Aerodynamic Characteristics Research Articles

On the effects of non-zero yaw on leading-edge tubercled wings

Steady-state numerical simulations were conducted to capture the aerodynamic characteristics and flow patterns resulting from a tubercled and non-tubercled wing subjected to various combined pitch and yaw conditions at Re=1.8×105\\documentclass[12pt]{minimal} \\usepackage{amsmath} \\usepackage{wasysym} \\usepackage{amsfonts} \\usepackage{amssymb} \\usepackage{amsbsy} \\usepackage{mathrsfs} \\usepackage{upgreek} \\setlength{\\oddsidemargin}{-69pt} \\begin{document}$$Re=1.8 \ imes 10^{5}$$\\end{document}. Pitch angle ranged from 0∘\\documentclass[12pt]{minimal} \\usepackage{amsmath} \\usepackage{wasysym} \\usepackage{amsfonts} \\usepackage{amssymb} \\usepackage{amsbsy} \\usepackage{mathrsfs} \\usepackage{upgreek} \\setlength{\\oddsidemargin}{-69pt} \\begin{document}$$0^{\\circ }$$\\end{document} to 25∘\\documentclass[12pt]{minimal} \\usepackage{amsmath} \\usepackage{wasysym} \\usepackage{amsfonts} \\usepackage{amssymb} \\usepackage{amsbsy} \\usepackage{mathrsfs} \\usepackage{upgreek} \\setlength{\\oddsidemargin}{-69pt} \\begin{document}$$25^{\\circ }$$\\end{document}, while two different yaw angles of 10∘\\documentclass[12pt]{minimal} \\usepackage{amsmath} \\usepackage{wasysym} \\usepackage{amsfonts} \\usepackage{amssymb} \\usepackage{amsbsy} \\usepackage{mathrsfs} \\usepackage{upgreek} \\setlength{\\oddsidemargin}{-69pt} \\begin{document}$$10^{\\circ }$$\\end{document} and 30∘\\documentclass[12pt]{minimal} \\usepackage{amsmath} \\usepackage{wasysym} \\usepackage{amsfonts} \\usepackage{amssymb} \\usepackage{amsbsy} \\usepackage{mathrsfs} \\usepackage{upgreek} \\setlength{\\oddsidemargin}{-69pt} \\begin{document}$$30^{\\circ }$$\\end{document} were used. Results show that 10∘\\documentclass[12pt]{minimal} \\usepackage{amsmath} \\usepackage{wasysym} \\usepackage{amsfonts} \\usepackage{amssymb} \\usepackage{amsbsy} \\usepackage{mathrsfs} \\usepackage{upgreek} \\setlength{\\oddsidemargin}{-69pt} \\begin{document}$$10^{\\circ }$$\\end{document} yaw angle does not impact upon the lift and drag characteristics significantly, while a 30∘\\documentclass[12pt]{minimal} \\usepackage{amsmath} \\usepackage{wasysym} \\usepackage{amsfonts} \\usepackage{amssymb} \\usepackage{amsbsy} \\usepackage{mathrsfs} \\usepackage{upgreek} \\setlength{\\oddsidemargin}{-69pt} \\begin{document}$$30^{\\circ }$$\\end{document} yaw angle leads to substantial lift and drag losses. Additionally, the tubercled wing continues to confer favourable stall-mitigating characteristics even for the larger yaw angle. Finally, despite skewing the flow structures significantly, the 30∘\\documentclass[12pt]{minimal} \\usepackage{amsmath} \\usepackage{wasysym} \\usepackage{amsfonts} \\usepackage{amssymb} \\usepackage{amsbsy} \\usepackage{mathrsfs} \\usepackage{upgreek} \\setlength{\\oddsidemargin}{-69pt} \\begin{document}$$30^{\\circ }$$\\end{document} yaw angle also reduces the formations of bi-periodic flow structures, flow separations and recirculating regions along the leading-edge tubercles, suggesting potentially better flow stability and controllability.

Impact of Blowing Location on the Aerodynamic Characteristics Over the Delta Wing

The performance of an aircraft can be enhanced by altering the flow field favourably by adopting flow control techniques. The present study deals with the application of the active flow control methods on a sharp-edged delta wing with a wing sweep of 65°. The concept of blowing was employed as an active flow control technique. The blowing technique is applied on the suction surface of the delta wing by varying its location. The various identified locations of the blowing holes are 1.62 %, 3.24 % and 4.86 % of root chord from the leading edge to the centre of the blowing holes. The computation is performed using the commercial software ANSYS Fluent. An unsteady, incompressible Reynolds-averaged Navier–Stokes equation and the shear-stress transport k-ω turbulence model are employed. The angles of attack varied in the range of 0°<α<35° and Reynolds number is 2.64×106 and the jet momentum coefficient is fixed at 0.05. The blowing of air from the injection region enhances the strength of the leading-edge vortices, resulting in a delay in the vortex breakdown. The performance of the delta wing is greatly improved while using the blowing method specifically for the blowing holes located at 3.24 % of root chord from the leading edge compared to without the blowing method.

Comparison of aerodynamic and aeroacoustic characteristics of fixed-pitch and variable-pitch rotors

This research conducts a comparative analysis of the aerodynamic and aeroacoustic characteristics of fixed-pitch and variable-pitch controlled multirotors [i.e., revolution per minute (RPM) and collective pitch control]. The study encompasses single-, twin-, and quad-rotor configurations under hovering flight conditions. The unsteady blade motion is modeled as a function of RPM and pitch, fluctuating with frequency and amplitude. To comprehensively account for wake interaction effects, a free-wake vortex lattice method combined with acoustic analogy is utilized. The findings reveal that unsteady blade motion and wake interaction effects cause fluctuations in thrust and tip vortex trajectory. The thrust and tip vortex behavior exhibited greater instability in response to RPM fluctuations than to pitch fluctuations. Consequently, the axial unsteady loading noise was more pronounced under RPM fluctuations compared to pitch fluctuations. In both twin- and quad-rotor configurations, the wake interaction significantly influenced the characteristics of thrust and tip vortex behavior. In addition, spectral analysis demonstrated that the frequencies of unsteady blade motion and wake interaction determine the frequencies of thrust and tip vortex fluctuations as well as unsteady loading noise.

Influence of control system on aerodynamic characteristics and elastic deformation of horizontal axis wind turbine blades

Influence of control system on aerodynamic characteristics and elastic deformation of horizontal axis wind turbine blades

Reproducing vortex-induced vibrations of rooftop twin-mast by multi-scale coupled simulation of urban wind fields

The Shenzhen Electronics Group (SEG) Plaza in Shenzhen, China, experienced visible vibrations attributed to significant vortex-induced vibrations of the large spacing twin-mast atop the building. The vibration event occurred under complex urban wind environments. In order to reproduce wind fields around SEG Plaza, a multiscale simulation was carried out by integrating the Weather Research and Forecasting (WRF) and Computational Fluid Dynamics (CFD) models. The aerodynamic characteristics and wake modes of twin-mast are investigated by a downscale CFD simulation in detail. Finally, vortex-induced vibration (VIV) of twin-mast was analyzed considering fluid-structure interaction. This work reveals that wind conditions during the SEG Plaza vibration incident were appropriate for the VIV occurrence of twin-mast, and the results of VIV simulation agree well with the field monitoring results by computer vision identification. This study effectively reproduces the full pictures of VIVs of the rooftop twin-mast during this rare event, offering a critical view for the analysis of this event.

Passive control of porous media on the aerodynamic forces and wake structures of wall-mounted short circular cylinders

This paper numerically investigates the aerodynamic forces and the three-dimensional wake characteristics of wall-mounted circular cylinders with and without porous media coatings using large eddy simulation at a Reynolds number of 3.2×104. Short cylinders with aspect ratios of 0.5, 1.0, and 3.0 are considered, with one end fixed to a bottom wall in the current work. The study focuses on aerodynamic coefficients, flow characteristics, and wake structures for cylinders both with and without porous coatings. The statistical results indicate that porous media significantly alter flow patterns behind the cylinders, suppress downwash flow from the free end, and reduce velocity fluctuations and turbulent kinetic energy within the wake. The porous coating enhances the leeward side's base pressure, leading to a reduction in drag on the cylinder surface. The analysis of flow structures reveals that the topology of the arch vortex behind solid cylinders is significantly dependent on the aspect ratio, whereas this dependency is negligible for porous cylinders. Porous coatings diminish the intensity of the tip and trailing vortices behind the cylinder. Finally, based on the time-averaged flow field, we proposed two conceptual models of topological correlation for wall-mounted short cylinders, both with and without porous coatings, which contributes to describing the geometric characteristics and interactions of vortex structures.

Effect of leading-edge and trailing-edge camber morphing on gust load for an elastic wing

This paper investigates the influence of the spanwise-distributed trailing-edge camber morphing on the dynamic stall characteristics of a finite-span wing at Re = 2 × 105. The mathematical model of the spanwise-distributed trailing-edge camber morphing is established based on Chebyshev polynomials, and the deformed wing surface is modeled by a spline surface according to the rib’s morphing in the chordwise direction. The Computational Fluid Dynamics (CFD) method is adopted to obtain flow-field results and aerodynamic forces. The SST-γ model is introduced and the overset mesh technique is adopted. The numerical results show that the spanwise-distributed trailing-edge morphing obviously changes the aerodynamic and energy transfer characteristics of the dynamic stall. Especially when the phase difference between the trailing-edge motion and the wing pitch is −π/2, the interaction between the three-dimensional (3-D) Leading-Edge Vortex (LEV) and Trailing-Edge Vortex (TEV) is strengthened, and the work done by the aerodynamic force turns negative. This indicates that the trailing-edge deformation has the potential to suppress the oscillation amplitude of stall flutter. We also found that as the trailing-edge camber morphing varies more complexly along the spanwise direction, the suppression effect decreases accordingly.

Uncertainty analysis method of high-speed wind tunnel standard model test results based on GUM and MCM

Abstract The standard model is a standard calibration model that has a well-known geometric shape and can represent the aerodynamic layout characteristics of a certain type of aircraft. It has many functions, including evaluating the accuracy of wind tunnel test data, verifying the integrity of the wind tunnel flow field and measurement system, and developing and verifying wind tunnel test technology. Conducting wind tunnel tests using standard models is a key step in realizing the functions of standard models. However, all existing literature on standard model tests has not effectively evaluated the uncertainty of the test results, which makes it impossible to evaluate the reliability of the test results. Based on the GUM and MCM uncertainty analysis methods, this paper establishes a method for quantitatively evaluating the uncertainty of the test results of high-speed wind tunnel standard model tests through rigorous mathematical derivation, providing technical support for precisely quantifying the uncertainty of standard model test results.

Aerodynamic configuration of a wide-range reversible vehicle

The design of wide-range high-efficiency aerodynamic configurations is one of the most important key technologies in the research of near-space hypersonic vehicles. A double-sided intake configuration with different inlets on the upper and lower surfaces is proposed to adapt to wide-range flight. Firstly, the double-sided intake configuration’s design method and flight profile are delineated. Secondly, Computational Fluid Dynamics (CFD) numerical simulation based on multi-Graphics Processing Unit (GPU) parallel computing is adopted to evaluate the vehicle’s performance comprehensively, aiming to verify the feasibility of the proposed scheme. This evaluation encompasses a wide-range basic aerodynamic characteristics, inlet performance, and heat flux at critical locations. The results show that the inlets of the designed integration configuration can start up across Mach number 3.5 to 8. The vehicle possesses multi-point cruising capability by flipping the fuselage. Simultaneously, a 180°rotation of the fuselage can significantly decrease the heat accumulation on the lower surface of the vehicle, particularly at the inlet lip, further decreasing the temperature gradient across the vehicle structure. This study has some engineering value for the aerodynamic configuration design of wide-range vehicles. However, further study reveals that the flow phenomena at the intersection of two inlets are complex, posing potential adverse impacts on propulsion efficiency. Therefore, it is imperative to conduct additional research to delve into this matter comprehensively.

3D LES numerical investigation of vertical vortex-induced vibrations of a 4:1 rectangular cylinder

The aerodynamic characteristics of rectangular cylinders provide valuable references for many engineering structures. Aiming to investigate the characteristics of vortex-induced vibration (VIV) of this kind of bluff section cylinder, the three-dimensional (3D) large-eddy simulations (LES) were conducted on the flow around an elastically mounted rectangular cylinder with an aspect ratio of 4. A novel method for creating 3D meshes was introduced and validated by comparing the aerodynamic parameters and vibration amplitudes with those of experimental data. The mechanism of VIV was then investigated by examining the evolution properties (including the mean and fluctuating pressure, predominant frequency, and spanwise correlation) of distributed pressure at various amplitude-dependent VIV stages. Additionally, the contributing/inhibiting effect of wind load acting on specific regions around the cylinder’s surface on VIV was clarified by investigating the energy input or output. The results show that the vibration amplitude affects both static and fluctuating pressures, with a significant variation in these pressures observed during the amplitude-ascent stage. The distributed aerodynamic force is mainly due to self-excited forces resulting from the cylinder vibration during amplitude-ascent stage, whereas both self-excited forces and forcing forces are prominent during the amplitude-descent stage. Notably, the spanwise correlation coefficient displays its minimum value at the peak amplitude, even lower than that in the non-lock-in region, with the highest value occurring at the onset of the amplitude-ascent stage. The energy analysis revealed that the wind loads acting on the upstream of the cylinder's surface tend to enhance VIV, while those acting downstream tend to inhibit it.

Wall-Modeled Large-Eddy Simulation Method for Unstructured-Grid Navier–Stokes Solvers

This paper reports on the implementation and assessment of a wall-modeled large-eddy simulation (WMLES) methodology in an unstructured-grid, node-centered flow solver, FUN3D, that is developed and supported at the NASA Langley Research Center. Finite-volume (FV) and finite-element (FE) discretization schemes considered in the study provide formal second-order spatial accuracy. Large-eddy simulations (LES) resolve large-scale turbulent-flow features, and small-scale effects are modeled using the Vreman subgrid-scale model. At solid-wall boundaries, a shear-stress model is employed to provide a proper boundary-flux closure. The nonlinear equations are integrated in time using either an optimized backward difference formula or an implicit multistage Runge–Kutta temporal scheme. The implicit equations at each time step are solved by strong nonlinear iteration schemes. WMLES demonstrations are shown for two high-lift configurations, namely, the McDonnell Douglas 30P30N multi-element airfoil and a NASA High-Lift Common Research Model. Results show that the WMLES approaches implemented in the FV and FE discretization methods produce consistent solutions and are capable of capturing key aerodynamic characteristics and flow structures for high-lift configurations at a wide range of angles of attack, including maximum-lift conditions. In the 30P30N example, correct trends in the variations of integrated aerodynamic forces and moments, surface pressure distributions, and boundary-layer profiles are captured as the Reynolds number is increased.

Publisher's Note: “Investigation of the aerodynamic characteristics of the entire operation process of the car–counterweight system within the annular flow field of ultra-high-speed elevators” [Phys. Fluids 36, 085203 (2024)

Publisher's Note: “Investigation of the aerodynamic characteristics of the entire operation process of the car–counterweight system within the annular flow field of ultra-high-speed elevators” [Phys. Fluids <b>36</b>, 085203 (2024)

Drag and Thermal Reduction of Spiked Hypersonic Vehicle in Thermochemical Nonequilibrium

This study utilizes the in-house parallel direct simulation Monte Carlo–quantum dynamics method to model the aerodynamic flowfield of a spiked reentry vehicle within a rarefied high-altitude atmosphere. Investigating the flight of spiked aircraft under various flight conditions and spike sizes and considering both the real gas effect and the rarefied gas effect, the aerodynamic characteristic of the aircraft is evaluated. Performance evaluation for effectiveness in drag reduction and thermal protection is based on drag and the maximum stagnation heat flux coefficient at the vehicle’s shoulder. Findings indicate that, in the rarefied atmosphere, the distinction between the characteristic shock intensities of spiked and unspiked vehicles is not pronounced, which results in a drag reduction of approximately 5%, accompanied by a more than 100% increase in thermal effect on the vehicle’s shoulder, obviously poor in effectiveness. Subsequently, this study examines the spiked vehicle equipped with a lateral jet, and this augmented approach achieves a marked reduction in the intensity of the shock wave impacting the vehicle’s shoulder with a drag reduction exceeding 10% and attenuates the thermal impact by over 50% in comparison to the implementation of spiking alone, thereby demonstrating superior performance in terms of effectiveness.

The Dynamic Stability and Performance Implications of Piston-to-Turboprop Engine Modernization of a Light Aircraft for General Aviation

ABSTRACT This paper explores the influence of engine modernization on the dynamic stability and performance of a general aviation aircraft. Utilizing an integral mathematical model, the study conducts a comparative analysis of the I-23 Manager piston-engine aircraft and its modified I-31T turboprop version, examining changes in aircraft dynamics depending on the power plant type. The modernization necessitated a redesign of the nose section of the fuselage, resulting in alterations to the external shape and flight properties of the aircraft. The research evaluates various dynamic stability parameters, including phugoid, short period, Dutch roll, roll, and spiral modes, under different flight conditions. Results indicate minimal changes in aerodynamic characteristics due to the engine type, yet significant improvements are observed in efficiency, noise reduction, and operational costs. The impact of the propulsion unit on the dynamic stability of the light aircraft was assessed as insignificant, suggesting that the strategy of modernizing an existing piston-driven aircraft by switching to a turboprop drive is indeed promising. With appropriate initial design assumptions, a modern turbine aircraft with strong flight qualities can be efficiently modernized in this way, without compromising the good flying properties of the existing plane. The outcomes are validated against flight tests, reinforcing the viability of integrating more sustainable and efficient propulsion systems into light aircraft. This study may therefore inform future design and regulatory decisions, providing a perspective on the implications of engine upgrades in the general aviation sector.

Analysis of train-induced aerodynamic characteristics and pressure-relief measures relating to fully enclosed noise barriers installed on railway bridges

Fully enclosed noise barriers (FENBs) are increasingly being installed on high-speed railway bridges for noise pollution control. However, the aerodynamic effects of high-speed trains passing FENBs have an adverse impact on barrier durability and generate micro-pressure waves. In this paper, a numerical model of a train passing an FENB on a bridge is established. The aerodynamic pressure distribution along the FENB is analyzed for both a single train and two trains passing one another. The propagation characteristics and evolution mechanisms of pressure waves are then investigated. The results show that the pressure is lower at the ends of the FENB and higher in the middle along the direction of train travel. The peak positive and negative pressures at the mid-span are 1.95 and 4.47 times higher than those at the ends, respectively. This distribution is caused by the propagation, superposition, reflection, and attenuation of pressure waves. Compression waves account for 78.9% of the peak positive pressure. An amplification factor must be considered when estimating the impact of two trains passing one another. Analysis of five pressure-relief schemes shows that arranging a single pressure-relief hole at a high-pressure location effectively alleviates the over-pressure in the FENB. The overall pressure-relief effect is an exponential function of the single opening area. Considering a constant opening area, arranging several relief holes at equal spacing optimizes the adverse pressure distribution compared with the single-hole relief scheme. The equivalent forces of the multi-hole scheme are 3.35% and 7.58% lower than in the single-hole scheme.

The effects of Gurney flap on the aerodynamic characteristics of two airfoils in non-continuum regimes

Gurney flap is a simple and effective high-lift device that has the potential to reduce the takeoff-and-landing distance for transport aircraft. It is also a good option for enhancing the airfoil cruising characteristics. However, its effectiveness in non-continuum regimes has rarely been studied. The Unified Gas Kinetic Scheme algorithm, which is valid for all flow regimes, is further developed and used to simulate the flow field around a cambered airfoil and a high-speed quadrilateral airfoil with and without the Gurney flap in the supersonic non-continuum flow regimes. The distribution function shapes at different spatial locations are provided and analyzed. The effects of angle of attack, free-stream Knudsen number, free-stream Mach number, Gurney flap height, and Gurney flap mounting angle on the aerodynamic characteristics of the two airfoils are studied. The results show that the lift and drag of the airfoil with the attached Gurney flap are increased. The pressure rise on the lower surface of the airfoil is the primary factor contributing to the increase in lift. The overall increase in drag mainly comes from the Gurney flap, which also generates a small amount of negative lift. When the angle of attack is less than the critical angle of attack, the Gurney flap can increase the lift-to-drag ratio of the airfoil and improve its aerodynamic performance. The critical angle of attack decreases with the increase in the free-stream Knudsen number and the free-stream Mach number. It decreases with increasing Gurney flap height and increases with increasing Gurney flap mounting angle.

Numerical investigation of aerodynamic characteristics in tandem cascades with various curving strategies

Tandem configurations with curved blades can improve the flow field in compressor cascades. This study conducts a numerical investigation into the impact of various curving strategies on the losses and flow structures within tandem cascades. Curving strategies of three distinct configurations (curving both blades, solely the rear blade, and solely the front blade) along with three curved angles (5°, 10°, and 15°) are compared. Four primary vortex structures are causing losses in the tandem cascades. Loss weight coefficients, derived from each vortex, are adopted to quantify the proportion of losses. All curving strategies mitigate the accumulation of low-energy fluid near the endwalls, weakening the passage vortex. Various curving strategies have different effects on losses of the endwall spanwise vortex and trailing edge shedding vortices. The influence of curved angles on the three configurations indicates that curving both blades at 5° and curving the front blade at 5° or 10° can mitigate losses. An increasing loss is observed when the rear blade curves at any angle alone. Curving both blades or only the front blade mitigates the corner separation while the curved rear blade exacerbates it. The novelty of this study lies in applying topology analysis to establish correlations between losses, vortices, and topological configurations. This approach is a pivotal research methodology for elucidating the underlying mechanisms of loss generation and vortex dynamics within curved tandem cascades.

Numerical investigation of tip bifurcation on aerodynamic characteristics and flow field structure in a compressor cascade

In this study, the tip bifurcation of the compressor cascade is proposed, referring to the biological characteristics of bird wing bifurcation. The influence of tip bifurcation with different structural parameters on the aerodynamic performance and flow field structure of compressor cascade at different incidence angles is studied by numerical simulation. The research shows that the tip bifurcation can make the starting position of the corner separation move backward, inhibit the separation along the pitch and blade height direction, and reduce the flow loss of the cascade. The separation control effect of the corner region first increases and then decreases as the bifurcation height increases, and gradually diminishes as the arrangement position approaches the trailing edge. When the tip bifurcation is set at the starting position of the corner separation and its height is equal to 4 %H, the flow improvement effect in the passage is the most obvious, and the cascade flow loss is reduced by 14.4 %. At the same time, the tip bifurcation cascade has effective positive incidence angle characteristics, but when the incidence angle is less than the minimum loss incidence angle, the tip bifurcation increases the cascade loss.

Discovery of fossil micrometeorites from the Deccan trap intertrappeans

AbstractThe Cretaceous–Paleogene (K‐Pg) boundary represents the extinction of ~70% of species, a prominent Chicxulub impact event and Deccan volcanism. This work reports the first attempt to extract the micrometeorites (MMs) from the Deccan intertrappean horizons. Eighty‐one spherical particles were studied for their morphological, textural, and chemical characteristics. Intact cosmic spherules with ferromagnesian silicates (6) and Fe‐Ni oxide (7) compositions correspond to MMs from the deep sea and Antarctica. Silicate and Fe‐Ni spherules in this study showcase remarkable preservation, a testament to the highly favorable conditions present. Fe spherules (38) with iron oxide compositions exhibit diagenetic alteration during preservation. Textural analysis of 30 Fe spherules reveals a dendritic, interlocking pattern and slightly elevated Mn content, suggesting these may be fossilized I‐type MMs. However, eight Fe spherules with blocky and cubical granular textures resemble oxidized pyrite spherules. Al‐Fe‐Si spherules (30) possess a significant enrichment of Al and Si within their Fe‐oxide‐dominated composition. Group‐I Al‐Fe‐Si spherules (15) display zoned Al‐Fe‐Si oxide composition, dendritic Mg‐Cr spinel grains, and aerodynamic features, all indicative of impact spherules. The finding of these impact spherules from sampled Deccan intertrappean layer raises the possibility that these paleosols were deposited during the Chicxulub impact event, the only identified impact event with global distribution during the Deccan volcanism time frame. This unique location provides an opportunity for the simultaneous collection of well‐preserved MMs, impact, and volcanic spherules. The exceptional preservation of the studied MMs is likely due to a combination of non‐marine environments, atypical climatic conditions, and rapid deposition. This study further investigates the potential role of cosmic dust flux in the K‐Pg extinction event. We propose that the enhanced cosmic dust flux, a likely scenario during the K‐Pg boundary period, synergistically mixing with impact dust in the upper atmosphere, may have intensified and extended the harsh climatic conditions at the K‐Pg boundary. Subsequently, the deposition of this dust, enriched in bioavailable iron, on Earth's surface might have contributed to the swift recovery of life and environmental conditions.

Evaluation of an experimental prototype in an aerodynamic tunnel with characteristics of a small wind turbine with two blades

The experimental consideration of wind turbines in an aerodynamic tunnel is a powerful alternative to determine the performance of these equipment, both to assimilate their behavior in operation, and to identify constructive and aerodynamic aspects, aiming to convert these characteristics to the real turbine. In the understanding described in this work, the aerodynamic characteristics of the prototype were evaluated, the static torque for the different flow speeds and the power coefficient was estimated based on the concept of variation in the amplitude of movement of the drying when crossing the turbine at different speeds of the flow. The results are compared with the values achieved analytically. The research theory predicted the aerodynamic and structural event, investing numerical and experimental tools. The present work constituted the first experimental event to evaluate the aerodynamic performance of the research project. At this stage, the experimental assessment of static torque was carried out, analyzing the aerodynamic wake of the prototype and determining the RPM curves for the attached wind speeds. The perspective is that it will be possible to describe a new process to, based on the correlation coefficients, determine a curve of the amount of energy granted by a source in a reliable unit of time through simulation or prototyping before starting the survey of real module equipment.