Project Report Busroofturbine

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



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.



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.



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.



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



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



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



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







6.16 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


6.24 contours of pressure on stator and rotor 36




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



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






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



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.



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



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



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



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



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



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



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



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


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



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




Boundary condition-



Duct-Inlet= Interior

Duct-outlet= Interior

Domain Surface= wall

Solution method= Coupled



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 .



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



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



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


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



Fig 5.3 Sectional view of car and duct meshed

Fig. 5.4 sectional view of car and duct meshed model



5.3 CFD analysis of car & duct

CFD analysis of duct has been done using analysis tool, ANSYS FLUENT 14

Solution setting




Boundary condition-



Duct-Inlet= Interior

Duct-outlet= Interior

Domain Surface= wall

Car wall- wall

Car symmetry= symmetry


Fig. 5.5 Cd of Car and duct in close condition



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



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



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 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 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 VS DUCT OUTLET VELOCITY

ASSEMBLED

DUCT ALONE



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.



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



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



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



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



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



Fig. 6.8 Inlet velocity triangle at 57.32 m/s Fig. 6.9 Inlet velocity triangle at 57.32 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



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



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



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


Model- Inviscid


Boundary condition-



Rotor wall

Stator wall

Interface-1 interface




Cell zone condition- Stator

Mesh interface

Name-interface-1interface-1

Interface-2


Interface-4

Reference values- compute from -Inlet

Reference zone- Rotor




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


Model- Inviscid


Boundary condition-



Rotor wall

Stator wall







Cell zone condition- Rotor-Frame Motion

Angular speed- 2500 rpm

Axis of rotation- Z-axis

Mesh interface

Name- interface-1interface-1

Interface-2


Interface-4





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



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


Model- viscous- K-epsilon-wall function standard


Boundary condition-



Rotor wall

Stator wall







Cell zone condition- Stator

Mesh interface


Interface-2


Interface-4





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



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


Model- viscous- K-epsilon-wall function standard


Boundary condition-



Rotor wall

Stator wall





Cell zone condition- Rotor-Frame Motion

Angular speed- 2500 rpm

Axis of rotation- Z-axis

Mesh interface




Interface-2


Interface-4





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



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



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



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



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.



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.



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

Documents

Project Report Busroofturbine