5.8 Contours of velocity vectors 18
5.10 Inlet velocity comparison of duct and domain 19
5.11 outlet velocity comparison of duct and domain 20
5.12 mass flow rate comparison of duct with car and duct assembly 20
5.13 Drag coefficient comparison of car alone with car and duct
assembly
20
6.1 Sketch showing stator blade 22
6.2 sketch showing consecutive stator blade 23
6.3 Sketch showing Rotor blade 24
6.4 inlet velocity triangle of rotor 25
6.5 outlet velocity triangle 25
6.6 Inlet velocity triangle at 43 m/s 26
6.7 outlet velocity triangle at 43 m/s 26
6.8 Inlet velocity triangle at 57.32 m/s 27
6.9 outlet velocity triangle at 57.32 m/s 27
6.10 Inlet velocity triangle at 72 m/s 27
6.11 outlet velocity triangle at 72 m/s 27
6.12 Inlet velocity triangle at 86 m/s 27
6.13 outlet velocity triangle at 86 m/s 27
6.14 Inlet velocity triangle at 100 m/s 28
6.15 outlet velocity triangle at 100 m/s 28
6.16 3D-Modeling of stator and rotor 28
6.17 Pictorial view of turbine Domain 29
6.18 Meshed turbine Domain 30
6.19 sectional view of 3-D meshed turbine domain 30
6.20 co-efficient of moment history 32
6.21 contours of velocity on turbine 32
6.22 contours of velocity on stator and rotor 34
6.23 contours of velocity on turbine 34
6.24 contours of pressure on stator and rotor 36
6.25 contours of velocity on turbine 36
HARNESSING WIND POWER IN A CRUISING PASSENGER CAR IN A CFD BASED INVESTIGATION|2014
P E S Institute of Technology, Bangalore Page 9
6.26 contours of velocity on stator and rotor 38
6.27 velocity vector of stator and rotor 38
6.28 contours of pressure on stator 38
6.29 contours of velocity on rotor 38
6.30 Compare of theoretical and practical power at varying
velocity
39
6.31 graph of power v/s mass flow rate 39
6.32 graph of efficiency v/s power
39
6.33 turbine with planes of distance 1 cm
40
6.34 graph of velocity v/s position
40
HARNESSING WIND POWER IN A CRUISING PASSENGER CAR IN A CFD BASED INVESTIGATION|2014
P E S Institute of Technology, Bangalore Page 10
LIST OF TABLES
Table No. Details Page No
3.1 Drag co-efficient of car at varying velocities. 7
4.1 Effect on outlet velocity and Diameter at Varying Area Ratio. 8
4.2 Variation of mass flow rate with domain inlet velocity 13
5.1 Variation of drag coefficient with velocity of car and duct
assembly
19
6.1 Blade angle and Specific Power calculation 24
6.2 theoretical power at turbine design parameter 26
6.3 moment and mass flow rate at varying velocity 32
6.4 moment and mass flow rate at varying velocity 34
6.5 moment and mass flow rate at varying velocity 36
6.6 moment and mass flow rate at varying velocity 38
HARNESSING WIND POWER IN A CRUISING PASSENGER CAR IN A CFD BASED INVESTIGATION|2014
P E S Institute of Technology, Bangalore Page 11
CHAPTER 1
INTRODUCTION
Air is inexhaustible power source, unlike the other power source such as petrol, diesel and
liquid petroleum gas (LPG), it does not cost. In the same fashion, it is available throughout a
day and night, anywhere on earth unlike the other conventional fluid source.
Based on such an extraordinary quality, air can be utilized as a power source, and it is
utilizing already. But, suppose somebody want to utilize it in a cruising passenger car, then
how they will do that?
In this project, a complete computational fluid dynamic (CFD) analysis has been done, and
all the aspect and technical parameter has discussed and evaluated to find a feasible design.
Something which harms you, can also give you benefits. Similarly, when a cruising car
moves on the road with certain speed, it faces huge amount of drag. Drag charges in the form
of fuel, which is the prime concern in today world. Thats why; we utilize drag force to
generate power.
The first step of concept development is introduce a technique which capture sufficient air,
so for this a perfect match is duct; a converging duct, which has fixed inlet area of high
aspect ratio because of the constraints such as length and ground clearance.
The convergent duct accelerates the flow to a high velocity at outlet of duct. The kinetic
energy of this high speed air can be utilized to operate an impulse turbine for shaft power
output. A single stage impulse turbine consisting of fixed stator which works like a nozzle
and moving rotor can be designed for this purpose. CFD is used to validate the concept.
Summary of complete project are-
MODELING AND
ANALYSIS OF
CAR
DESIGN,
MODELING AND
ANALYSIS OF
DUCT
ANALYSIS OF
DUCT AND
CAR
ASSEMBLY
DESIGN,
MODELING AND
ANALYSIS OF
TURBINE
COMPARISON OF CAR, DUCT AND
TURBINE RESULTS
HARNESSING WIND POWER IN A CRUISING PASSENGER CAR IN A CFD BASED INVESTIGATION|2014
P E S Institute of Technology, Bangalore Page 12
CHAPTER 2
LITERATURE REVIEW
For generation of any concept and design, every designer and engineer will first look for
whatever he thought to design that concept is existing or newer one. If yes then how much
people knows about that. Similar way, for this project we did literature review to know about
how far harnessing wind energy in turbine in car concept existing. Lots of design and concept
were available. Some of real life concept existing some of them are as follows-
The Tickoo [4] (in fig. 2.1) Wind Turbine has numerous advantages over a conventional
turbine. This has been made possible by designing the mechanisms that deflect the wind in
the desired area of the turbine and over a larger angle. Also, the drag component of the wind
force is drastically reduced and the design maximizes the utilization of the wind. Following
are some of the key advantages of this wind turbine.
Fig. 2.1 car with vertical axis turbine Fig. 2.2 car with wind turbine at the rear end
This vehicle (in fig. 2.2) is entry to the Peugeot Design Contest 2008 [3]. Designers were
asked to create a concept car for the cities of the future, concentrating on environmental
awareness, social harmony, interactive mobility and economic efficiency.
Ying Hui Choos Peugeot Blade, designed for pure driving enjoyment, has a wind turbine
attached to the back to charge its electric battery.
HARNESSING WIND POWER IN A CRUISING PASSENGER CAR IN A CFD BASED INVESTIGATION|2014
P E S Institute of Technology, Bangalore Page 13
Eco Cars: Solar and wind-powered Lamborghini Countach EV [7] offers a self-sufficient
ride. Concept electric car harnesses solar and wind energy for power. Electric cars being
developed today are considered great for the environment, since they dont pollute the
atmosphere with harmful gases. However, if electricity generation is taken into consideration,
which is mostly produced in coal-fired power plants, the eco friendly credentials of electric
cars get debatable.
Fig. 2.3 car with wind turbine on the roof Fig. 2.4 car with turbines in front
Enterprising farmer Tang Zhen ping [6] wouldnt look out of place on The Apprentice. For
the Chinese 90-year-olds fuel-saving idea could see him become a millionaire overnight after
creating a wind-powered vehicle that can reach speeds of nearly 90 mph.
Tang says it took him three months to design and build the vehicle, which measures 1 m high
and 3 m long.
Fig. 2.5 car with turbine at the front
HARNESSING WIND POWER IN A CRUISING PASSENGER CAR IN A CFD BASED INVESTIGATION|2014
P E S Institute of Technology, Bangalore Page 14
CHAPTER 3
DESIGN AND ANALYSIS OF CAR
3.1 Modeling of car
Modeling of duct has been done of CAD tool CATIA, and ANSYS Design
Modular.
3.1.1 2D sketch of the car
o Length of car = 5 m
o Width = 2.5 m
o Height = 1.2 m
o Ground clearance=0.45 m
Figure 3.1 sketch showing dimensions of a car
HARNESSING WIND POWER IN A CRUISING PASSENGER CAR IN A CFD BASED INVESTIGATION|2014
P E S Institute of Technology, Bangalore Page 15
Figure 3.2 Pictorial view of car
3.2 Meshing of car
Meshing of car has been done using meshing tool, HYPERMESH 11.0. Domain
dimension are as follows-
Length of the domain from car front surface= 2*length of car
= 10 m
Length of the domain from car rear end= 5*length of car
= 25 m
Width of the domain from car symmetric surface= 2*length of car
= 10 m
Height of the domain from ground surface = 3*length of car
= 15 m
Type and size of element
Element size for car body= 20 mm
Element size for Domain= 100-300 mm
2D elements - Trias
3D elements Tetras
Total no of element created - 451121
FRONT
END
REAR
END
HARNESSING WIND POWER IN A CRUISING PASSENGER CAR IN A CFD BASED INVESTIGATION|2014
P E S Institute of Technology, Bangalore Page 16
Fig 3.3 Meshed view of car with domain
3.3 CFD analysis of car
Solution setting
Scaling of the meshed file
Model- Viscous- turbulence K-epsilon-standard wall function
Material- Air- standard density
Boundary condition-
Domain inlet= velocity-Inlet
Domain Outlet= Pressure-outlet
Symmetry surface= symmetry
Domain wall= wall
Car-wall= wall
Reference values
Area= frontal area=1.825 m
Solution method- Coupled
HARNESSING WIND POWER IN A CRUISING PASSENGER CAR IN A CFD BASED INVESTIGATION|2014
P E S Institute of Technology, Bangalore Page 17
Fig-3.4- drag co-efficient of car alone Fig-3.5 Pressure contours on car
Table no- 3.1 Drag co-efficient of car at varying velocities.
S.No Velocity Drag Coefficient (Cd)
1 10 0.1621
2 20 0.1623
3 30 0.1623
4 40 0.1619
5 50 0.1623
HARNESSING WIND POWER IN A CRUISING PASSENGER CAR IN A CFD BASED INVESTIGATION|2014
P E S Institute of Technology, Bangalore Page 18
CHAPTER 4
DESIGN AND ANALYSIS OF DUCT
4.1 Design of Duct
Continuity equation has used to find the outlet diameter and velocity.
m = A V (kg/s).
m = mass flow rate (kg/s)
= density of fluid (kg/m)
A = Cross sectional area (m)
V = Velocity of fluid (m/s)
Table 4.1: Effect on outlet velocity and Diameter at Varying Area Ratio.
SL
NO
INLET
AREA
(m)
AREA
RATIO
OUTLET
AREA
(m)
OUTLET
DIAMETER
(cm)
VELOCITY
INLET
(Km)
OUTLET
(Km)
1
0.2
1 0.2 50
60-120
60-120
2 2 0.1 35.6 120-240
3 3 0.0667 30 180-360
4 4 0.05 25 240-480
5 5 0.04 22.6 300-600
6 6 0.033 20.6 360-720
7 7 0.0286 19 420-840
8 8 0.025 17.8 480-960
9 9 0.022 16.8 540-1080
10 10 0.02 15.95 600-1200
HARNESSING WIND POWER IN A CRUISING PASSENGER CAR IN A CFD BASED INVESTIGATION|2014
P E S Institute of Technology, Bangalore Page 19
4.2 Constraints in designing -
Size
Noise
Vibration
Compressibility effect
Selected area ratio is 4, 5 and 6. For further design and analysis, area ratio 5 has been
preferred.
4.3 Modeling of duct
Modeling of duct has been done of CAD tool CATIA, and ANSYS Design Modular.
Dimensions of Duct
Length=4.5 m
Width= 2 m
Height = .1 m
Figure 4.1 Pictorial view of duct
DUCT INLET DUCT OUTLET
TRANSITION
PART TURBINE
HARNESSING WIND POWER IN A CRUISING PASSENGER CAR IN A CFD BASED INVESTIGATION|2014
P E S Institute of Technology, Bangalore Page 20
4.4 Meshing of duct
Meshing of Duct has been done using meshing tool, HYPERMESH 11.0.
Domain dimensions are as follows-
Length of the domain from Duct Inlet= 2*length of Duct
= 8 m
Length of the domain from Duct outlet = 5*length of Duct
= 20 m
Width of the Duct domain = 2*width of Duct*2
= 8 m
Height of the domain from ground surface = 10*width
= 2 m
Type and size of element
Element size for Duct body= 50 mm
Element size for Domain= 150 mm
2D elements - Trias
3D elements Tetras
Fig-4.2 Meshed Domain of the duct
HARNESSING WIND POWER IN A CRUISING PASSENGER CAR IN A CFD BASED INVESTIGATION|2014
P E S Institute of Technology, Bangalore Page 21
Fig. 4.3 Sectional view of duct meshing
Number of elements created 1524561
4.5 CFD analysis of duct
CFD analysis of duct has been done using analysis tool, ANSYS FLUENT 14
Solution setting
Scaling of the meshed file
Model- Viscous- turbulence K-epsilon-standard wall function
Material- Air- standard density
Boundary condition-
Domain inlet= velocity-Inlet
Domain Outlet= Pressure-outlet
Duct-Inlet= Interior
Duct-outlet= Interior
Domain Surface= wall
Solution method= Coupled
HARNESSING WIND POWER IN A CRUISING PASSENGER CAR IN A CFD BASED INVESTIGATION|2014
P E S Institute of Technology, Bangalore Page 22
Fig. 4.4 Contours of static pressure on Duct Fig. 4.5 Contours of velocity on the Duct
Fig. 4.6 Path line contours of velocity on duct. Fig .4.7 shear stress on duct surfaces .
HARNESSING WIND POWER IN A CRUISING PASSENGER CAR IN A CFD BASED INVESTIGATION|2014
P E S Institute of Technology, Bangalore Page 23
Fig. 4.8 Convergence history of mass flow rate through duct at 10 m / s .
Table no. 4.2 Variation of mass flow rate with domain inlet velocity
S.No Velocity (m/s) Duct Mass flow rate
(kg/s) Domain inlet Duct inlet Duct outlet
1 10 3.850 9.19 0.486
2 20 6.430 23.383 1.143
3 30 9.0760 28.640 1.366
4 40 12.107 38.170 1.8654
5 50 15.101 47.618 2.327
HARNESSING WIND POWER IN A CRUISING PASSENGER CAR IN A CFD BASED INVESTIGATION|2014
P E S Institute of Technology, Bangalore Page 24
CHAPTER 5
DESIGN AND ANALYSIS OF DUCT WITH CAR
5.1 Modeling of car & duct assembled.
Modeling of duct has been done of CAD tool CATIA, and ANSYS Design Modular.
Fig 5.1 pictorial view of assembled duct with car when open duct is in bottom
CAR FRONT
SURFACE
DUCT BODY DUCT INLET
DUCT OUTLET AND
TURBINE INLET
CAR REAR END
HARNESSING WIND POWER IN A CRUISING PASSENGER CAR IN A CFD BASED INVESTIGATION|2014
P E S Institute of Technology, Bangalore Page 25
5.2 Meshing of car & duct
Meshing of Duct and car has been done using meshing tool, HYPERMESH
Domain dimensions are as follows-
Length of the domain from car front surface= 2*length of car
= 10 m
Length of the domain from car rear end= 5*length of car
= 25 m
Width of the domain from car symmetric surface= 2*length of car
= 10 m
Height of the domain from ground surface = 3*length of car
= 15 m
Type and size of element
Element size for Duct and car body= 20 mm
Element size for Domain= 100-300 mm
2D elements - Trias
3D elements Tetras
Number of elements created 1289582
Fig 5.2 Pictorial view of assembled duct and car with the domain
INLET
OUTLET
CAR
DUCT
SYMMETRY
PLANE
HARNESSING WIND POWER IN A CRUISING PASSENGER CAR IN A CFD BASED INVESTIGATION|2014
P E S Institute of Technology, Bangalore Page 26
Fig 5.3 Sectional view of car and duct meshed
Fig. 5.4 sectional view of car and duct meshed model
HARNESSING WIND POWER IN A CRUISING PASSENGER CAR IN A CFD BASED INVESTIGATION|2014
P E S Institute of Technology, Bangalore Page 27
5.3 CFD analysis of car & duct
CFD analysis of duct has been done using analysis tool, ANSYS FLUENT 14
Solution setting
Scaling of the meshed file
Model- Viscous- turbulence K-epsilon-standard wall function
Material- Air- standard density
Boundary condition-
Domain inlet= velocity-Inlet
Domain Outlet= Pressure-outlet
Duct-Inlet= Interior
Duct-outlet= Interior
Domain Surface= wall
Car wall- wall
Car symmetry= symmetry
Solution method= Coupled
Fig. 5.5 Cd of Car and duct in close condition
HARNESSING WIND POWER IN A CRUISING PASSENGER CAR IN A CFD BASED INVESTIGATION|2014
P E S Institute of Technology, Bangalore Page 28
Fig. 5.6 contours of static pressure Fig. 5.7 Drag coefficient convergence
Fig. 5.8 contours of path lines Fig. 5.9 Contours of velocity vectors
HARNESSING WIND POWER IN A CRUISING PASSENGER CAR IN A CFD BASED INVESTIGATION|2014
P E S Institute of Technology, Bangalore Page 29
Table 5.1 Variation of drag coefficient with velocity of car and duct assembly
S.No Velocity (m/s) Duct Mass
flow rate
(kg/s)
Coefficient of drag
Domain
inlet
Duct
inlet
Duct
outlet
Car alone Assembly of
duct with car
1 10 3.67 8.8408 0.259 0.1588 0.1638
2 20 7.34 17.67 0.510 0.1598 0.1642
3 30 10.94 26.72 0.765 0.160 0.1658
4 40 14.578 35.563 1.02 0.1619 0.1672
5 50 18.316 44.497 1.306 0.1623 0.1675
Fig. 5.10 Inlet velocity comparison of duct and domain
0 2 4 6 8
10 12 14 16 18 20
0 10 20 30 40 50 60
DU
CT
INLE
T V
ELO
CIT
Y (
m/s
)
DOMAIN INLET VELOCITY (m/s)
DOMAIN INLET VELOCITY VS. DUCT INLET VELOCITY
ASSEMBLED WITH CAR
DUCT ALONE
HARNESSING WIND POWER IN A CRUISING PASSENGER CAR IN A CFD BASED INVESTIGATION|2014
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Fig. 5.11 outlet velocity comparison of duct and domain
Fig. 5.12 mass flow rate comparison of duct with car and duct assembly
Fig. 5.13 Drag coefficient comparison of car alone with car and duct assembly
0
1
2
3
0 10 20 30 40 50 60
MA
SS F
LOW
RA
TE (
kg/s
)
DOMAIN INLET VELOCITY (m/s)
DOMAIN INLET VELOCITY VS. MASS FLOW RATE
ASSEMBLED
DUCT ALONE
0.16
0.162
0.164
0.166
0.168
0 10 20 30 40 50 60
DR
AG
CO
-EFF
ICIE
NT
(Cd)
DOMAIN INLET VELOCITY (m/s)
DOMAIN VELOCITY VS. DRAG
CO-EFFICIENT (Cd)
ASSEMBLED
CAR ALONE
0
10
20
30
40
50
0 20 40 60 DU
CT
OU
TLET
VEL
OC
ITY
(m
/s)
DOMAIN INLET VELOCITY (m/s)
DOMAIN INLET VELOCITY VS DUCT OUTLET VELOCITY
ASSEMBLED
DUCT ALONE
HARNESSING WIND POWER IN A CRUISING PASSENGER CAR IN A CFD BASED INVESTIGATION|2014
P E S Institute of Technology, Bangalore Page 31
CHAPTER 6
DESIGN AND ANALYSIS OF TURBINE
6.1 Design of turbine
Impulse turbine
Impulse turbine or turbine stages, which are simple, single-rotor or multi-rotor (compounded)
turbines to which impulse blades are attached. Impulse blades are usually symmetrical and
have entrance and exit angles. At the entrance of the turbine where the pressure is high, the
blades are normally short and have constant cross sections.
The Single-Stage Impulse Turbine
It is also called the de Laval turbine after its inventor. In this type a single rotor is
used to which impulse blades are attached.
The steam is fed through one or several nozzles which do not extended completely
around the circumference of the rotor, sonly part of the blades are impinged at any
one time.
The pressure drop in this type occurs mainly in the nozzle and the velocity drops on
the blades.
Terminologies of turbine
Chord: the length of the perpendicular projection of the blade profile onto the chord
line. It is approximately equal to the linear distance between the leading edge and the
trailing edge.
Axial chord: the length of the projection of the blade, as set in the turbine, onto a line
parallel to the turbine axis. It is the axial length of the blade.
Blade height: the radius at the tip minus the radius at the hub.
Blade inlet angle: the angle between the tangent to the camber line at the leading 2
edge and the turbine axial direction.
Camber line: the mean line of the blade profile. It extends from the leading edge to
the trailing edge, halfway between the pressure surface and the suction surface.
Hub: the portion of a turbo machine bounded by the inner surface of the flow annulus.
Incidence angle: the flow inlet angle minus the blade inlet angle.
Pressure surface: the concave surface of the blade. Along this surface, pressures are
highest.
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Shroud: the surface defining the outer diameter of a turbo machine flow annulus.
Suction surface: the convex surface of the blade. Along this surface, pressures are
lowest.
6.1.1 Design of stator
Stator is design by assuming certain factor-
Inlet flow direction axial
Chord length 5 cm
Number of nozzle blade- 11
Spacing between blade- 4.3 cm
Axial chord- 4.3 cm
Aspect ratio - 0.5
Blade inlet angle- 0
Blade outlet angle- 30
Blade height- 7 cm
Hub diameter- 11 cm
Shroud diameter- 25 cm
Tip radius- 12.5 cm
Mean radius- 9 cm
Area ratio- 1.43
working fluid- Air (standard density)
Fig. 6.1 sketch of stator
STATOR
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6.1.2 AREA RATIO OF STATOR
Fig. 6.2 sketch showing consecutive stator blade
Area ratio
It is the ratio of the area of the inlet to that of area at the outlet.
Area Ratio = Inlet area / outlet area
Inlet area = 0.00301 m
Outlet area = 0.0021 m
Area ratio =0.00301 / 0.0021
= 1.433
6.1.3 Design of Rotor
Rotor is design by taking certain factor-
Blade inlet angle 54
Blade outlet angle- 54
Chord length 5 cm
Number of nozzle blade- 12
Aspect ratio - 0.5
Blade height- 7 cm
Hub diameter- 11 cm
Shroud diameter- 25 cm
Tip radius- 12.5 cm
HARNESSING WIND POWER IN A CRUISING PASSENGER CAR IN A CFD BASED INVESTIGATION|2014
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Mean radius- 9 cm
working fluid- Air (standard density)
Fig. 6.3 Sketch showing Rotor blade
Table-6.1 Blade angle and Specific Power calculation
S NO U
(m/s) V1
(m/s) 1() () Vr1
(m/s) Vr2
(m/s) Vw1 (m/s)
Vw2 (m/s)
Power (Ws/kg)
1 30 50 30 61.98 28.3 56.386 43.301 0 1299.03
2 30 55 30 57.33 33 46.79 47.631 0 1428.93
3 30 60 30 53.79 37.2 40.98 51.96 0 1558.8
4 30 65 30 51.02 41.8 37.1 56.29 0 1688.7
5 30 70 30 48.82 46.5 34.3 60.6 0 1818
ROTOR
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6.2 Velocity triangle of selected design
Inlet and outlet velocity triangle of rotor
Fig. 6.4 inlet velocity triangle of rotor Fig. 6.5 outlet velocity triangle
6.3 Power calculation at different inlet velocity to the rotor
6.3.1 Eulers equation for turbine power calculation
P= m U (Vw1 Vw2)
Where,
P = Theoretical power (w),
m = mass flow rate (kg/s),
U = Rotor velocity (m/s),
Vw1 = Whirl velocity at inlet (m/s),
Vw2 = Whirl velocity at outlet (m/s).
INLET OUTLET
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Table 6.2 theoretical power at turbine design parameter
S.No
v
(m/s)
m
(Kg/s)
V1
(m/s)
Vw1
(m/s)
Vw1-U
(m/s) V1*SIN30
Vr1
(m/s) ()
V2
(m/s)
Vr2
(m/s)
Theoretical
power, P
(KW)
1 30.00 1.46 42.99 37.24 7.24 21.49 22.67 71.42 89.07 93.99 1.63147
2 40.00 1.95 57.32 49.65 19.65 28.65 34.74 55.58 43.74 53.04 2.90038
3 50.00 2.43 71.65 62.06 32.06 35.81 48.06 48.19 33.51 44.97 4.53185
4 60.00 2.92 85.98 74.47 44.47 42.97 61.84 44.04 28.99 41.72 6.52586
5 70.00 3.41 100.31 86.88 56.88 50.13 75.82 41.41 26.44 39.99 8.88242
6.3.2 Velocity triangles for different inlet velocities for rotor
Constants,
Rotor velocity (U) = 30 m/s
Rotor velocity= 2*3.14*tip blade radius/60 ==30 m/s
Nozzle angle () = 30
Vw2 = 0
1=2
Fig. 6.6 Inlet velocity triangle at 43 m/s Fig. 6.7 outlet velocity triangle at 43 m/s
HARNESSING WIND POWER IN A CRUISING PASSENGER CAR IN A CFD BASED INVESTIGATION|2014
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Fig. 6.8 Inlet velocity triangle at 57.32 m/s Fig. 6.9 Inlet velocity triangle at 57.32 m/s
Fig. 6.10 Inlet velocity triangle at 72 m/s Fig. 6.11 outlet velocity triangle at 72 m/s
Fig. 6.12 Inlet velocity triangle at 86 m/s Fig. 6.13 outlet velocity triangle at 86 m/s
HARNESSING WIND POWER IN A CRUISING PASSENGER CAR IN A CFD BASED INVESTIGATION|2014
P E S Institute of Technology, Bangalore Page 38
Fig. 6.14 Inlet velocity triangle at 100 m/s Fig. 6.15 outlet velocity triangle at 100 m/s
6.4 Modeling of turbine
Modeling of duct has been done of CAD tool CATIA
Fig. 6.16 3D-Modeling of stator and rotor
Stator
Rotor
HARNESSING WIND POWER IN A CRUISING PASSENGER CAR IN A CFD BASED INVESTIGATION|2014
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6.5 Meshing of turbine
Meshing of turbine is done using meshing tool, HYPERMESH 11.0.
Domain dimensions are as follows,
Upstream = 8.0 cm
Downstream = 8.5 cm
Hub diameter = 11 cm
Shroud diameter = 25 cm
Width of rotor = 5 cm
Width of stator = 4.3 cm
Distance between
Interface-1 and interface-2 = 0.2 cm
Interface-3 and interface-4 = 0.15 cm
Total length of the domain = 26.5 cm
Fig. 6.17 Pictorial view of turbine Domain
Element size for stator and rotor = 0.2 - 4 mm
Element size for domain = 7 mm
2D elements - Trias
3D elements Tetras
No of element 643914
Inlet
Outlet
Upstream Stator
Rotor
Downstream
Hub
Shroud
HARNESSING WIND POWER IN A CRUISING PASSENGER CAR IN A CFD BASED INVESTIGATION|2014
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Fig. 6.18 Meshed turbine Domain
Fig. 6.19 sectional view of 3-D meshed turbine domain
6.6 CFD analysis of turbine
Two type of CFD analysis of turbine has been done-
Inviscid flow analysis
Viscid (viscous) flow analysis
HARNESSING WIND POWER IN A CRUISING PASSENGER CAR IN A CFD BASED INVESTIGATION|2014
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6.6.1 Inviscid flow analysis
There are two type of inviscid flow analysis as done-
Static condition
Dynamic condition
6.6.1.1 Static condition
Solution setting
Scaling of the meshed file
Model- Inviscid
Material- Air- standard density
Boundary condition-
Domain inlet= velocity-Inlet
Domain Outlet= Pressure-outlet
Rotor wall
Stator wall
Interface-1 interface
Interface-2 interface
Interface-3 interface
Interface-4 interface
Cell zone condition- Stator
Mesh interface
Name-interface-1interface-1
Interface-2
Name-interface-2interface-3
Interface-4
Reference values- compute from -Inlet
Reference zone- Rotor
Solution method= Coupled
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Table 6.3 moment and mass flow rate at varying velocity
S.No Velocity
(m/s)
Mass flow
rate (kg/s)
Speed of
rotor (rpm)
Moment (Nm) Power (KW)
1 30 1.454 0 4.48 0
2 40 1.94 0 9.18 0
3 50 2.424 0 11.47 0
4 60 2.909 0 18.57 0
5 70 3.3934 0 30.65 0
Fig. 6.20 co-efficient of moment history Fig. 6.21 contours of velocity on turbine
6.6.1.2 Dynamic condition
Solution setting
Scaling of the meshed file
Model- Inviscid
Material- Air- standard density
Boundary condition-
Domain inlet= velocity-Inlet
Domain Outlet= Pressure-outlet
Rotor wall
Stator wall
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Interface-1 interface
Interface-2 interface
Interface-3 interface
Interface-4 interface
Cell zone condition- Rotor-Frame Motion
Angular speed- 2500 rpm
Axis of rotation- Z-axis
Mesh interface
Name- interface-1interface-1
Interface-2
Name-interface-2interface-3
Interface-4
Reference values- compute from -Inlet
Reference zone- Rotor
Solution method= Coupled
Table 6.4 moment and mass flow rate at varying velocity
S.No Velocity
(m/s)
Mass flow
rate
Speed of
rotor (rpm)
Moment
(Nm)
Power
(KW)
1 30 1.454 2500 5.08 1.33
2 40 1.94 2500 9.25 2.423
3 50 2.424 2500 11.7 3.06
4 60 2.909 2500 17.61 4.61
5 70 3.3934 2500 23.86 6.25
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Fig. 6.22 contours of velocity on stator and rotor Fig. 6.23 contours of velocity on turbine
6.6.2 Viscid flow analysis
There are two type of inviscid flow analysis as done-
Static condition
Dynamic condition
6.6.2.1 Static condition
Solution setting
Scaling of the meshed file
Model- viscous- K-epsilon-wall function standard
Material- Air- standard density
Boundary condition-
Domain inlet= velocity-Inlet
Domain Outlet= Pressure-outlet
Rotor wall
Stator wall
Interface-1 interface
Interface-2 interface
Interface-3 interface
HARNESSING WIND POWER IN A CRUISING PASSENGER CAR IN A CFD BASED INVESTIGATION|2014
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Interface-4 interface
Cell zone condition- Stator
Mesh interface
Name-interface-1interface-1
Interface-2
Name-interface-2interface-3
Interface-4
Reference values- compute from -Inlet
Reference zone- Rotor
Solution method= Coupled
Table 6.5 moment and mass flow rate at varying velocity
S.No Velocity
(m/s)
Mass flow
rate(kg/s)
Speed of
rotor (rpm)
Moment (Nm) Power (W)
1 30 1.454 0 4.48 0
2 40 1.94 0 8.965 0
3 50 2.424 0 11.21 0
4 60 2.909 0 17.95 0
5 70 3.3934 0 24.43 0
HARNESSING WIND POWER IN A CRUISING PASSENGER CAR IN A CFD BASED INVESTIGATION|2014
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Fig. 6.24 contours of pressure on stator and rotor Fig. 6.25 contours of velocity on turbine
.
6.6.2.2 Dynamic condition
Solution setting
Scaling of the meshed file
Model- viscous- K-epsilon-wall function standard
Material- Air- standard density
Boundary condition-
Domain inlet= velocity-Inlet
Domain Outlet= Pressure-outlet
Rotor wall
Stator wall
Interface-1 interface
Interface-2 interface
Interface-3 interface
Interface-4 interface
Cell zone condition- Rotor-Frame Motion
Angular speed- 2500 rpm
Axis of rotation- Z-axis
Mesh interface
HARNESSING WIND POWER IN A CRUISING PASSENGER CAR IN A CFD BASED INVESTIGATION|2014
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Name-interface-1interface-1
Interface-2
Name-interface-2interface-3
Interface-4
Reference values- compute from -Inlet
Reference zone- Rotor
Solution method= Coupled
Table 6.6 moment and mass flow rate at varying velocity
S.No Velocity
(m/s)
Mass flow
rate(kg/s)
Speed of rotor
(rpm)
Moment (Nm) Power (KW)
1 30 1.454 2500 5.04 1.32
2 40 1.94 2500 9.13 2.392
3 50 2.424 2500 11.68 3.06
4 60 2.909 2500 17.33 4.54
5 70 3.3934 2500 23.65 6.196
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Fig. 6.26 contours of velocity on stator and rotor Fig. 6.27 velocity vector of stator and rotor
Fig. 6.28 contours of pressure on stator Fig. 6.29 contours of velocity on rotor
Fig. 6.30 Compare of theoretical and practical power at varying velocity
0
2
4
6
8
10
0 10 20 30 40 50 60 70 80
Po
we
r (K
W)
Velocity (m/s)
Stator Inlet Velocity VS. Power
THEORETICAL POWER Dynamic inviscid power Dynamic viscid
HARNESSING WIND POWER IN A CRUISING PASSENGER CAR IN A CFD BASED INVESTIGATION|2014
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Fig. 6.31 graph of power v/s mass flow rate
Fig. 6.32 graph of efficiency v/s power
0
2
4
6
8
10
0 1 2 3 4
Po
we
r (k
w)
Mass Flow rate (kg/s)
Power VS. Mass Flow Rate
Theoretical Power
Dynamic Inviscid Power
Dynamic Viscid power
0.00
0.50
1.00
0.00 1.00 2.00 3.00 4.00
Effi
cie
ncy
Mass flow rate (kg/s)
Efficiency v/s mass flow rate
Inviscid Dynamic Efficiency
Viscid Dynamic Efficiency
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6.6.3 Velocity variation with respect to position from inlet of turbine
Fig. 6.33 turbine with planes of distance 1 cm
Fig. 6.34 graph of velocity v/s position
0
20
40
60
80
100
120
-0.05 0 0.05 0.1 0.15 0.2 0.25 0.3
Ve
loci
ty (
m/s
)
Position (m)
Position from inlet of turbine vs. Velocity
Velocity
HARNESSING WIND POWER IN A CRUISING PASSENGER CAR IN A CFD BASED INVESTIGATION|2014
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CHAPTER 7
RESULTS AND CONCLUSIONS
The addition of duct and turbine below the cruising passenger car doesnt alter the
coefficient of drag of the car. So, we can use duct and turbine assembly to generate
power.
The power generated by turbine at different mass flow rates through duct has been
calculated theoretically and validated with the CFD analysis tool. The power
generated is in the range of 1.5 KW 8.5 KW for the mass flow rate ranging from 1.4
kg/s 3.4 kg/s respectively.
Hence, the use of wind turbine in a cruising car is advantageous since the working
fluid is the wind which is inexhaustible, non-polluting and most economic compare to
other sources of energy.
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SCOPE OF IMPROVEMENTS
Use of duct and turbine assembly, in a car which has average length and ground
clearance.
Use car and duct assembly in less aerodynamic car, and find the effect of drag force.
If drag co-efficient increases drastically after assembly of duct then, need to
reconsider the design and concept.
By proper design combination. There are huge possibilities of generating high power.
Design of duct with high area ratio can provide high outlet velocity, by which power
generation can be enhanced.
In current design, RPM of turbine is taken 2500, design can be generate by higher
RPM which can help in higher power generation.
Position of duct can be changed such as it can be use on the roof and sides.
Length and diameter of duct can be change for better design.
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REFERENCES
1. http://www.buzzle.com/articles/wind-powered-car.html
2. http://www.answers.com/topic/impulse-turbine-2#ixzz303xYve1t
3. http://www.telegraph.co.uk/motoring/2798670/Peugeot-concept-vehicles-the-cars-of-
the-future.html
4. http://www.cadcim.com/tickoo_wind_turbine/tickoo_wind_turbine.htm
5. http://polymathprogrammer.com/2010/09/06/wind-turbines-on-cars/
6. http://www.technologicvehicles.com/en/green-transportation-news/1747/video-
chinese-diy-wind-powered-car
7. http://www.ecofriend.com/eco-cars-solar-and-wind-powered-lamborghini-countach-
ev-offers-a-self-sufficient-ride.html
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