Highway Mounted Horizontal Axial Flow Turbines for Wind Energy ...

Proceedings of the ASME 2016 International Mechanical Engineering Congress and Exposition IMECE2016 November 11-17, 2016, Phoenix, Arizona, USA

IMECE2016-65194 Highway Mounted Horizontal Axial Flow Turbines For Wind Energy Harvesting From Cruising Vehicles Shreyas S Hegde Third year undergraduate National Institute of Technology Karnataka, Surathkal, India

Arham Ahmed Second year undergraduate National Institute of Technology Karnataka, Surathkal, India

Anand Thamban Second year undergraduate National Institute of Technology Karnataka, Surathkal, India

Meet Upadhyay Third year undergraduate National Institute of Technology Karnataka, Surathkal, India

Shah Palash Manish Bhai Third year undergraduate National Institute of Technology Karnataka, Surathkal, India

Ashish Joishy Second year undergraduate National Institute of Technology Karnataka, Surathkal, India

Dr. Arun Mahalingam Assistant Professor National Institute of Technology Karnataka, Surathkal, India

wind turbines will be placed on overhead shafts (the height of which is be determined suitably) thereby capturing the wind generated as a result of pressure difference. The mounts can also be used as signboards for vehicles moving on the highway and hence serve a dual purpose. In addition, extensive structural and fatigue analysis will be done for the turbines and the mounting structures in order to determine a suitable material for the turbine as well as the mounts to withstand the forces generated. Using all of the collected energy, existing amenities such as street lights on the medians can be powered by these wind turbines. Thus the main objective of this work is to complement the conventional electrical energy used for powering amenities along highways by a renewable source of energy (wind power) thereby leading to the concept of sustainable highways.

ABSTRACT Renewable energy technologies are a growing subject of concern these days. Wind energy is one among the renewable energy sources which has been implemented in a large scale for energy production. A large amount of capital has been invested in this field to harness energy and power homes. Wind energy from highways is usually unused and can provide a considerable amount of wind energy to drive a turbine due to high vehicle traffic and the speed of the vehicles. Extensive research on wind patterns is required to determine the average velocity of the wind created by oncoming vehicles. The objective of this work is to design and analyze a horizontal axis wind turbine to capture wind energy from moving vehicles on the highway. A computational fluid dynamics approach is used to solve this problem. The major innovation in this paper is that wind energy is being harvested in a very unique manner and also turbine power calculations have been done to quantify the amount of energy being harvested. Although a few of the literatures have discussed similar ideas power quantification has never been done. Also the entire mechanism has been simulated in MATLAB to find out the number of cars required to charge a battery which is very unique to this paper. Power calculations have been done for the turbine and validated against theoretical calculations which were done using the concept of velocity triangles. The idea is to have a separate mounting for cars and heavy vehicles which can be realized by having separate lanes on highways. The analysis will be done for vehicles moving in a range of speeds on the highway. The

Key words: Renewable energy, Wind turbine, Computational fluid dynamics, Pressure difference, Eco-friendly highways INTRODUCTION Authors in [1] provide an idea of the importance of renewable energy and its future use. Patterns of renewable energy used and their environmental impact are discussed in this paper. Throughout the paper several issues relating to renewable energy and sustainable development are examined from current and future perspective. This paper discusses environmental problems such as acid rain, ozone depletion etc. and the anticipated patterns of future energy use and identifies solutions

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and a valve was used to regulate the flow. The blade was mounted and supported on top of the train. The turbine was chosen in such a way that it didn’t pan on the oscillation of the vehicle and the turbine weight was balanced. Speed sensors, speed governors and frequency controllers were used to limit the speed of rotation of turbine in order to optimize stress on the turbine blades. The concept of a horizontal wind turbine and its performance evaluation was given in [17]. This paper described the methodology for determining the rotational velocity and also the advantages of a turbine whose power coefficient was maximum. The results were also validated experimentally. The modeling and control design for a wind turbine generator scheme was given in [18]. In this paper the dynamic modeling and control design for a horizontal axis wind turbine is discussed. A static fixed capacitor controlled reactor was used to maintain a constant voltage at the output terminals. The validation was done against severe wind gust and electrical disturbances. The authors used a multiple reference frame (MRF) and the simulations were done in FLUENT. In [19] an unsteady approach was used in which the rotating region and the fluid region were meshed separately in order to study its effects. The concept of angular induction factor was introduced in [20] which was related to the local induction factor, blade speed ratio etc. Also the optimum blade design (i.e. for which the power coefficient was maximum) was obtained and it was shown that the performance of the variable speed wind turbine was better than the constant speed wind turbine. The idea of utilizing the turbulent kinetic energy in moving vehicles was given in [21]. The study was conducted using numerical analysis by adopting a well-known concept of Reynolds Averaged Navier Stoke equation (RANS). Another study was conducted on the effect of aerodynamic drag on speeding vehicles on highways. The numerical approach as well as modeling procedure employed in this study used ANSYS Fluent software. The method of reducing the power losses in a wind turbine by the use of fuzzy control approach was given in [22]. An integrated intelligent wind turbine power management system is discussed in this paper using an adaptive neuro-fuzzy inference system (ANFIS). The study was based on a vertical axis wind turbine along with the formulation and mathematical model and optimization of other parameters using the wind nature and mechanics of blade wind interaction. The idea of utilizing the air in the front and side of vehicles due to the vacuum created and hence turbulent kinetic energy was given in [23]. One truncated cone or pyramid shaped housing or a pair of planar members converging towards the blades of the wind turbine was suggested for converging the air towards the blades of a wind turbine. The idea of optimization of efficiency of a wind turbine using lifting surface method was given in [24]. This paper compared the use of straight and swept turbine blades and finally concluded that swept blades were more efficient. A general procedure of multi-objective optimization of wind turbines is proposed in this paper, with dihedral 3-D shape, lifting surface method as the aerodynamic model and NSGA-II as the optimization algorithm. The solutions provided

to environmental problems. In paper [2], a detailed study is done on how to utilize the energy from the turbines mounted on highways and provide an input to the national electricity grid. This was the motivation for the current work, to come up with a solution of utilizing the drag force generated in vehicles and harness the energy. Paper [3] discusses about the use of turbines instead of throttling valves in order to recover energy from locations with pressure drops. 2D simulation was done on viscous calculation to evaluate the blade profile. Turbulence was modeled by means of the SST k-ω model (Shear-Stress Transport) in ANSYS Fluent. The authors in [4] present both a numerical and an experimental approach to study the air flow characteristics of a novel small wind turbine and predict its performance. Steady solution and the Reynolds Averaged Navier Stokes (RANS) equations with realizable k- turbulence model were chosen. An operation, performance and cost analysis of a low head micro-hydropower turbine is done in [5]. A detailed study is done on the two types of turbines, impulse and reaction. Reaction turbines are shown to perform better at low heads and slow operating speeds, with a higher efficiency than that of impulse turbines. In [6], the authors discuss about the installation of turbines on elevated bridges to power lights and other equipment on the bridge. The location is chosen so that large wind flow is observed at elevated heights. The authors in [7] discuss about harnessing energy from aerodynamic losses due to heavy transport vehicles on highways. Wind distribution is done on the truck flow for different times of the day. The installation of a conical shaped vertical axis wind turbine on moving trains is explained in [8]. It is shown that an optimum multi-bladed convergent inlet, divergent outlet shrouded wind turbine design has aerodynamic advantages than the conventional bladed ones. The discussion about small scale portable wind turbines are done in [9], where wind speeds of 5 m/s is used. A diffuser is also used to enhance power output. The authors in [10] discuss about the emerging wind turbine technologies which include diffuser augmented turbines to increase power output. An efficient system of harnessing energy in highways by placing turbines on dividers and road sides is explained by the authors in [11]. In [12], the authors talk about high altitude wind energy harvesting system. High altitude wind power is better in terms of capacity factor, cost of electricity, construction and power density. A prescribed wake model is developed by the authors in [13], due to the drawbacks of the blade-element-momentum-theory and the vortex methods. This model is derived from free wake calculations. The authors in [14] perform a numerical study using different wake models on offshore floating wind turbines to check on increasing amplitude of the cyclic thrust and power generation against tip speed ratio under the influence of surge motion. The authors in [15] discuss about the installation of highway side wind turbines and a charge controller unit to store the energy from the turbine. The idea of wind power generation from moving vehicles was given in [16]. This paper discusses the methodology of harnessing wind energy in moving trains due to the development of wind. The wind turbine was provided with ventilated casing in order to reduce the pressure

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rotors with 3-D blades which increase the power output of the rotors and maintain thrust. I.

PROBLEM DESCRIPTION

The current work focuses on using CFD analysis to quantify the concept of wind power generation on highways by virtue of the pressure difference generated around moving vehicles. When vehicles move at high speeds, a layer of air is generated around them due to the pressure difference created. This pressure difference is propagated to a certain height, the value of which is determined by running simulations in FLUENT and hence determines the height at which turbines could be mounted to harness this energy. Turbines would be mounted on highways on strengthened signboards with mounts below which can withstand the weight and forces generated due to rotation of the turbine. The velocity and mass flow rate of the air which would impinge on the turbine would be thus calculated. The turbine being used here is an axial flow reaction turbine (50% reaction turbine) and the modeling would be done in CATIA V5R20. Subsequent analysis of the turbine would be performed in FLUENT which would yield the values of the moment acting on the rotor blade and hence the power generated by the turbine. These values would be validated against theoretical calculations obtained by drawing velocity inlet and outlet triangles and hence calculating the various components of velocity. Extensive structural analysis of the turbine is done in order to determine a light weight low cost material for the turbine. Both composites as well as non -composite materials are considered to evaluate the performance. Also structural analysis is performed for the turbine mounts in order to come up with an optimum material. To further quantify the idea the electrical energy conversion module is simulated in MATLAB SIMULINK in order to determine the amount of current generated when each car moves on the highway and the number of cars that would be needed in order to charge a 12V battery. II.

Figure1. CAD model of vehicle-1

B. DESIGN OF VEHICLE 2-BUS Since heavy vehicles like buses also frequently commute on a highway, a bus is also considered for the current study. Figure 2 shows the CAD model of the vehicle. Table 2 below provides details of the specifications of the bus. All dimensions are in mm. Table2. Design specifications of vehicle-2

Figure2. CAD model of vehicle-2

DETAILS OF DESIGN

A. DESIGN OF VEHICLE 1-SEDAN

C. DESIGN OF TURBINE

Since the turbine has to be mounted on a highway, one of the types of vehicles considered is a sedan, for the purpose of the current study. Figure 1 shows the CAD model of the vehicle. Table 1 below provides details of the specifications of the sedan. All dimensions are in mm.

The turbine to be mounted on specially designed mounts is designed taking into account the structural aspects of the turbine blades and the maximum force that could be withstood by the mounts. Extensive structural analysis is done for the turbines to determine the appropriate material for its manufacturing. The inlet flow direction is axial thus making it an axial flow turbine and the discharge is assumed to be radial. It is considered as a 50% reaction turbine. The design details are given in tables 3 and 4 below.

Table1. Design specifications of vehicle-1

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Figure 4 below shows the CAD model of the bracket.

Table 3. Design specifications of stator

Table 4. Design specifications of rotor

Figure 4.CAD model of the mounting bracket

ANALYSIS APPROACH A. BOUNDARY CONDITIONS AND SOLUTIONS SCHEMES For the drag analysis the car is enclosed inside a control volume (control volume approach) and the inlet velocity and outlet boundaries are defined. The inlet velocity is varied over a range of values starting from 80 kmph to 150 kmph for buses and 100 kmph to 150 kmph for cars and the outlet pressure is set as 1 atm. The first order upwind scheme is used for momentum equation calculation and second order upwind scheme for both the turbulent kinetic energy and dissipation rate calculations. The result obtained is the height at which the pressure difference was significant enough for mounting the turbine. The value is 3.3 m for cars and 5.5 m for buses. For the analysis of the turbine, a transient analysis module is used to capture the effect of varying velocity on the turbine blades at every instant due to the effect of rotation. The time step is set as 0.001s and the flow is computed for 70 time steps and for 100 time steps/iteration. A separate mesh is used for both the stator and the rotor and the rotor mesh is set as a moving mesh with an rpm of 3000. The concept of moving reference frame or moving mesh is used. The mesh has 4 interfaces interface_1 to interface_2: Between stator and rotor and interface_3 to interface_4: Between rotor and outlet domain. The inlet and outlet surfaces of the stator were extended to a length of 4 times the rotor hub diameter so as to capture the physics of the flow. The inlet is modeled as a velocity inlet (the stator inlet) and the rotor outlet is modeled as a pressure outlet. The effect of turbulence is captured using the k- turbulence model. This model has been chosen since the turbulent kinetic energy and dissipation rate for this problem isn’t of a high order as it involves subsonic flows and the turbulence isn’t very high. The k- model was found to be very robust and results obtained were also in accordance with the theoretical calculations.

Figure 3 shows the CAD model of the single stage turbine

Figure 3.CAD model of the single stage turbine

D. DESIGN OF BRACKET The bracket is designed to withstand all the forces acting on the turbines. The cross-section of the bracket is considered to be a square. The turbine mounts are considered to be circular in cross-section and the diameter equal to that of the dimensions of the bracket.  Side of the square- 50cm  Diameter of the turbine mounts- 50cm  Span of the bracket- 10.5m  Height of the bracket- 6m  Height of the turbine mounts from Ground- 3.5m

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III.

DETAILS OF ANALYSIS

A. DRAG ANALYSIS OF CAR In order to estimate the power generated it was essential to determine the height at which the turbine could be mounted. For this a drag analysis is performed and the maximum height to which the pressure difference propagated is noted. A control volume approach is used and the details of the control volume are as given below. Meshing of car is done using ICEM-CFD. The CFD domain dimensions were as follows   

Figure 6.Meshed domain of the turbine

Length of the domain from car front surface = 2*length of vehicle Length of the domain from car rear end = 5*length of vehicle Width of the domain from car symmetric surface = 2*length of vehicle Height of the domain from ground surface = 3*length of vehicle

Standard wall treatment function is used along with k- turbulence model. C. ANALYSIS OF BRACKET For the analysis of the bracket, the weight of the turbines are considered as point loads on the center of the turbine mounts and it is assumed that the velocity of the air reaching the bracket is zero. The weight of the turbine calculated is 5.2 kg and atmospheric pressure is applied on all the surfaces. The base of the bracket is assumed to be a fixed support.

B. ANALYSIS OF TURBINE The meshing is done by creating a separate mesh for the stator and rotor section. This is done since the rotor had to rotate and had to be modeled as a moving mesh while the stator is stationary. The mesh dimensions are as follows: Radius of the enclosing stator and rotor control volume = Shroud diameter  Length of the extension on the inlet side = 5*rotor hub diameter  Length of the extension on the outlet side = 2* rotor hub diameter  The extension in front of the stator and behind the rotor = 4* rotor hub diameter Four interfaces are created for the analysis; interface 1 and 3 between the inlet and rotor and interface 2 and 4 between outlet and stator are also created. Figure 5 shows the same.

IV.

RESULTS AND DISCUSSION

Tables 5 and 6 below show the variation of velocity of the vehicle with the velocity at the determined height. It is found that for cars the pressure difference propagates up to a height of 3.3 m and for buses a height of 5.5 m. Turbines are designed to be mounted at this specific height in order to harness maximum energy. Table 5. Variation of velocity of the vehicle (1) with velocity at the determined height

Table 6. Variation of velocity of the vehicle (2) with velocity at the determined height

Table 7 below shows the power as obtained by simulation in FLUENT. The torque on the rotor blade is determined which is used to calculate the power output values. These values are validated against theoretical calculations which are done using

Figure 5.Computational domain of the turbine

Figure 6 shows the meshed domain of the turbine

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the concept of velocity inlet and outlet triangles.

Table 8.Theoretical power generated by vehicle (1)

Table 9.Theoretical power generated by vehicle (2)

Figure 7.Velocity distribution around vehicle 2

This figure shows the velocity distribution for a vehicle moving at 80 kmph. The point till which the velocity distribution propagated is shown by the probe. This height was found to be 5.5 m.

STRUCTURAL ANALYSIS OF TURBINE BLADES Composite material is chosen over metals for the blade material. Composites are much lighter and have higher specific strength and stiffness in addition to good fatigue life. Two types of composites are considered here, E-Glass and Carbon Epoxy system. Structural analysis is then done on the turbine blades using these materials. Deformation and stress values are calculated for each material. Table 10.Table showing the variation of equivalent stress and deformation with the inlet velocity

Figure 8.Velocity distribution around vehicle 1

This figure shows the velocity distribution for a vehicle moving at 100 kmph. The point till which the velocity distribution propagated is shown by the probe. This height was found to be 3.5 m.

Table 11.Table showing the variation of equivalent stress and deformation with the inlet velocity for aluminum alloy

Table 7. Power generated by the turbine due to the pressure difference generated around vehicle (2)

As seen from table 10, the equivalent stress values obtained using both types of composites are fairly low compared to their respective yield stress values (E Glass has a yield stress of 525 MPa and Carbon Epoxy has an yield stress value of 630 MPa [25]). The stress was also compared with traditional aluminum alloys (tensile yield strength = 280 MPa). The variation in stress values can be explained by the higher ultimate strength of the composites (>1100 MPa) compared to that of aluminum alloy (310 MPa) and greater flexibility of the composites. Thus, composites are found to be better suited for the application.

Table 8 shows the theoretical power calculated for vehicle 1. The values of power are obtained by calculating the tangential component of velocity assuming that the exit conditions are radial. These values are used for validation purpose. Table 9 shows the same calculations for vehicle 2.

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battery the output voltage has to be maintained at a constant value of 14V. This is done by using a voltage regulator which controls the field current to keep the output voltage constant. Hence depending on the change of rpm, the field current is changed to maintain a regulated voltage. The charging current variation with respect to time is obtained for six cases: car at 120, 140 and 150 kmph and bus at 100, 120 and 140 kmph. Also the variation in output voltage of the alternator with respect to time is obtained. Figure 11 shows the SIMULINK model.

From the point of view of cost and ease of manufacturing, Eglass is chosen as the preferred material for the blade. The distribution of stress on the blade is shown in figure 9.

Fig 9: Stress distribution of the turbine blade Figure 11. SIMULINK model of the automotive alternator

STRUCTURAL ANALYSIS OF BRACKET

Figure 12 shows the alternator output voltage variation.

Structural steel was the material of choice and the stresses observed were 20.648 MPa and a deformation of 6.43mm was observed. The minimum factor of safety was 12 and hence the design was decided to be safe for the loading conditions.

Figure 12.Alternator output voltage

It is observed that the output voltage does not vary with time and remains at a constant value of 14V. The charging current variations were plotted for each case. From the graphs, it is observed that the charging current is almost constant in all the cases but the duration for which the current remains at a constant level is different for each of the six cases. The average charging current is found to be 51 A. The start time and the end time of the current (in seconds) for all the six cases are tabulated and the battery charging time (end time - starting time) is calculated for each case. These are shown in table 12. The number of vehicles required to pass in order to fully charge the battery is calculated using the below mentioned formula.

Fig 10: Stress distribution of the bracket V.

FURTHER CONCEPT QUANTIFICATION

A standard SIMULINK model of an automotive alternator with a battery charging circuit is used to simulate the electrical energy conversion module. A generic 12V 40 AH battery with finite charging capacity is used in the model. The AC voltage produced by the alternator is converted to constant DC voltage by a three phase rectifier. The variation in the RPM of the turbine due to wind speed fluctuations does not affect the output since AC is converted to DC. Increase in RPM leads to increase in flux which in turn leads to increase in the output voltage. Automotive alternators use a rotor winding which allows control of the alternator's generated voltage by varying the current in the rotor field winding. In order to charge the 12V

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Number of vehicles that should pass to fully charge the battery =

(𝐴𝐻𝑟𝑎𝑡𝑖𝑛𝑔𝑜𝑓𝑡ℎ𝑒𝑏𝑎𝑡𝑡𝑒𝑟𝑦) (𝐴𝑣𝑒𝑟𝑎𝑔𝑒𝑐ℎ𝑎𝑟𝑔𝑖𝑛𝑔𝑐𝑢𝑟𝑟𝑒𝑛𝑡)

∗

3600 (𝑐ℎ𝑎𝑟𝑔𝑖𝑛𝑔𝑡𝑖𝑚𝑒𝑤ℎ𝑒𝑛𝑜𝑛𝑒𝑣𝑒ℎ𝑖𝑐𝑙𝑒𝑝𝑎𝑠𝑠𝑒𝑠)

Ah rating of the battery = 40 AH Average charging current = 51 A Table 12. Table showing the number of vehicles required to fully charge the battery

VII. CONCLUSIONS It is observed that 0.4KW-1.883KW and 1.167 - 2.28KW of power is generated for vehicles 1 and 2 respectively. This power could be used to power street lights and also other small auxiliaries along the highway. Since this is a renewable source of energy, it would be available throughout the year and would help reduce dependency on conventional sources of power. The performance has been evaluated up to 150kmph to give an idea of the power than can be generated. Ideally the workable range would be 60-120kmph in most countries.

An average of approximately 42,000 vehicles is required to pass in order to charge the battery. VI.

VALIDATION

Table 13. Comparison of the power obtained by simulation and theoretical calculation

Also the height at which these turbines would be mounted is found to be 3.3 m and 5.5 m. Thus specially designed signboards are used which also serves as energy harvesting mechanisms. The turbines are mounted using mounts which hang from the signboards as shown in earlier figures. Structural analysis is done in order to determine the appropriate material for use in these turbines and E-glass is suggested for turbine blade.

Table 13 shows the power output as obtained from theoretical calculations by using velocity inlet and outlet triangles shown in figure 13.

The use of a composite material is suggested for the turbine blade considering its light weight, high strength and durability. Since metals are considered to be much heavier, the cyclic stresses acting on the turbine mount can damage it to a large extent hence leading to regular replacement and maintenance of the turbine as well as turbine mount. Although composite blades are expensive, they are more suitable in this case as it would last longer and impart minimum stresses to the turbine mount. They would require lesser maintenance especially under extreme weather conditions and are also highly resistive to corrosion. To further quantify the power generation mechanism, the conversion (Mechanical energy produced due to rotation being converted to electrical energy) module was simulated using MATLAB SIMULINK which gave a rough estimate of the current produced when each car passed by and also the number of cars required to charge a 12V 40AH battery. It was concluded that an average of 42,000 cars would be required and since the average PCU(Passenger car unit) /day is around 3,00,000 [26], 7 such batteries could be charged which could

Figure 13. Velocity inlet and outlet triangles for an axial flow turbine

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lead to an immense amount of power being generated and used for a wide variety of purposes. This could thus lead to a reduced dependency on conventional energy sources as discussed earlier.

[17]

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The power computed was validated against theoretical calculations based on velocity inlet and outlet triangles and the maximum error was found to be 8.56% concluding that the simulation results were close to the theoretical values. Thus reasonable amount of power can be generated using this approach. This can reduce the dependence on conventional fuels being used presently, reduce the pollution levels to an extent and lead to the concept of green highways

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