Copyright© 1997, American Institute of Aeronautics and Astronautics, Inc.

AIAA-98-0021
A98-16846
A 3-D Stall-Delay Model for Horizontal Axis Wind
Turbine Performance Prediction
ZHAOHUI Duf AND MICHAEL S. SELIG*
Department of Aeronautical and Astronautical Engineering
University of Illinois at Urbana and Champaign
Urbana, Illinois 61801
Downloaded by MONASH UNIVERSITY on September 19, 2013 | http://arc.aiaa.org | DOI: 10.2514/6.1998-21

Abstract (a, b, d}. The stall-delay model is consistent with

the blade element/momentum theory method and
Most design and analysis methods widely used for the Viterna/Tangler model, and the 3-D stall-delay
horizontal axis wind turbine performance predic- model can be incorporated into the state of the
tion, such as the PROP code, are based on the art performance prediction codes, such as PROP.
traditional 2-D blade element/momentum theory Through comparison with the field test data, the
(BEMT) methods, which are inadequate and under- new model for 3-D stall-delay shows good agree-
predict the wind turbine rotor power output in the ment between predictions and experiments. The
high-wind/peak-power condition, owing to effects new model should be of great use in existing codes
of rotation on the wind turbine blade boundary for horizontal axis wind turbine design and analysis.
layer. Although the deficiencies of the methods have
been known for some time, this area has been ne-
glected. The continued development of viable and 1 Nomenclature
well-established stall-regulated wind-turbine tech-
nology makes this research topic timely and partic-
ularly relevant to reducing the cost of wind energy. a = correction factor in stall-delay model
The main aim of the present paper is to describe b = correction factor in stall-delay model
and analyze the fundamental flow phenomena that c = blade chord
characterize the boundary layer on rotating blades, Cd = drag coefficient
and to develop a preliminary stall-delay model that Cf = skin friction coefficient
modifies the 2-D airfoil data so as to simulate the Ci = lift coefficient
3-D stall-delay effects. The following steps were d = correction factor in stall-delay model
taken in the development of the model: 1) anal- H = boundary layer shape factor
ysis of the 3-D integral boundary- layer equations k = velocity gradient
for a reference system rotating with the blade, 2) p = air pressure
description of the effects of rotor rotation on the r,9,z = cylindrical coordinates
separation point and its causes, and 3) determina- R = blade radius
tion of a simple correction formula to obtain rotat- Re = Reynolds number
ing rotor lift coefficient Ci(a) and drag coefficient s = separation point on airfoil surface
Cd(a) data from measured 2-D airfoil data. The u, v, w = velocity components
preliminary 3-D stall-delay model consists of two ue = boundary layer edge velocity
key parameters (the ratio of local chord to local ra- Woo = freestream velocity
dius c/r the ratio of rotation speed to freestream Vw = wind speed
velocity A) and three empirical correction factors a = angle of attack
0W = stream angle
Copyright © 1998 by the American Institute of Aeronau- p — air density
tics and Astronautics, Inc. and the American Society of Me-
chanical Engineering. All rights reserved. ^Visiting Scholar. 01,62 = boundary-layer momentum thickness
'Assistant Professor, Senior Member AIAA. 61,62 = boundary-layer displacement thickness
 Copyright© 1997, American Institute of Aeronautics and Astronautics, Inc.
6 — boundary-layer thickness
A = non-dimensional rotation speed
A = modified non-dimensional rotation speed
n-R/VVjj + (ttR)2
/j, — viscosity
r\ = non-dimensional height of boundary layer
T~i,2 = boundary-layer shear stress
F = Pohlhausen parameter
fj = blade rotation speed
2 Introduction
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The accurate prediction of the peak rotor power
for stall-regulated wind turbines is of great prac-
tical interest since it is used to size the gen-
erator and other mechanical components, which
largely dictate the cost of the system and there-
fore the cost of wind energy. Unfortunately, current
blade-element/momentum theory (BEMT) meth-
ods, which are widely used in design codes, often
under-predict the peak rotor power. For example,
the NREL Combined Experiment (Phase II) turbine
exceeded predictions by approximately 15-20%.1>2
Numerous other examples exist, many of which have
not been reported in the open literature.
Despite a general awareness of this shortcoming
of BEMT methods, reports of new prototype tur-
bines exceeding peak power predictions are not un-
common. Consequently, new systems are sometimes
over-designed to be conservative. Of course, higher
system costs are associated with this approach. An-
other strategy is to run the turbine blades at a lower
pitch setting (more toward stall). Although peak
power can be lowered in this way, the blades no
longer run at the optimum pitch setting for maxi-
mum annual energy production and the overall loads
are increased. Moreover, operation at a pitch setting
more toward stall amplifies the roughness losses,3
which further decrease the annual energy produc-
tion. Other common strategies to reduce the peak
power involve using various boundary-layer devices,
such as stall strips and surface roughness. Again
these lead to poorer off-design performance. Clearly,
the importance of predicting peak power is not likely
to diminish, especially since the majority of wind
turbines under development and in use worldwide
today are stall regulated. Accurate prediction of
peak power is therefore vital.
The difficulties in predicting peak power stem
from inadequate aerodynamic models of the 3-D
10
post stall effects. In particular, the primary uncer-
tainty is related to the blade rotation effects, which
are largest inboard. The effect of rotation is to pro-
duce a so-called "stall delay," the principle effect of
which gives rise to a dramatic increase the section
lift coefficient Ci as compared with 2-D data. For in-
stance, the local lift coefficient for several blade sta-
tions on the NREL Combined Experiment turbine4
is shown in Fig. 1 along with the corresponding 2-D
data. Similar results on wind turbine blades have
been documented elsewhere as well.5'6 A secondary,
but still important, effect is an associated drag re-
duction. The increased lift and the drag reduction
are the principle causes for the increased power out-
put as compared with predictions based on 2-D air-
foil data.
The 3-D post-stall effect is not unique to wind tur-
bine rotors. Himmelskamp7 in his experiment on a
propeller blade was the first to measure an increase
in lift as compared with 2-D data. Helicopter ro-
tors in hover and in forward flight also experience
a similar effect.8'9 For propellers and helicopter ro-
tors, however, the 3-D post stall effects (more thrust
and less power) are beneficial and consequently have
not be studied in any great detail. (In contrasting
propellers and helicopter rotors with wind turbine
rotors, it is important to keep in mind that for wind
turbines the lift is directed to produce torque or
power; whereas, for propellers it is directed to pro-
duce thrust. Thus, a 3-D lift enhancement produces
more power for a wind turbine and more thrust for a
propeller.) The main reason for mentioning the sim-
ilar 3-D post stall effects experienced on propellers
and helicopter rotors is that although the effects are
well-known they have not been widely studied, and
relatively few modern references to these effects can
be found in the respective literature.
It is clear that stall-delay on wind turbine blades
comes from 3-D effects in which the rotation pays
a key role in the phenomenon. Almost all of the
literature related to this field suggests that the ef-
fects due to rotation are a significant factor in prop-
erly predicting wind turbine performance and hi de-
signing more effective airfoils and blades for wind
turbines.10 Over the last few decades, the effects of
rotation on the boundary layer have been studied
theoretical and experimental by several researchers.
Among the earliest work published was that of
Sears.11 Over a period of approximately 10 years,
several papers were published on laminar boundary
layers in a rotating environment. Because of the
 Copyright© 1997, American Institute of Aeronautics and Astronautics, Inc.
assumptions made by those researchers, the chord-
wise and radial momentum equations were decou-
pled. This left them with essentially a chordwise
fixed-blade boundary layer problem and an inde-
pendent radial equation for the spanwise boundary
layer. Therefore their results were no different than
the results obtained by researchers looking at the
laminar boundary layer separation problem of the
more conventional fixed wing (i.e., problems with-
out rotation effects).
Later, other investigators attacked the same prob-
lem without making similar assumptions as to which
terms should be retained and which terms could be
Downloaded by MONASH UNIVERSITY on September 19, 2013 | http://arc.aiaa.org | DOI: 10.2514/6.1998-21
ignored. One of the most interesting was a short
technical note published by Banks and Gadd.12 In
this reference the authors derived a set of equations
that were coupled through the Coriolis and centrifu-
gal force terms. They went on to assume an ex-
ternal velocity with a linear adverse velocity gradi-
ent. The solution to this problem showed that the
laminar separation point was postponed because of
the rotation terms that coupled the equations. In
fact they found that for the extreme inboard sta-
tions, the boundary layer was completely stabilized
against separation by a linear adverse velocity gra-
dient.
In recent work, Savino and Nyland13 performed
flow visualization experiments on the NASA/DOE
Mod-0 machine in order to determine flow patterns
in the rotor wake and on the suction surface of the
rotor blade. They found evidence of strong radial
flow downstream of the separation line on the suc-
tion surface of the blade. In addition, the location
of the separation line was found to be 10 to 20%
chord downstream of that for a non-rotating blade
under corresponding flow conditions.
With the advent of high-speed computers and the
emergence of more sophisticated analyses, includ-
ing turbulent boundary layer models, CFD meth-
ods have been used to investigate this phenomenon.
Narramore and Vermeland8 used a full N-S equa-
tions solver in conjunction with an algebraic tur-
bulence model to simulate the aerodynamics on a
helicopter rotor blade in hover at a high angle of
attack. Their results showed that stall was delayed
due to the effect of rotation, and the lift coefficient
reached a much higher value than that in 2-D flow.
Also they pointed out that the effect was particular
pronounced for the inboard sections.
In this current paper, the 3-D incompressible
steady boundary layer equations in a cylindrical co-
11
ordinate system are employed to study the 3-D stall
delay effects. The equations are simplified by an or-
der of magnitude analysis after the work of Snel.14
This process gives rise to a set of equations that is
much simpler than the full 3-D equations. The non-
linear convective terms can be used in 2-D form,
while the important effects of centrifugal and Corio-
lis forces are retained. The formulation is consistent
with the strip approach used by BEMT method.
Using the simplified 3-D integral boundary-layer
equations and assumed velocity profiles, a relation
between the laminar separation point on the surface
of the blade and the key parameters composed of the
blade geometry and flow condition has been set up
in this paper. This simple relation points out that
the separation point is postponed with an increase
in c/r and the rotation speed. These results confirm
the earlier work of Banks and Gadd.12
Based the solution of the integral boundary-layer
equations, a preliminary 3-D stall-delay model is
presented in this paper, which is composed of two
key parameters (the ratio of local chord to local ra-
dius c/r and the ratio of rotation speed to freestream
velocity A) and three correction factors (empirical
constants a, 6, d). The 3-D stall-delay model cor-
rects the 2-D airfoil data Q and Cj,, and can be
integrated into codes based on the BEMT method,
such as PROP. Results from the code are compared
with FFA airfoil data, NREL Combined Experiment
Rotor (CER) data and data on the Aerostar rotor.
3 3-D Boundary-Layer Equa-
tions and Theoretical De-
velopment
3.1 3-D Boundary-Layer Equations
For the analysis of the flow over rotating blades, a
cylindrical coordinate system attached to the blade
is used, with the origin in the center of rotation as
shown in Fig. 2. The velocity components are u, v
and w in directions Q,r and z, respectively. Undis-
turbed freestream streamlines are circular arcs r =
constant. The 3-D incompressible steady boundary-
layer equations (continuity, r-momentum, and 0-
momentum equations) in cylindrical coordinates are
given by
 Copyright© 1997, American Institute of Aeronautics and Astronautics, Inc.

1 du v dv dw _
(la) 0L9ui = C/ + 2 f t 52
r 90+ r + 9r + ~dz ~ (2fl)

(u - Or)2
ue ds 2 ue
u dv dv dv 1 dp 19r2
-•57 J~n~ ~4~ w-^— =: — — TT~ + — ~^— +
r do or dz p or p dz 202 due C
,-, ~r n
as ue as
u du du du J_9p -L \Jt 1 uv
prdO -~tr
p dz 2fire\ 5 due
+-(tfi+0i-d>-———--
v + ———)-— -— 26
(Ic) r ue ue ' ue dr
It has been assumed that the surface on which the where the integral boundary-layer parameters are
boundary layer develops is in the plane of rotation defined as15
z = 0. Thus, surface curvature in chordwise direc-
tion has been neglected with respect to the bound-
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ary layer thickness. About the z-axis, the rotation 6l= f\l--)d. (3o)
u
JO e
speed Cl is with respect to an inertial system, where
r is the distance to the center of rotation. The
shear stresses r\ and TZ (either laminar or turbu- I,-/JO1!e u
dz (36)
lent) are in the 0- and redirection, respectively. The
momentum equations include a number of inertia-
(3c)
force-type terms. The 0-momentum equation con-
tains the Coriolis-force term 2fiu and coordinate
curvature term uv/r. The r-momentum equation (3d)
only contains the centrifugal-force term. This term /O «
is composed of what formally are a coordinate curva-
ture term u/r, a Coriolis-force component (—2u£lr) H= — (3e)
and the formal centrifugal force (fi 2 r) resulting from
the rotating of coordinate system. (3e)

3.2 Transformation to Integral

Boundary-Layer Equations
The integral boundary-layer equations for a three-
dimensional boundary layer in an incompressible
flow have been developed by many researchers.15
The technique presented in this paper is an exten-
sion developed by Snel14 for a rotating system. The
technique includes an order of magnitude analysis
of the 3-D boundary layer equations, which gives
rise to a set of equations that is much simpler than
the full 3-D equations. In the formulation, the non-
linear convective terms can be used in their 2-D
form, while the important 3-D effects of centrifu-
gal and Coriolis forces are retained. The solution
of this set of equations is much simpler than that of
the full 3-D integral boundary-layer equations12 and
Navier-Stokes equations.8 Moreover, such a formu-
lation is consistent with the strip theory approach
used by the BEMT method.
The simplified integral boundary-layer equations
in 0- and r-directions in the rotating coordinate sys-
tem are expressed as
3.3 Solution of Integral Boundary-
Layer Equations
Considering the complexity of the problem, a lam-
inar boundary layer distribution on the surface of
the blade is assumed as the first step in the cur-
rent research. The widely used Pohlhausen velocity
profiles and associated closure relations16 are intro-
duced to solve the integral boundary-layer equations
for 0-direction velocity profiles given by
= (277 - 2r?3 + T?4) + (n - Sr?2 + 3r?3 - r?4) (4a)
The assumed cross-flow velocity profiles15 are
given as
- = tg/3w(l - 7?)2 (46)
u
where r/ is non-dimensional boundary layer height
(77 = z/6), F is Pohlhausen shape parameter, and
/3W is the limiting stream angle.

12
 Copyright© 1997, American Institute of Aeronautics and Astronautics, Inc.

Prom these assumed velocity profiles, the inte- postponed due to rotation, and at the same flow
gral boundary-layer parameters Eqs. (3a-e) can be condition (the same k) the distance s to separation
expressed as is increased as the radius r decreases. Second, the
separation factor ks is decreased with decreasing A.
Si 3 r (5a) Thus, it can be concluded if the wind velocity is kept
6 10 120 as a constant while the rotation speed is increased
0i = j^/s? _ r r2 > (56)
then A is increased and the separation point s moves
T ~ 63^"5" ~ 15 ~ T44' downstream. Third, another important result from
TWS Fig. 3 is that all of the curves tend to the limit-
(5c) ing value 0.1267 for which s/r K 0.08. Thus, when
ue
s/r < 0.08 rotation has little effect on the separa-
(- ——} (5d) tion point, and the solution approaches that of the
7 fixed blade 2-D boundary layer problem.
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304 756F T2 As a first step in the development of a post-stall

3 (Se)
6 ™ V 3465 10395 17820'
The boundary conditions are given by
z = 0,u = v = 0 (6a)
z = <x>,ue = Uoo(l — ks) (66)
where k is a constant representing the velocity gra-
dient and s is arc length measured from the leading
edge of the blade. Thus, an external flow with a lin-
ear adverse velocity distribution is assumed. This
approach of solving the laminar case for a linear ad-
verse velocity distribution is similar to that taken
by Banks and Gadd.12
Integration of the integral boundary-layer equa-
tions up to the point of laminar separation (C/ = 0)
yields an equation of the form
ks = f(\,s/r) (7)
where A — fir/Uoo and ks is the separation factor
corresponding to the point of laminar separation.
4 Separation Factor Model
Equation (7) represents the relation between the
separation factor ks which determines the separa-
tion point on the rotating surface and the two key
parameters, the ratio of local arc length to local ra-
dius s/r, and the ratio of the local rotation speed to
freestream velocity A.
The separation factor ks was calculated for dif-
ferent A and s/r values, and the results are shown
in Fig. 3. Several important trends can be gleaned
from the figure. First, for a given value of A, the
separation factor ks increases with increasing s/r.
If s is kept constant, k must increase with a reduc-
tion in r. This means that the separation point is
delay model based on the trends indicated in Fig. 3,
the fcs-curves are approximated by an equation of
the form
(8)
' b+
where a, b, and d are correction factors. From
the numerical solution yielding the results shown
in Fig. 3, the correction factors have been found
to vary from approximately 0.8 to 1.2 for a, b and
0.4 to 1.0 for d. An example is shown in Fig. 4 for
which Eq. (8) is used and compared with the nu-
merical solution represented by Eq. (7). In this case
the parameters a, 6, and d are all set to unity.
For a 2-D flow without rotation, the separation
factor is ks = 0.1267; whereas, for a 3-D blade in
rotation, the separation factor becomes ks > 0.1267
and asymptotes to ks = 0.1267. Thus, for a 3-D
flow with rotation, the increase in ks as compared
with the 2-D case without rotation is given by
1.6(s/r) a -
A(Jfcs) = -1 (9a)
0.1267 6+(s/r) d / A
This formula (after a slight modification which fol-
lows) forms the basis of the key function that is used
to empirically correct 2-D airfoil data for rotation
effects that are present in the 3-D rotating flow.
In light of the empirical and approximate nature
of the correction, the distance parameter s/r is re-
placed by the blade geometry parameter c/r, viz
A(ks] - l-6(c/r)o-(e/r)^ _
( $) (96)
~ 0.1267 b+(c/r)*/*
3-D Correction to 2-D Air-
foil Data

13
 Copyright© 1997, American Institute of Aeronautics and Astronautics, Inc.
It is clear from the theory that boundary layer
separation is postponed because of rotation, which
implies that the stall angle of attack with rotation
effects is larger than that in the 2-D flow. The corre-
sponding lift coefficient Ci is increased and the drag
coefficient Cd is reduced. Therefore, the stall delay
model should account for these changes in the 2-D
Ci and Cd airfoil data. Moreover, to be readily im-
plemented in BEMT methods, such as that used in
the PROP code, a simple correction to 2-D airfoil
data for 3-D rotation effects would be most advan-
tageous.
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It is assumed that the 3-D airfoil data are approx-
imately equal to that obtained in 2-D wind tunnel
tests plus an increment in Ci and a decrement in
Cd so as to simulate rotation effects on each radial
station of the wind turbine blade. If the AQ and
ACd denote the increments and the decrements, the
3-D airfoil data can be expressed as
(10a)
= Cd,2D - (106)
Based on the stall-delay principle described pre-
viously, as well as basic airfoil theory, a correction
formula is suggested as
(lie)
- Cd,0) (116)
where C/>p = 27r(a - a 0 ), Cd,o = Cd,2D for a = 0.
The functions /; and /<$ are modeled after that for
the separation factor Eq. (9b), viz
data and are
-1 (12o)
0.1267
= i.6(c/r)q-(c/r)
Jd (126)
0.1267 b +
A= + (12c)
where a, 6, and d are empirical correction factors.
In this paper, a, 6, and d are set to unity. Also, the
parameter A has been modified and replaced by a
modified tip speed ratio A, and furthermore for the
drag factor fj, a factor of 2 was introduced multiply-
ing A. These changes were introduced to provide a
better fit to the existing experimental data as dis-
cussed in the next section.
14
To summarize, a new 3-D stall-delay model has
been developed, which is specifically developed for
integration into the PROP code. This model con-
sists of two key parameters — one is c/r which char-
acterizes the rotor geometry, the other is A which
accounts for the effects of rotation. Finally, the new
model is given by the following relations.
Ci,3D = Ci,2D + fi(Ci,p - CI (13o)
Cd,3D = Cd,2D ~ fd(Cd,2D - (136)
6 Prediction and Comparison
with Experimental or Nu-
merical Calculation Data
In the section, the post-stall model is applied to
several existing data sets, namely the FFA 5WPX
wind turbine blade, the NREL Combined Experi-
ment Rotor (CER), and AeroStar 7.5-m blade.
6.1 FFA 5WPX Wind Turbine Blade
The Aeronautical Research Institute of Sweden
(FFA) conducted aerodynamic measurements on a
(VSH) 5WPX blade that formed part of a two-
bladed 5.35 m diameter rotor. The measurement
program was carried out in the 12 x 16 m low
speed wind tunnel of Chinese Aerodynamic Re-
search and Development Center.17 One of the blades
was equipped with 29 pressure taps at each of eight
radial stations. The measured pressure distribution
were used to determine the corresponding lift coef-
ficients. The rotor blade planform and location of
pressure measurement sections are given in Ref. 14.
The effect of blade rotation has been predicted
for two blade stations, namely r/R = 30% and 55%
which correspond to c/r=0.37 and 0.16, respectively.
It should be noted that in this simulation, the 2-
D airfoil data were not changed, and kept equal
to the section at the 55% radial position. For the
predictions, the conditions were Re — 0.5 x 105,
fl = 158 rpm, and wind speed Vw = 8.8 m/s.
Figure 5 compares the predicted Cj-a curves using
the new stall-delay model with the corresponding
data obtained from field test measurements made
on the rotating blade. Also shown in the figure is
the corresponding 2-D airfoil data. In the figure "3-
D prediction" refers to the predictions based on the
 Copyright© 1997, American Institute of Aeronautics and Astronautics, Inc.
new model, and "3-D test" refers to the field test
data. The agreement is very good between the pre-
dictions and field test data. The effect of rotation is
seen to delay stall and increase the lift coefficient to
angles of attack past that of 2-D stall. It is also seen
that the effect of rotation drops rather quickly as the
c/r ratio is decreased. For the radial station with
r/R = 0.30 and c/r = 0.37, the 3-D predicted Ci al-
ways increases for increasing of the angle of attack.
The Ci reaches a value of 1.6 at 30 deg as compared
with a 2-D value of 0.5 at the same condition. For
the station r/R = 0.55 with c/r = 0.16, the 3-D
prediction and test data are as expected similar to
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the 2-D airfoil data since rotation has little effect on
the lift coefficient. This conclusion is consistent with
the theoretical analyses and past research discussed
previously.8'9'18
For the drag coefficient Cd, Fig. 6 compares the
current 3-D predictions with numerical predictions
of Sorensen using an viscous-inviscid interaction
code.14 Experimental data from field tests was not
measured. Also shown in the figure is predicted 2-D
data based on Navier-Stokes calculations.14 It can
be seen the 3-D predictions are always lower than
2-D, which suggests that the rotational effects in
general lower the drag coefficients. The current pre-
dictions compare very well with the 3-D numerical
simulation.
6.2 CER Combined Experiment Ro-
tor
The National Renewable Energy Laboratory has
completed the initial tests of the "Unsteady Aerody-
namics Experiment" aimed at providing a detailed
understanding of horizontal-axis wind-turbine aero-
dynamics. The experiment used a special three-
blade, stall-regulated (constant speed), downwind,
10-m diameter wind turbine rotor. The rotor had a
0.475-m constant chord blades that made use of the
NREL S809 airfoil along the entire span. The rotor
speed was 72 rpm. A detailed description the the ex-
perimental setup is given in Refs.19. The resulting
pressure data provided high-resolution aerodynamic
lift and drag force measurements on the rotating
blade.
The stall delay model was used to predict the
blade airfoil characteristics at three radial stations:
r/R = 30%, 47%, and 80%, corresponding to c/r =
0.301, 0.181, and 0.113, respectively. The following
conditions were used: Re = 0.5 x 105, fi = 72 rpm,
15
Vw = 10 m/s. The 2-D airfoil data from wind tunnel
tests is that given in Ref. 19. The comparisons be-
tween the predicted results and test data are shown
in Fig. 7. As with the FFA blade, a large depen-
dence on radial position is seen for the lift coefficient
curves, with increasing maximum lift coefficients oc-
curring at increasingly large angles of attack in mov-
ing from tip to root. It should be noted that at
station r/R = 0.80 the C; increases because at this
station c/r = 0.113 — a value which is a slightly
larger than the limiting value of c/r = 0.08.
Overall, the results shown in Fig. 7 indicate that
the stall-delay model yields fairly good agreement
with the test data. In particular, in the post stall re-
gion for 20 deg < a < 30 deg, the agreement is very
good, but over the range 10 deg < a < 20 deg there
is a larger discrepancy between the prediction and
test results. Thus, further refinement of the model is
warranted to properly simulate post-stall rotor flow
fields. The effects of laminar-to-turbulent transition
should likely be included in the model, which cur-
rently has no dependence on Reynolds number and
was developed based on only laminar boundary re-
lations.
6.3 AeroStar HAWT
In Ref. 20, Sorensen modeled the AeroStar 7.5-
m blade using a three-level, viscous-inviscid inter-
active model to predict the 3-D stall-delay effects.
In Fig. 8, the predicted Ci distribution along the
blade based on the current method is compared with
the numerical predictions of Sorensen as well as cal-
culated 2-D data. For this case, the rotor speed
is 50.3 rpm with a wind speed of 10 m/s. First,
it is seen that C\ predictions from the 3-D stall-
delay model are in close agreement the numerical
predictions of Sorensen. Second, for the outer 40%
of the blade span, the effect of rotation is not evi-
dent; whereas, for the inner part of span, the 3-D
values are much larger than those of the 2-D case.
In Fig. 9, the drag coefficient distributions along the
blade span are compared. Only a slight difference in
the 3-D Cj, distributions (current method and that
from Sorensen) as compared with the 2-D case is
seen because the correction factor fd is smaller than
/i-
Figure 10 shows the predicted power curves for
the AeroStar blade as compared with the experi-
mental data. It is seen that for wind speeds less
than 10 m/s, both the blade-element theory and the
 Copyright© 1997, American Institute of Aeronautics and Astronautics, Inc.
3-D stall-delay model are in good agreement with
the measurements since for the most part the blade
is not stalled. For higher wind speeds, however,
the prediction based on 2-D data under-predicts the
power output as would be expected. In general,
the results based on the 3-D stall-delay model are
in good agreement with test data at higher wind
speeds. Where the difference is largest at a wind
speed of 12 m/s, this may be due to the over-
prediction in lift over the range 10 deg < a < 20 deg
as seen in Fig. 7. Nevertheless, the close agreement
at peak power is encouraging.
Downloaded by MONASH UNIVERSITY on September 19, 2013 | http://arc.aiaa.org | DOI: 10.2514/6.1998-21
7 Conclusions
Based on the concept of the stall delay and basic
airfoil theory, a preliminary 3-D stall-delay model
has been presented in this paper, The model con-
sists of two key parameters (the ratio of local chord
to local radius c/r, the ratio of rotation speed to
freestream velocity A), and three empirical correc-
tion factors (a, b, and d). This 3-D stall-delay model
can be used to modify the airfoil data based on 2-
D wind tunnel test, and it is consistent with the
blade element/momentum theory (BEMT) method
and Viterna/Tangler model, and it can be incor-
porated into the state of the art simulation codes,
such as PROP, which are currently applied to hor-
izontal axis wind turbine performance predictions.
Through comparison with the field test data, the
new model for 3-D stall-delay shows the good agree-
ment between predictions and experiments. The
new model should be of great use in existing codes
for wind turbine design and analysis.
8 Acknowledgments
The support of the National Renewable Energy
Laboratory under Subcontract No. XCX-7-16466-01
is gratefully acknowledged. Also, the several discus-
sions with J.L. Tangier of NREL proved to be quite
helpful during the course of this work.
9 References
[1] Hansen, A.C., and Butterfield, C.P., "Aerody-
namics of HAWT," Annu. Rev. Fluid Mech., Vol.25,
16
1993, pp. 115-149.
[2] Tangier, J.L., and Selig. M.S., "An Evaluation
of an Empirical Model for Stall Delay Due to Rota-
tion for HAWTS," Presented at the Windpower'97
Conference, Austin, Texas, June 15-18, 1997.
[3] Tangier, J.L., "Influence of Pitch, Twist, and
Taper on a Blade's Performance Loss Due to Rough-
ness," AWEA Windpower'96 Conference, Denver,
CO, June 1996.
[4] Miller, M.S., Shipley, D.E., Young, T.S.,
Robinson, M.C., Luttges, M.W., and Simms, D.A.,
"The Baseline Data Sets for Phase II of the Com-
bined Experiment," NREL/TP-442-6915, July 1995.
[5] Bjorck, A., Ronsten, G., and Montgomerie, B.,
"Aerodynamic Section Characteristics of a Rotating
and Non-Rotating 3.375 m Wind Turbine Blade,"
FFA TN 1995-03, March 1995.
[6] Madsen, H.A., "Aerodynamics of a Horizontal-
Axis Wind Turbine in Natural Conditions," Riso-M-
2903, Riso National Lab, Sept. 1991.
[7] Himmelskamp, H., "Profile Investigations on a
Rotating Airscrew," MAP Volkenrode, Reports and
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[8] Narramore, J.C., and Vermeland, R., "Navier-
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Rotation," J. Aircraft, Vol. 29, No. 1, Jan.-Feb.
1992, pp. 73-78.
[9] Corrigan, J.J., and Schillings, J.J., "Empirical
Model for Stall Delay Due to Rotation," American
Helicopter Society Aeromechanics Specialists Conf.,
San Francisco, CA, Jan. 1994.
[10] Eggers, A.J., and Digumarthi, R.V., "Ap-
proximate Scaling of Rotational Effects of Mean
Aerodynamic Moments and Power Generated by the
Combined Experiment Rotor Blades Operating in
Deep-Stall Flow," llth ASME Wind Energy Sym-
posium, SED-Vol. 12, 1992, pp. 33-43.
[11] Sears, W.R., "Boundary Layers in Three-
Dimensional Flow", Applied Mechanics Reviews,
Vol. 7, No. 7, 1954, pp. 281-285.
[12] Banks, W.H.H., and Gadd, G.E., "Delaying
Effect of Rotation on Laminar Separation," AIAA
J., Vol. 1, No. 4, April 1963, pp. 941-942.
[13] Savino, J.M. and Nyland, T.N., "Wind Tur-
bine Flow Visualization Studies," AWEA Wind En-
ergy Conference, San Francisco, CA, Aug. 1985.
[14] Snel, H., Houwink, R., and Bosschers, J.,
"Sectional Prediction of Lift Coefficients on Rotat-
ing Wind Turbine Blades in Stall," ECN Report,
ECN-C-93-052, Dec. 1994.
[15] Lakshiminarayana, B., and Covinden T.R.,
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"Analysis of Turbulent Boundary layer on Cascade

and Rotor Blades of Turbomachinery," AIAA J.,
Vol. 19, No. 10, 1981, pp. 1333-1341.
[16] Moore, F.K., Theory of Laminar Flows,
Princeton University Press, Princeton, New Jersey,
1964, pp. 259-265.
[17] Ronsten, G., "Static Pressure Measurement
on a Rotating and a Non-Rotating 2.375 m Wind
Turbine Blade, Comparison with 2D Calculation,"
European Energy Conference, Amsterdam, 1991.
[18] Jameel, H.M., "Study of Rotating Airfoil," J.
of Aircraft, Vol. 9, No. 4, 1992, pp. 314-316.
[19] Simms, D.A., and Robinson, M.C., etc., "A
Comparison of Baseline Aerodynamics Performance
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of Optimally-Twisted Versus Non-Twisted HAWT

Blades," 15th ASME Wind Energy Symposium,
Jan. 28 - Feb. 2, 1996.
S- It
[20] Sorensen, J.N., "Prediction of Three-
Dimensional Stall on Wind Turbine Blade Using
Three-Level, Viscous-Inviscid Interaction Model,"
1986, pp. 33-41.

Fig. 2 Coordinate system attached to rotating blade (Ref.14)

ZJ - U.18

e 2 - x= 1.0 o
v 0.17 - x=0.9 +
X=0.8 B
"SV X= 0.7 x
o 0.16 - X= 0.6 *
U
a
O 0.15
tb , '"

E 0.5
o 0.14
Z ,.--°'. '.-•"•'" .. e r ""

0.13
^tausg* —
-O.S
.10 ~~0————10 20 30 40 50 60 n 19
Angle of Attack (degrees) v
0.05 0.1 0.15 0.2 0.25 0.3
Parameter s/r

Fig. 1 Blade normal force coefficient field test data (Ref. 3) Fig. 3 Relationship between parameter ks and s/r

17
 Copyright© 1997, American Institute of Aeronautics and Astronautics, Inc.

0.18 0.5
0.45 2-DCal.,Ref.14 ——
X = 1.0, Eq.f 3-D prediction, c/r=0.16 —•
0.17 x = 0.8, Eq.f 0.4 3-DCal., Ref.11,c/r=0.16 o
X = 0.6, Eq.f 3-D prediction, c/r=0.37 -•••—
X =1.0, Eq.(8) 0.35 3-D Cal., Ref. 11, c/r=0.37 +
0.16 - X = 0.8, Eq.<8)
X = 0.6, Eq.(8) 0.3
Downloaded by MONASH UNIVERSITY on September 19, 2013 | http://arc.aiaa.org | DOI: 10.2514/6.1998-21

0.15 0.25
0.2
0.14
0.15

0.13

0.12
0.05 0.1 0.15 0.2 0.25 0.3 0 5 10 15 20
Parameter s/r Angle of Attack (degrees)
Fig. 4 Simulation results of Eq. (8) Fig. 6 FFA airfoil drag coefficient

1.8
2-DCal;, Ref.14 -— 2-D wind tunnel data ——
1.6 2-D prediction, c/r=0.11 —•
3-D prediction, c/r=0.16 —• 3-D test data, c/r=0.11 o
3-D test, Ref.11,c/r=0.16 o 3-D prediction, c/r=0.18 ——
1.4 3-D prediction, c/r=0.37 ——
3-D test, Ref.11, c/r=0.37 +
3-Dtestdata,c/r=0.18 + J3--
•3 1-5 3-D prediction, c/r=0.30 -----
1.2 3-D test data, c/r=0.30 5... -
«
•3
1

0.8 I,
0.6
0.4 0.5

0.2
0
5 10 15 20 25 5 10 15 20 25 30
Angle of Attack (degrees) Angle of Attack (degrees)
Fig. 5 FFA airfoil lift coefficient Fig. 7 S809 airfoil lift coefficient

18
 Copyright© 1997, American Institute of Aeronautics and Astronautics, Inc.

1.8
1.7 2-D Cal., Ref.20 —
1.6 3-D Cal., Ref.20 —- - h 2-D Cal., Ref.20 ——
3-D prediction - • • • • 3-D test, Ref.20 o
1.5 3-D prediction • • • • •
1.4
1.3
1.2
1.1
40 50 60 70 80 90 100
r/R

Fig. 8 Lift coefficient distribution along wing span

Downloaded by MONASH UNIVERSITY on September 19, 2013 | http://arc.aiaa.org | DOI: 10.2514/6.1998-21

6 8 10 12 14 16
Wind Speed (m/s)

Fig. 10 Aerostar rotor performance

0.06
2-D Cal., Ref.20
3-D Cal., Ref.20
3-D prediction

Fig. 9 Drag coefficient distribution along wing span

19