scholarly journals Wind tunnel model tests of Magnus type wind rotors with a horizontal rotation axis

2013 ◽  
Vol 12 (2) ◽  
pp. 151-156
Author(s):  
Piotr Matys ◽  
Andrzej Flaga
Keyword(s):  
Wind Tunnel ◽  
Lift Force ◽  
Aerodynamic Drag ◽  
Rotation Axis ◽  
Rotating Cylinder ◽  
Model Tests ◽  
Horizontal Axis ◽  
Wind Tunnel Model ◽  
Wind Tunnel Tests ◽  
Tunnel Model

The paper presents results of wind tunnel tests of horizontal axis wind  rotors of Magnus type. Firstly, measurements of aerodynamic side (lift) force and aerodynamic drag on rotating cylinder attached to horizontal aerodynamic balance were performed. Secondly, the model of single-blade rotor with counterbalance was tested.

Current Drag From Tow and Wind Tunnel Tests of a FLNG Hull

2016 ◽  
Author(s):  
Zhenjia (Jerry) Huang ◽  
Jang Kim ◽  
Hyunchul Jang ◽  
Scott T. Slocum
Keyword(s):  
Boundary Layer ◽  
Wind Tunnel ◽  
Model Test ◽  
Cfd Simulation ◽  
Wind Tunnel Test ◽  
Model Tests ◽  
Additional Contribution ◽  
Wind Tunnel Model ◽  
Tunnel Model ◽  
Current Drag

In this paper, the current drag of a barge-shaped floating liquefied natural gas (FLNG) vessel was studied. Three model tests were performed — a wind tunnel model test, a submerged double-body tow test and a surface tow test. Computational fluid dynamics (CFD) simulations were carried out to gain further insights into the test results. During testing, the tow speed was kept low to avoid surface waves. When the current heading was around the beam current direction, the transverse drag coefficient measured from the wind tunnel test was significantly lower than those of the submerged tow and surface tow tests. The submerged tow and the surface tow provided similar drag coefficients. Results presented in this paper indicated that the difference between the wind tunnel test and the tow tests was caused by the wind tunnel boundary layer effect on the incoming wind profile and formation of a recirculation zone on the upstream side of the model, with a possible additional contribution from the wind tunnel floor constraint on the flow in the wake. Such effects are not accounted for with the simple corrections based on flow velocity reduction in the wind tunnel boundary layer. When conducting future wind tunnel model tests for barge-shaped FLNG hulls, one should consider the potential under-measurement of the transverse drag. In this paper, details of the FLNG model, test setup, test quality assurance (QA), measurement and CFD simulation results are presented, as well as discussions and recommendations for model testing.

Physical Modeling and Simplification of FPSO Topsides Module in Wind Tunnel Model Tests

2021 ◽  
Author(s):  
Zhenjia (Jerry) Huang ◽  
Hyun Joe Kim
Keyword(s):  
Quality Assurance ◽  
Wind Tunnel ◽  
Physical Model ◽  
Model Test ◽  
Physical Modeling ◽  
Model Tests ◽  
Model Construction ◽  
Wind Tunnel Model ◽  
Tunnel Model ◽  
Modeling Practices

Abstract To evaluate wind load on offshore structures, such as FPSO’s, wind tunnel model test is a common industry practice. Configuration of topsides structures and equipment can be very complex, and it is a practical challenge to model all the structural details for wind tunnel model tests. Sometimes, there may be significant modifications to the topsides over FPSO operation life cycle and there may not be detailed topsides drawing for wind tunnel to use in physical model construction. In practice, wind tunnel laboratories have to simplify physical topsides models. They also use metal meshes to cover the topsides modules to compensate for the force reduction due to the simplification. In order to help establish physical modeling practices of wind tunnel model test, we performed extensive tests using a single topsides module. The original topsides module without simplification and mesh was tested first. Then, two simplifications were adopted in the physical model construction. The module was covered with and without metal mesh of different porosities. Thorough test quality assurance (QA) and quality control (QC) were performed to ensure data quality. Test setup, quality assurance (QA) and results are presented in the paper. The results can be used not only for appropriate physical modeling practices of complex topsides modules, but also for validation of numerical predictions such as Computational Fluid Dynamics (CFD), as well as empirical formulas.

Wind Tunnel Model Tests of Large Billboards

2009 ◽  
Vol 12 (1) ◽  
pp. 103-114 ◽  
Author(s):  
Pennung Warnitchai ◽  
Suksit Sinthuwong ◽  
Kobchai Poemsantitham
Keyword(s):  
Wind Tunnel ◽  
Model Tests ◽  
Wind Tunnel Model ◽  
Tunnel Model

Wind loads on the topside of a FLNG vessel: wind tunnel model tests

2017 ◽  
Author(s):  
Paulo José Saiz Jabardo ◽  
Gabriel Borelli Martins ◽  
Gilder Nader ◽  
Guilherme Rosetti ◽  
Kazuo Nishimoto
Keyword(s):  
Wind Tunnel ◽  
Model Tests ◽  
Wind Loads ◽  
Wind Tunnel Model ◽  
Tunnel Model

EFFECTS OF HELICOPTER HORIZONTAL TAIL CONFIGURATIONS ON AERODYNAMIC DRAG CHARACTERISTICS

2017 ◽  
Vol 79 (7-4) ◽  
Author(s):  
Iskandar Shah Ishak ◽  
Muhammad Fitri Mougamadou Zabaroulla
Keyword(s):  
Wind Tunnel ◽  
Drag Coefficient ◽  
Aerodynamic Drag ◽  
Angle Of Attack ◽  
Aerodynamic Efficiency ◽  
Wind Tunnel Tests ◽  
Tunnel Model ◽  
The Subject ◽  
And Performance ◽  
Selection Of

Experimental aerodynamic investigations remain the subject of interest in rotorcraft community since the flow around the helicopter is dominated by complex aerodynamics and flow interaction phenomena. The objective of this study is to determine the aerodynamic drag characteristics of helicopter horizontal tail by conducting wind tunnel tests. To fulfil the objective, three of the most common helicopter horizontal tail configurations namely Forward Stabilizer, Low-aft Stabilizer and T-tail Stabilizer, were fabricated as a simplified scaled-down wind tunnel model mated with a standard ellipsoidal fuselage. The test wind speed for this experimental work was 30 m/s, determined from Reynolds sweep, which was corresponding to Reynolds number of 2.8 x 105. Wind tunnel tests were performed at variations angle of attack ranging from -15O to 15O with 5O interval. The results tell that at zero yaw and zero pitch angles, Forward Stabilizer contributed the least drag coefficient at 0.277 implying the configuration could be the best for cruising flight segment. Contrarily to T-tail Stabilizer, this configuration contributed the most drag coefficient at 0.303, which was 9% higher than the former. The T-tail Stabilizer was also found to be the most sensitive to the change of angle of attack where the drag was drastically increased up to 131.35% at -15O angle of attack compares to at zero angle of attack. These findings had successfully testified that the type of stabilizer configuration does significantly influencing the aerodynamic drag characteristics of helicopter. Subsequently, the selection of stabilizer must wisely be done to have the best aerodynamic efficiency and performance for the helicopter. 

1A16 6 Force Component Balance for Wind Tunnel Model Tests

2010 ◽  
Vol 2010 (0) ◽  
pp. _1A16-1_-_1A16-7_
Author(s):  
Wenjun WANG ◽  
Hiroshi KUROYANAGI ◽  
Kazunori YOSHIDA
Keyword(s):  
Wind Tunnel ◽  
Model Tests ◽  
Force Component ◽  
Wind Tunnel Model ◽  
Tunnel Model

The Interior Design of a 40% Scaled DrivAer Body and First Experimental Results

2012 ◽  
Author(s):  
Steffen Mack ◽  
Thomas Indinger ◽  
Nikolaus A. Adams ◽  
Stefan Blume ◽  
Peter Unterlechner
Keyword(s):  
Wind Tunnel ◽  
Interior Design ◽  
Aerodynamic Drag ◽  
Rolling Resistance ◽  
Small Data ◽  
Measurement Equipment ◽  
Engine Compartment ◽  
Wind Tunnel Model ◽  
Wheel Rim ◽  
Tunnel Model

This report addresses the interior design of a 40% scaled wind tunnel model of a generic medium-sized car geometry — the so-called DrivAer body. The model was designed for being investigated inside the wind tunnel facility at the Technische Universität München, which was recently upgraded by a single-belt ground simulation system. The wind tunnel model is very modular: it features several exchangeable parts, such as three exchangeable rear ends, three different underbody configurations, and different wheel rim geometries. In addition to this, the engine compartment is equipped with a model heat exchanger to adjust the mass flow rate through the underhood area. Apart from the model itself, we would also like to introduce some of the measurement equipment that we used during our wind tunnel tests, for example a set of five independent force balances. Furthermore, a method to account for the falsifying rolling resistance of the wheels is shown. Finally, results of experiments to determine the aerodynamic drag generated at the front and the rear axes of the vehicle will be discussed and a small data base of drag values for various vehicle configurations will be provided.

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