Beruflich Dokumente
Kultur Dokumente
A Report on
HARNESSING WIND POWER IN A CRUISING PASSENGER CAR IN A CFD
BASED INVESTIGATION.
In
MECHANICAL
Madhu M N
1PI10ME063
UMESH PRASAD
1PI10ME111
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
Page 1
CERTIFICATE
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
1.
2.
P E S Institute of Technology, Bangalore
Page 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.
Page 3
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.
Page 4
CONTENTS
5
5
5
5
5
5
CERTIFICATE
ACKNOWLEDGEMENTS
ABSTRACT
CONTENTS
LIST OF FIGURES
LIST OF TABLES
CHAPTERS
1. INTRODUCTION
2. LITERATURE REVIEW
3.1.1
10
11
14
14
15
17
21
21
6.1.1
Design of stator
22
6.1.2
23
6.1.3
Design of Rotor
23
25
25
Page 5
25
25
28
29
31
31
33
7.
31
34
35
37
41
SCOPE OF IMPROVEMENTS
42
REFERENCES
43
Page 6
LIST OF FIGURES
Fig. No
Details
Page No.
2.1
2.2
2.3
2.4
2.5
3.1
3.2
3.3
3.4
3.5
4.1
4.2
10
4.3
11
4.4
12
4.5
12
4.6
12
4.7
12
4.8
13
m/s.
5.1
14
in bottom
5.2
15
5.3
16
5.4
16
5.5
17
5.6
18
5.7
18
5.8
18
Page 7
5.8
18
5.10
19
5.11
20
5.12
mass flow rate comparison of duct with car and duct assembly
20
5.13
20
assembly
6.1
22
6.2
23
6.3
24
6.4
25
6.5
25
6.6
26
6.7
26
6.8
27
6.9
27
6.10
27
6.11
27
6.12
27
6.13
27
6.14
28
6.15
28
6.16
28
6.17
29
6.18
30
6.19
30
6.20
32
6.21
32
6.22
34
6.23
34
6.24
36
6.25
36
Page 8
6.26
38
6.27
38
6.28
38
6.29
38
6.30
39
velocity
6.31
6.32
6.33
6.34
39
39
40
40
Page 9
LIST OF TABLES
Table No.
3.1
Details
Drag co-efficient of car at varying velocities.
Page No
7
4.1
4.2
13
5.1
19
assembly
6.1
24
6.2
26
6.3
32
6.4
34
6.5
36
6.6
38
Page 10
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.
DESIGN,
MODELING AND
ANALYSIS OF
DUCT
ANALYSIS OF
DUCT AND
CAR
ASSEMBLY
DESIGN,
MODELING AND
ANALYSIS OF
TURBINE
Page 11
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.
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.
Page 12
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.
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.
Page 13
CHAPTER 3
Page 14
FRONT
END
REAR
END
2D elements - Trias
3D elements Tetras
Page 15
Boundary condition-
Car-wall= wall
Reference values
Area= frontal area=1.825 m
Page 16
Velocity
10
0.1621
20
0.1623
30
0.1623
40
0.1619
50
0.1623
Page 17
CHAPTER 4
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
60-120
300-600
Page 18
Size
Noise
Vibration
Compressibility effect
Selected area ratio is 4, 5 and 6. For further design and analysis, area ratio 5 has been
preferred.
Length=4.5 m
Width= 2 m
Height = .1 m
DUCT INLET
DUCT OUTLET
TRANSITION
PART
TURBINE
Page 19
2D elements - Trias
3D elements Tetras
Page 20
Solution setting
Boundary condition
Duct-Inlet= Interior
Duct-outlet= Interior
Page 21
Fig. 4.4 Contours of static pressure on Duct Fig. 4.5 Contours of velocity on the Duct
Page 22
Velocity (m/s)
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
Page 23
CHAPTER 5
DUCT BODY
DUCT INLET
Fig 5.1 pictorial view of assembled duct with car when open duct is in bottom
Page 24
2D elements - Trias
3D elements Tetras
OUTLET
INLET
DUCT
SYMMETRY
PLANE
CAR
Fig 5.2 Pictorial view of assembled duct and car with the domain
Page 25
Page 26
Solution setting
Boundary condition-
Duct-Inlet= Interior
Duct-outlet= Interior
Page 27
Page 28
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
10
20
30
40
50
60
Page 29
ASSEMBLED
DUCT ALONE
0
20
40
60
ASSEMBLED
0
10
20
30
40
50
60
DUCT ALONE
Fig. 5.12 mass flow rate comparison of duct with car and duct assembly
ASSEMBLED
0.162
CAR ALONE
0.16
0
10
20
30
40
50
60
Fig. 5.13 Drag coefficient comparison of car alone with car and duct assembly
Page 30
CHAPTER 6
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.
Page 31
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.
Chord length 5 cm
Blade height- 7 cm
Hub diameter- 11 cm
Shroud diameter- 25 cm
Mean radius- 9 cm
STATOR
Page 32
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
Chord length 5 cm
Blade height- 7 cm
Hub diameter- 11 cm
Shroud diameter- 25 cm
Page 33
Mean radius- 9 cm
ROTOR
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
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
Page 34
INLET
OUTLET
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).
Page 35
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
Nozzle angle () = 30
Vw2 = 0
1=2
Page 36
1.63147
2.90038
4.53185
6.52586
8.88242
Page 37
Stator
Rotor
Page 38
Upstream = 8.0 cm
Downstream = 8.5 cm
Hub diameter = 11 cm
Shroud diameter = 25 cm
Width of rotor = 5 cm
Distance between
Stator
Upstream
Downstream
Shroud
Outlet
Inlet
Rotor
Hub
2D elements - Trias
3D elements Tetras
No of element 643914
Page 39
Page 40
Static condition
Dynamic condition
Model- Inviscid
Boundary condition
Rotor wall
Stator wall
Interface-1 interface
Interface-2 interface
Interface-3 interface
Interface-4 interface
Mesh interface
Name-interface-1interface-1
Interface-2
Name-interface-2interface-3
Interface-4
Page 41
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
Model- Inviscid
Boundary condition
Rotor wall
Stator wall
Page 42
Interface-1 interface
Interface-2 interface
Interface-3 interface
Interface-4 interface
Mesh interface
Name- interface-1interface-1
Interface-2
Name-interface-2interface-3
Interface-4
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
Page 43
Fig. 6.22 contours of velocity on stator and rotor Fig. 6.23 contours of velocity on turbine
Static condition
Dynamic condition
Boundary condition
Rotor wall
Stator wall
Interface-1 interface
Interface-2 interface
Interface-3 interface
Page 44
Interface-4 interface
Mesh interface
Name-interface-1interface-1
Interface-2
Name-interface-2interface-3
Interface-4
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
Page 45
Fig. 6.24 contours of pressure on stator and rotor Fig. 6.25 contours of velocity on turbine
.
Boundary condition-
Rotor wall
Stator wall
Interface-1 interface
Interface-2 interface
Interface-3 interface
Interface-4 interface
Mesh interface
Page 46
Name-interface-1interface-1
Interface-2
Name-interface-2interface-3
Interface-4
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
Page 47
Fig. 6.26 contours of velocity on stator and rotor Fig. 6.27 velocity vector of stator and rotor
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)
Page 48
Power (kw)
Theoretical Power
Dynamic Inviscid
Power
0
1.00
0.50
Inviscid Dynamic
Efficiency
0.00
Viscid Dynamic
Efficiency
0.00
1.00
2.00
3.00
4.00
Page 49
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)
Page 50
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.
Page 51
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.
Page 52
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
Page 53