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HARNESSING WIND POWER IN A CRUISING PASSENGER CAR IN A CFD BASED INVESTIGATION|2014

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
1PI10ME063

UMESH PRASAD
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

P E S Institute of Technology, Bangalore

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HARNESSING WIND POWER IN A CRUISING PASSENGER CAR IN A CFD BASED INVESTIGATION|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 20132014. 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
Chair Professor,
Computational fluid dynamics,
Dept. of Mechanical Engineering,
PES Institute of Technology, Bangalore 560085

Dr. K. S. Sridhar
Dept. of Mechanical Engineering
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.
P E S Institute of Technology, Bangalore

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HARNESSING WIND POWER IN A CRUISING PASSENGER CAR IN A CFD BASED INVESTIGATION|2014

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.

P E S Institute of Technology, Bangalore

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HARNESSING WIND POWER IN A CRUISING PASSENGER CAR IN A CFD BASED INVESTIGATION|2014

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.

P E S Institute of Technology, Bangalore

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HARNESSING WIND POWER IN A CRUISING PASSENGER CAR IN A CFD BASED INVESTIGATION|2014

CONTENTS
5
5
5
5
5
5

CERTIFICATE
ACKNOWLEDGEMENTS
ABSTRACT
CONTENTS
LIST OF FIGURES
LIST OF TABLES

CHAPTERS
1. INTRODUCTION

2. LITERATURE REVIEW

3. DESIGN AND ANALYSIS OF CAR

3.1 Modeling of car

3.1.1

2D sketch of the car

3.2 Meshing of car

3.3 CFD analysis of car

4. DESIGN AND ANALYSIS OF DUCT

4.1 Design of Duct

4.2 Constraints in designing

4.3 Modeling of duct

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

P E S Institute of Technology, Bangalore

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HARNESSING WIND POWER IN A CRUISING PASSENGER CAR IN A CFD BASED INVESTIGATION|2014

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


6.6.1.1 Static condition

31

6.6.1.2 Dynamic condition

33

6.6.2 Viscid flow analysis

7.

31

34

6.6.2.1 Static condition

35

6.6.2.2 Dynamic condition

37

CONCLUSIONS AND RESULTS

41

SCOPE OF IMPROVEMENTS

42

REFERENCES

43

P E S Institute of Technology, Bangalore

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HARNESSING WIND POWER IN A CRUISING PASSENGER CAR IN A CFD BASED INVESTIGATION|2014

LIST OF FIGURES
Fig. No

Details

Page No.

2.1

car with vertical axis turbine

2.2

car with wind turbine at the rear end

2.3

car with wind turbine on the roof

2.4

car with turbines in front

2.5

car with turbine at the front

3.1

sketch showing dimensions of a car

3.2

Pictorial view of car

3.3

Meshed view of car with domain

3.4

drag co-efficient of car alone

3.5

Pressure contours on car

4.1

Pictorial view of duct

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

13

m/s.
5.1

pictorial view of assembled duct with car when open duct is

14

in bottom
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

P E S Institute of Technology, Bangalore

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HARNESSING WIND POWER IN A CRUISING PASSENGER CAR IN A CFD BASED INVESTIGATION|2014

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

20

assembly
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

P E S Institute of Technology, Bangalore

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HARNESSING WIND POWER IN A CRUISING PASSENGER CAR IN A CFD BASED INVESTIGATION|2014

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

39

velocity
6.31
6.32
6.33
6.34

graph of power v/s mass flow rate


graph of efficiency v/s power
turbine with planes of distance 1 cm
graph of velocity v/s position

P E S Institute of Technology, Bangalore

39
39
40
40

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HARNESSING WIND POWER IN A CRUISING PASSENGER CAR IN A CFD BASED INVESTIGATION|2014

LIST OF TABLES
Table No.
3.1

Details
Drag co-efficient of car at varying velocities.

Page No
7

4.1

Effect on outlet velocity and Diameter at Varying Area Ratio.

4.2

Variation of mass flow rate with domain inlet velocity

13

5.1

Variation of drag coefficient with velocity of car and duct

19

assembly
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

P E S Institute of Technology, Bangalore

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HARNESSING WIND POWER IN A CRUISING PASSENGER CAR IN A CFD BASED INVESTIGATION|2014

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 areMODELING 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

P E S Institute of Technology, Bangalore

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HARNESSING WIND POWER IN A CRUISING PASSENGER CAR IN A CFD BASED INVESTIGATION|2014

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.

P E S Institute of Technology, Bangalore

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HARNESSING WIND POWER IN A CRUISING PASSENGER CAR IN A CFD BASED INVESTIGATION|2014

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

P E S Institute of Technology, Bangalore

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HARNESSING WIND POWER IN A CRUISING PASSENGER CAR IN A CFD BASED INVESTIGATION|2014

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

P E S Institute of Technology, Bangalore

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HARNESSING WIND POWER IN A CRUISING PASSENGER CAR IN A CFD BASED INVESTIGATION|2014

FRONT
END

REAR
END

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

P E S Institute of Technology, Bangalore

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HARNESSING WIND POWER IN A CRUISING PASSENGER CAR IN A CFD BASED INVESTIGATION|2014

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

P E S Institute of Technology, Bangalore

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HARNESSING WIND POWER IN A CRUISING PASSENGER CAR IN A CFD BASED INVESTIGATION|2014

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)

10

0.1621

20

0.1623

30

0.1623

40

0.1619

50

0.1623

P E S Institute of Technology, Bangalore

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HARNESSING WIND POWER IN A CRUISING PASSENGER CAR IN A CFD BASED INVESTIGATION|2014

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

INLET

AREA

OUTLET

OUTLET

NO

AREA

RATIO

AREA

DIAMETER

INLET

OUTLET

(m)

(cm)

(Km)

(Km)

(m)

VELOCITY

0.2

50

60-120

0.1

35.6

120-240

0.0667

30

180-360

0.05

25

240-480

0.04

22.6

0.033

20.6

360-720

0.0286

19

420-840

0.025

17.8

480-960

0.022

16.8

540-1080

10

10

0.02

15.95

600-1200

0.2

P E S Institute of Technology, Bangalore

60-120

300-600

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HARNESSING WIND POWER IN A CRUISING PASSENGER CAR IN A CFD BASED INVESTIGATION|2014

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

DUCT INLET

DUCT OUTLET

TRANSITION
PART

TURBINE

Figure 4.1 Pictorial view of duct

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HARNESSING WIND POWER IN A CRUISING PASSENGER CAR IN A CFD BASED INVESTIGATION|2014

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


=8m

Length of the domain from Duct outlet = 5*length of Duct


= 20 m

Width of the Duct domain = 2*width of Duct*2


=8m

Height of the domain from ground surface = 10*width


=2m

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

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HARNESSING WIND POWER IN A CRUISING PASSENGER CAR IN A CFD BASED INVESTIGATION|2014

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

P E S Institute of Technology, Bangalore

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HARNESSING WIND POWER IN A CRUISING PASSENGER CAR IN A CFD BASED INVESTIGATION|2014

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.

P E S Institute of Technology, Bangalore

Fig .4.7 shear stress on duct surfaces .

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HARNESSING WIND POWER IN A CRUISING PASSENGER CAR IN A CFD BASED INVESTIGATION|2014

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

Domain inlet

Duct inlet

Duct outlet

(kg/s)

10

3.850

9.19

0.486

20

6.430

23.383

1.143

30

9.0760

28.640

1.366

40

12.107

38.170

1.8654

50

15.101

47.618

2.327

P E S Institute of Technology, Bangalore

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HARNESSING WIND POWER IN A CRUISING PASSENGER CAR IN A CFD BASED INVESTIGATION|2014

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.

CAR REAR END


CAR FRONT
SURFACE

DUCT OUTLET AND


TURBINE INLET

DUCT BODY
DUCT INLET

Fig 5.1 pictorial view of assembled duct with car when open duct is in bottom

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HARNESSING WIND POWER IN A CRUISING PASSENGER CAR IN A CFD BASED INVESTIGATION|2014

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

OUTLET
INLET

DUCT
SYMMETRY
PLANE

CAR

Fig 5.2 Pictorial view of assembled duct and car with the domain

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HARNESSING WIND POWER IN A CRUISING PASSENGER CAR IN A CFD BASED INVESTIGATION|2014

Fig 5.3 Sectional view of car and duct meshed

Fig. 5.4 sectional view of car and duct meshed model

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HARNESSING WIND POWER IN A CRUISING PASSENGER CAR IN A CFD BASED INVESTIGATION|2014

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

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HARNESSING WIND POWER IN A CRUISING PASSENGER CAR IN A CFD BASED INVESTIGATION|2014

Fig. 5.6 contours of static pressure

Fig. 5.8 contours of path lines

P E S Institute of Technology, Bangalore

Fig. 5.7 Drag coefficient convergence

Fig. 5.9 Contours of velocity vectors

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HARNESSING WIND POWER IN A CRUISING PASSENGER CAR IN A CFD BASED INVESTIGATION|2014

Table 5.1 Variation of drag coefficient with velocity of car and duct assembly

S.No

Velocity (m/s)

Duct Mass

Coefficient of drag

flow rate
(kg/s)

Domain

Duct

Duct

Car alone

Assembly of

inlet

inlet

outlet

10

3.67

8.8408

0.259

0.1588

0.1638

20

7.34

17.67

0.510

0.1598

0.1642

30

10.94

26.72

0.765

0.160

0.1658

40

14.578

35.563

1.02

0.1619

0.1672

50

18.316

44.497

1.306

0.1623

0.1675

duct with car

DUCT INLET VELOCITY (m/s)

DOMAIN INLET VELOCITY VS. DUCT


INLET VELOCITY
20
18
16
14
12
10
8
6
4
2
0

ASSEMBLED WITH CAR


DUCT ALONE

10

20

30

40

50

60

DOMAIN INLET VELOCITY (m/s)

Fig. 5.10 Inlet velocity comparison of duct and domain

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HARNESSING WIND POWER IN A CRUISING PASSENGER CAR IN A CFD BASED INVESTIGATION|2014

DUCT OUTLET VELOCITY (m/s)

DOMAIN INLET VELOCITY VS DUCT


OUTLET VELOCITY
50
40
30
20
10
0

ASSEMBLED
DUCT ALONE
0

20

40

60

DOMAIN INLET VELOCITY (m/s)

MASS FLOW RATE (kg/s)

Fig. 5.11 outlet velocity comparison of duct and domain

DOMAIN INLET VELOCITY VS. MASS


FLOW RATE
3
2
1
0

ASSEMBLED
0

10

20

30

40

50

60

DUCT ALONE

DOMAIN INLET VELOCITY (m/s)

Fig. 5.12 mass flow rate comparison of duct with car and duct assembly

DRAG CO-EFFICIENT (Cd)

DOMAIN VELOCITY VS. DRAG


CO-EFFICIENT (Cd)
0.168
0.166
0.164

ASSEMBLED

0.162

CAR ALONE

0.16
0

10

20

30

40

50

60

DOMAIN INLET VELOCITY (m/s)

Fig. 5.13 Drag coefficient comparison of car alone with car and duct assembly

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HARNESSING WIND POWER IN A CRUISING PASSENGER CAR IN A CFD BASED INVESTIGATION|2014

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)

STATOR

Fig. 6.1 sketch of 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

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Mean radius- 9 cm

working fluid- Air (standard density)

ROTOR

Fig. 6.3 Sketch showing Rotor blade

Table-6.1 Blade angle and Specific Power calculation


S NO
1
2
3
4
5

U
(m/s)
30
30
30
30
30

V1
(m/s)
50
55
60
65
70

1()
30
30
30
30
30

()
61.98
57.33
53.79
51.02
48.82

P E S Institute of Technology, Bangalore

Vr1
(m/s)
28.3
33
37.2
41.8
46.5

Vr2
(m/s)
56.386
46.79
40.98
37.1
34.3

Vw1
(m/s)
43.301
47.631
51.96
56.29
60.6

Vw2
(m/s)
0
0
0
0
0

Power
(Ws/kg)
1299.03
1428.93
1558.8
1688.7
1818

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6.2 Velocity triangle of selected design


Inlet and outlet velocity triangle of rotor

INLET

Fig. 6.4 inlet velocity triangle of rotor

OUTLET

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).

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HARNESSING WIND POWER IN A CRUISING PASSENGER CAR IN A CFD BASED INVESTIGATION|2014

Table 6.2 theoretical power at turbine design parameter


Theoretical
v

S.No (m/s) (Kg/s)

V1

Vw1

Vw1-U

Vr1

(m/s)

(m/s)

(m/s)

V1*SIN30

(m/s)

V2

Vr2

power, P

()

(m/s)

(m/s)

(KW)

30.00

1.46

42.99

37.24

7.24

21.49

22.67

71.42

89.07

93.99

40.00

1.95

57.32

49.65

19.65

28.65

34.74

55.58

43.74

53.04

50.00

2.43

71.65

62.06

32.06

35.81

48.06

48.19

33.51

44.97

60.00

2.92

85.98

74.47

44.47

42.97

61.84

44.04

28.99

41.72

70.00

3.41

100.31

86.88

56.88

50.13

75.82

41.41

26.44

39.99

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

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Fig. 6.7 outlet velocity triangle at 43 m/s

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2.90038
4.53185
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HARNESSING WIND POWER IN A CRUISING PASSENGER CAR IN A CFD BASED INVESTIGATION|2014

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

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Fig. 6.13 outlet velocity triangle at 86 m/s

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HARNESSING WIND POWER IN A CRUISING PASSENGER CAR IN A CFD BASED INVESTIGATION|2014

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

Stator
Rotor

Fig. 6.16 3D-Modeling of stator and rotor

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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

Stator

Upstream

Downstream

Shroud

Outlet

Inlet
Rotor
Hub

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

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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

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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

Mass flow

Speed of

Moment (Nm)

Power (KW)

(m/s)

rate (kg/s)

rotor (rpm)

30

1.454

4.48

40

1.94

9.18

50

2.424

11.47

60

2.909

18.57

70

3.3934

30.65

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

Mass flow

Speed of

Moment

Power

(m/s)

rate

rotor (rpm)

(Nm)

(KW)

30

1.454

2500

5.08

1.33

40

1.94

2500

9.25

2.423

50

2.424

2500

11.7

3.06

60

2.909

2500

17.61

4.61

70

3.3934

2500

23.86

6.25

4
5

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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

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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

Mass flow

Speed of

Moment (Nm)

Power (W)

(m/s)

rate(kg/s)

rotor (rpm)

30

1.454

4.48

40

1.94

8.965

50

2.424

11.21

60

2.909

17.95

70

3.3934

24.43

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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

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HARNESSING WIND POWER IN A CRUISING PASSENGER CAR IN A CFD BASED INVESTIGATION|2014

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

Mass flow

Speed of rotor

(m/s)

rate(kg/s)

(rpm)

30

1.454

40

50

4
5

Moment (Nm)

Power (KW)

2500

5.04

1.32

1.94

2500

9.13

2.392

2.424

2500

11.68

3.06

60

2.909

2500

17.33

4.54

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

Stator Inlet Velocity VS. Power


10

Power (KW)

8
THEORETICAL
POWER
Dynamic
inviscid power
Dynamic viscid

6
4
2
0
0

10

20

30

40

50

60

70

80

Velocity (m/s)

Fig. 6.30 Compare of theoretical and practical power at varying velocity


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Power (kw)

Power VS. Mass Flow Rate


10
8
6
4
2
0

Theoretical Power
Dynamic Inviscid
Power
0

Dynamic Viscid power

Mass Flow rate (kg/s)

Fig. 6.31 graph of power v/s mass flow rate

Efficiency v/s mass flow rate


Efficiency

1.00
0.50

Inviscid Dynamic
Efficiency

0.00

Viscid Dynamic
Efficiency

0.00

1.00

2.00

3.00

4.00

Mass flow rate (kg/s)

Fig. 6.32 graph of efficiency v/s power

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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

Position from inlet of turbine vs.


Velocity
120

Velocity (m/s)

100
80
60
Velocity

40
20
0

-0.05

0.05

0.1

0.15

0.2

0.25

0.3

Position (m)

Fig. 6.34 graph of velocity v/s position

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HARNESSING WIND POWER IN A CRUISING PASSENGER CAR IN A CFD BASED INVESTIGATION|2014

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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HARNESSING WIND POWER IN A CRUISING PASSENGER CAR IN A CFD BASED INVESTIGATION|2014

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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HARNESSING WIND POWER IN A CRUISING PASSENGER CAR IN A CFD BASED INVESTIGATION|2014

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-ofthe-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/videochinese-diy-wind-powered-car
7.

http://www.ecofriend.com/eco-cars-solar-and-wind-powered-lamborghini-countachev-offers-a-self-sufficient-ride.html

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