Design and Verification of the Risø-B1 Airfoil Family for Wind Turbines

2004 ◽  
Vol 126 (4) ◽  
pp. 1002-1010 ◽  
Author(s):  
Peter Fuglsang ◽  
Christian Bak ◽  
Mac Gaunaa ◽  
Ioannis Antoniou
Keyword(s):  
Wind Tunnel ◽  
Wind Turbines ◽  
Lift Coefficient ◽  
Leading Edge ◽  
Wind Tunnel Testing ◽  
Standard Case ◽  
Aerodynamic Efficiency ◽  
Pitch Control ◽  
Edge Roughness ◽  
Target Characteristics

This paper presents the design and experimental verification of the Risø-B1 airfoil family for MW-size wind turbines with variable speed and pitch control. Seven airfoils were designed with thickness-to-chord ratios between 15% and 53% to cover the entire span of a wind turbine blade. The airfoils were designed to have high maximum lift and high design lift to allow a slender flexible blade while maintaining high aerodynamic efficiency. The design was carried out with a Risø in-house multi disciplinary optimization tool. Wind tunnel testing was done for Risø-B1-18 and Risø-B1-24 in the VELUX wind tunnel, Denmark, at a Reynolds number of 1.6×106. For both airfoils the predicted target characteristics were met. Results for Risø-B1-18 showed a maximum lift coefficient of 1.64. A standard case of zigzag tape leading edge roughness caused a drop in maximum lift of only 3.7%. Cases of more severe roughness caused reductions in maximum lift between 12% and 27%. Results for the Risø-B1-24 airfoil showed a maximum lift coefficient of 1.62. The standard case leading edge roughness caused a drop in maximum lift of 7.4%. Vortex generators and Gurney flaps in combination could increase maximum lift up to 2.2 (32%).

Modification of the NACA 632-415 Leading Edge for Better Aerodynamic Performance

2002 ◽  
Vol 124 (4) ◽  
pp. 327-334 ◽  
Author(s):  
Christian Bak ◽  
Peter Fuglsang
Keyword(s):  
Wind Tunnel ◽  
Wind Turbines ◽  
Power Level ◽  
Leading Edge ◽  
Aerodynamic Characteristics ◽  
Dynamic Stall ◽  
Wind Tunnel Tests ◽  
Damping Characteristics ◽  
Edge Roughness ◽  
Drag Ratio

Double stall causes more than one power level when stall-regulated wind turbines operate in stall. This involves significant uncertainty on power production and loads. To avoid double stall, a new leading edge was designed for the NACA 632-415 airfoil, an airfoil that is often used in the tip region of wind turbines. A numerical optimization tool incorporating XFOIL was used with a special formulation for the airfoil leading edge shape. The EllipSys2D CFD code was used to analyze the modified airfoil. In theory and in wind tunnel tests, the modified airfoil showed smooth and stable stall characteristics with no tendency to double stall. Also, both theory and wind tunnel tests showed that the overall aerodynamic characteristics were similar to NACA 632-415 except for an increase in the lift-drag ratio below maximum lift and an increase in maximum lift. The wind tunnel tests showed that dynamic stall and aerodynamic damping characteristics for the modified airfoil and the NACA 632-415 airfoil were the same. The modified airfoil with leading edge roughness in general had better characteristics compared with the NACA 632-415 airfoil.

scholarly journals Wind Tunnel Testing of an Optimal Feedback/feedfoward Control Law for Wind Turbines

2020 ◽  
Vol 53 (2) ◽  
pp. 12638-12643
Author(s):  
Michael Sinner ◽  
Vlaho Petrović ◽  
Frederik Berger ◽  
Lars Neuhaus ◽  
Martin Kühn ◽  
...  
Keyword(s):  
Wind Tunnel ◽  
Wind Turbines ◽  
Control Law ◽  
Wind Tunnel Testing ◽  
Optimal Feedback ◽  
Tunnel Testing

Experimental investigations of flow over NACA airfoils 0021 and 4412 of wind turbine blades with and without Tubercles

2021 ◽  
pp. 0309524X2110071
Author(s):  
Usman Butt ◽  
Shafqat Hussain ◽  
Stephan Schacht ◽  
Uwe Ritschel
Keyword(s):  
Wind Tunnel ◽  
Drag Coefficient ◽  
Wind Turbine ◽  
Critical Region ◽  
Lift Coefficient ◽  
Turbine Blades ◽  
Leading Edge ◽  
Reynolds Numbers ◽  
Experimental Investigations ◽  
Wind Turbine Blades

Experimental investigations of wind turbine blades having NACA airfoils 0021 and 4412 with and without tubercles on the leading edge have been performed in a wind tunnel. It was found that the lift coefficient of the airfoil 0021 with tubercles was higher at Re = 1.2×105 and 1.69×105 in post critical region (at higher angle of attach) than airfoils without tubercles but this difference relatively diminished at higher Reynolds numbers and beyond indicating that there is no effect on the lift coefficients of airfoils with tubercles at higher Reynolds numbers whereas drag coefficient remains unchanged. It is noted that at Re = 1.69×105, the lift coefficient of airfoil without tubercles drops from 0.96 to 0.42 as the angle of attack increases from 15° to 20° which is about 56% and the corresponding values of lift coefficient for airfoil with tubercles are 0.86 and 0.7 at respective angles with18% drop.

scholarly journals Wind Tunnel testing of small Vertical-Axis Wind Turbines in Turbulent Flows

2017 ◽  
Vol 199 ◽  
pp. 3176-3181 ◽  
Author(s):  
Andreu Carbó Molina ◽  
Gianni Bartoli ◽  
Tim de Troyer
Keyword(s):  
Wind Tunnel ◽  
Turbulent Flows ◽  
Wind Turbines ◽  
Vertical Axis ◽  
Wind Tunnel Testing ◽  
Vertical Axis Wind Turbines ◽  
Tunnel Testing

scholarly journals Design and Validation of a New Morphing Camber System by Testing in the Price—Païdoussis Subsonic Wind Tunnel

Aerospace ◽  
2020 ◽  
Vol 7 (3) ◽  
pp. 23 ◽  
Author(s):  
David Communier ◽  
Ruxandra Mihaela Botez ◽  
Tony Wong
Keyword(s):  
Wind Tunnel ◽  
Unmanned Aerial Vehicle ◽  
Lift Coefficient ◽  
Angle Of Attack ◽  
Leading Edge ◽  
Trailing Edge ◽  
Subsonic Wind Tunnel ◽  
Aerial Vehicle ◽  
Stall Angle

This paper presents the design and wind tunnel testing of a morphing camber system and an estimation of performances on an unmanned aerial vehicle. The morphing camber system is a combination of two subsystems: the morphing trailing edge and the morphing leading edge. Results of the present study show that the aerodynamics effects of the two subsystems are combined, without interfering with each other on the wing. The morphing camber system acts only on the lift coefficient at a 0° angle of attack when morphing the trailing edge, and only on the stall angle when morphing the leading edge. The behavior of the aerodynamics performances from the MTE and the MLE should allow individual control of the morphing camber trailing and leading edges. The estimation of the performances of the morphing camber on an unmanned aerial vehicle indicates that the morphing of the camber allows a drag reduction. This result is due to the smaller angle of attack needed for an unmanned aerial vehicle equipped with the morphing camber system than an unmanned aerial vehicle equipped with classical aileron. In the case study, the morphing camber system was found to allow a reduction of the drag when the lift coefficient was higher than 0.48.

A hybrid methodology for wind tunnel testing of floating offshore wind turbines

2020 ◽  
Vol 210 ◽  
pp. 107592
Author(s):  
M. Belloli ◽  
I. Bayati ◽  
A. Facchinetti ◽  
A. Fontanella ◽  
H. Giberti ◽  
...  
Keyword(s):  
Wind Tunnel ◽  
Wind Turbines ◽  
Offshore Wind ◽  
Wind Tunnel Testing ◽  
Offshore Wind Turbines ◽  
Floating Offshore Wind Turbines ◽  
Hybrid Methodology ◽  
Tunnel Testing

scholarly journals Wind Tunnel Test of the S814 Thick Root Airfoil

1996 ◽  
Vol 118 (4) ◽  
pp. 217-221 ◽  
Author(s):  
D. M. Somers ◽  
J. L. Tangler
Keyword(s):  
Wind Tunnel ◽  
Lift Coefficient ◽  
Wind Tunnel Test ◽  
Leading Edge ◽  
Reynolds Numbers ◽  
Rotor Blades ◽  
Roughness Effects ◽  
Root Region ◽  
University Of Technology ◽  
Thick Airfoil

The objective of this wind-tunnel test was to verify the predictions of the Eppler Airfoil Design and Analysis Code for a very thick airfoil having a high maximum lift coefficient designed to be largely insensitive to leading-edge roughness effects. The 24 percent thick S814 airfoil was designed with these characteristics to accommodate aerodynamic and structural considerations for the root region of a wind-turbine blade. In addition, the airfoil’s maximum lift-to-drag ratio was designed to occur at a high lift coefficient. To accomplish the objective, a two-dimensional wind tunnel test of the S814 thick root airfoil was conducted in January 1994 in the low-turbulence wind tunnel of the Delft University of Technology Low Speed Laboratory, The Netherlands. Data were obtained with transition free and transition fixed for Reynolds numbers of 0.7, 1.0, 1.5, 2.0, and 3.0 × 106. For the design Reynolds number of 1.5 × 106, the maximum lift coefficient with transition free is 1.32, which satisfies the design specification. However, this value is significantly lower than the predicted maximum lift coefficient of almost 1.6. With transition fixed at the leading edge, the maximum lift coefficient is 1.22. The small difference in maximum lift coefficient between the transition-free and transition-fixed conditions demonstrates the airfoil’s minimal sensitivity to roughness effects. The S814 root airfoil was designed to complement existing NREL low maximum-lift-coefficient tip-region airfoils for rotor blades 10 to 15 meters in length.

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