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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
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10
Copyright© 1997, American Institute of Aeronautics and Astronautics, Inc.
assumptions made by those researchers, the chord- ordinate system are employed to study the 3-D stall
wise and radial momentum equations were decou- delay effects. The equations are simplified by an or-
pled. This left them with essentially a chordwise der of magnitude analysis after the work of Snel.14
fixed-blade boundary layer problem and an inde- This process gives rise to a set of equations that is
pendent radial equation for the spanwise boundary much simpler than the full 3-D equations. The non-
layer. Therefore their results were no different than linear convective terms can be used in 2-D form,
the results obtained by researchers looking at the while the important effects of centrifugal and Corio-
laminar boundary layer separation problem of the lis forces are retained. The formulation is consistent
more conventional fixed wing (i.e., problems with- with the strip approach used by BEMT method.
out rotation effects). Using the simplified 3-D integral boundary-layer
Later, other investigators attacked the same prob- equations and assumed velocity profiles, a relation
lem without making similar assumptions as to which between the laminar separation point on the surface
terms should be retained and which terms could be of the blade and the key parameters composed of the
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 blade geometry and flow condition has been set up
technical note published by Banks and Gadd.12 In in this paper. This simple relation points out that
this reference the authors derived a set of equations the separation point is postponed with an increase
that were coupled through the Coriolis and centrifu- in c/r and the rotation speed. These results confirm
gal force terms. They went on to assume an ex- the earlier work of Banks and Gadd.12
ternal velocity with a linear adverse velocity gradi- Based the solution of the integral boundary-layer
ent. The solution to this problem showed that the equations, a preliminary 3-D stall-delay model is
laminar separation point was postponed because of presented in this paper, which is composed of two
the rotation terms that coupled the equations. In key parameters (the ratio of local chord to local ra-
fact they found that for the extreme inboard sta- dius c/r and the ratio of rotation speed to freestream
tions, the boundary layer was completely stabilized velocity A) and three correction factors (empirical
against separation by a linear adverse velocity gra- constants a, 6, d). The 3-D stall-delay model cor-
dient. rects the 2-D airfoil data Q and Cj,, and can be
In recent work, Savino and Nyland13 performed integrated into codes based on the BEMT method,
flow visualization experiments on the NASA/DOE such as PROP. Results from the code are compared
Mod-0 machine in order to determine flow patterns with FFA airfoil data, NREL Combined Experiment
in the rotor wake and on the suction surface of the Rotor (CER) data and data on the Aerostar rotor.
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
3 3-D Boundary-Layer Equa-
of the separation line was found to be 10 to 20% tions and Theoretical De-
chord downstream of that for a non-rotating blade
under corresponding flow conditions.
velopment
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. 3.1 3-D Boundary-Layer Equations
Narramore and Vermeland8 used a full N-S equa-
tions solver in conjunction with an algebraic tur- For the analysis of the flow over rotating blades, a
bulence model to simulate the aerodynamics on a cylindrical coordinate system attached to the blade
helicopter rotor blade in hover at a high angle of is used, with the origin in the center of rotation as
attack. Their results showed that stall was delayed shown in Fig. 2. The velocity components are u, v
due to the effect of rotation, and the lift coefficient and w in directions Q,r and z, respectively. Undis-
reached a much higher value than that in 2-D flow. turbed freestream streamlines are circular arcs r =
Also they pointed out that the effect was particular constant. The 3-D incompressible steady boundary-
pronounced for the inboard sections. layer equations (continuity, r-momentum, and 0-
In this current paper, the 3-D incompressible momentum equations) in cylindrical coordinates are
steady boundary layer equations in a cylindrical co- given by
11
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-
Downloaded by MONASH UNIVERSITY on September 19, 2013 | http://arc.aiaa.org | DOI: 10.2514/6.1998-21
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)
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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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13
Copyright© 1997, American Institute of Aeronautics and Astronautics, Inc.
It is clear from the theory that boundary layer To summarize, a new 3-D stall-delay model has
separation is postponed because of rotation, which been developed, which is specifically developed for
implies that the stall angle of attack with rotation integration into the PROP code. This model con-
effects is larger than that in the 2-D flow. The corre- sists of two key parameters — one is c/r which char-
sponding lift coefficient Ci is increased and the drag acterizes the rotor geometry, the other is A which
coefficient Cd is reduced. Therefore, the stall delay accounts for the effects of rotation. Finally, the new
model should account for these changes in the 2-D model is given by the following relations.
Ci and Cd airfoil data. Moreover, to be readily im-
plemented in BEMT methods, such as that used in Ci,3D = Ci,2D + fi(Ci,p - CI (13o)
the PROP code, a simple correction to 2-D airfoil
Cd,3D = Cd,2D ~ fd(Cd,2D - (136)
data for 3-D rotation effects would be most advan-
tageous.
Downloaded by MONASH UNIVERSITY on September 19, 2013 | http://arc.aiaa.org | DOI: 10.2514/6.1998-21
It is assumed that the 3-D airfoil data are approx- 6 Prediction and Comparison
imately equal to that obtained in 2-D wind tunnel
tests plus an increment in Ci and a decrement in with Experimental or Nu-
Cd so as to simulate rotation effects on each radial merical Calculation Data
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 In the section, the post-stall model is applied to
several existing data sets, namely the FFA 5WPX
(10a) wind turbine blade, the NREL Combined Experi-
ment Rotor (CER), and AeroStar 7.5-m blade.
= Cd,2D - (106)
Based on the stall-delay principle described pre- 6.1 FFA 5WPX Wind Turbine Blade
viously, as well as basic airfoil theory, a correction
formula is suggested as
The Aeronautical Research Institute of Sweden
(lie)
(FFA) conducted aerodynamic measurements on a
(VSH) 5WPX blade that formed part of a two-
- Cd,0) (116) bladed 5.35 m diameter rotor. The measurement
program was carried out in the 12 x 16 m low
where C/>p = 27r(a - a 0 ), Cd,o = Cd,2D for a = 0.
speed wind tunnel of Chinese Aerodynamic Re-
The functions /; and /<$ are modeled after that for
search and Development Center.17 One of the blades
the separation factor Eq. (9b), viz
was equipped with 29 pressure taps at each of eight
data and are
radial stations. The measured pressure distribution
were used to determine the corresponding lift coef-
ficients. The rotor blade planform and location of
-1 (12o) pressure measurement sections are given in Ref. 14.
0.1267
The effect of blade rotation has been predicted
for two blade stations, namely r/R = 30% and 55%
= i.6(c/r)q-(c/r)
Jd (126) which correspond to c/r=0.37 and 0.16, respectively.
0.1267 b + It should be noted that in this simulation, the 2-
D airfoil data were not changed, and kept equal
A= + (12c)
to the section at the 55% radial position. For the
where a, 6, and d are empirical correction factors. predictions, the conditions were Re — 0.5 x 105,
In this paper, a, 6, and d are set to unity. Also, the fl = 158 rpm, and wind speed Vw = 8.8 m/s.
parameter A has been modified and replaced by a Figure 5 compares the predicted Cj-a curves using
modified tip speed ratio A, and furthermore for the the new stall-delay model with the corresponding
drag factor fj, a factor of 2 was introduced multiply- data obtained from field test measurements made
ing A. These changes were introduced to provide a on the rotating blade. Also shown in the figure is
better fit to the existing experimental data as dis- the corresponding 2-D airfoil data. In the figure "3-
cussed in the next section. D prediction" refers to the predictions based on the
14
Copyright© 1997, American Institute of Aeronautics and Astronautics, Inc.
new model, and "3-D test" refers to the field test Vw = 10 m/s. The 2-D airfoil data from wind tunnel
data. The agreement is very good between the pre- tests is that given in Ref. 19. The comparisons be-
dictions and field test data. The effect of rotation is tween the predicted results and test data are shown
seen to delay stall and increase the lift coefficient to in Fig. 7. As with the FFA blade, a large depen-
angles of attack past that of 2-D stall. It is also seen dence on radial position is seen for the lift coefficient
that the effect of rotation drops rather quickly as the curves, with increasing maximum lift coefficients oc-
c/r ratio is decreased. For the radial station with curring at increasingly large angles of attack in mov-
r/R = 0.30 and c/r = 0.37, the 3-D predicted Ci al- ing from tip to root. It should be noted that at
ways increases for increasing of the angle of attack. station r/R = 0.80 the C; increases because at this
The Ci reaches a value of 1.6 at 30 deg as compared station c/r = 0.113 — a value which is a slightly
with a 2-D value of 0.5 at the same condition. For larger than the limiting value of c/r = 0.08.
the station r/R = 0.55 with c/r = 0.16, the 3-D Overall, the results shown in Fig. 7 indicate that
prediction and test data are as expected similar to the stall-delay model yields fairly good agreement
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the 2-D airfoil data since rotation has little effect on with the test data. In particular, in the post stall re-
the lift coefficient. This conclusion is consistent with gion for 20 deg < a < 30 deg, the agreement is very
the theoretical analyses and past research discussed good, but over the range 10 deg < a < 20 deg there
previously.8'9'18 is a larger discrepancy between the prediction and
For the drag coefficient Cd, Fig. 6 compares the test results. Thus, further refinement of the model is
current 3-D predictions with numerical predictions warranted to properly simulate post-stall rotor flow
of Sorensen using an viscous-inviscid interaction fields. The effects of laminar-to-turbulent transition
code.14 Experimental data from field tests was not should likely be included in the model, which cur-
measured. Also shown in the figure is predicted 2-D rently has no dependence on Reynolds number and
data based on Navier-Stokes calculations.14 It can was developed based on only laminar boundary re-
be seen the 3-D predictions are always lower than lations.
2-D, which suggests that the rotational effects in
general lower the drag coefficients. The current pre- 6.3 AeroStar HAWT
dictions compare very well with the 3-D numerical
simulation.
In Ref. 20, Sorensen modeled the AeroStar 7.5-
6.2 CER Combined Experiment Ro- m blade using a three-level, viscous-inviscid inter-
active model to predict the 3-D stall-delay effects.
tor In Fig. 8, the predicted Ci distribution along the
blade based on the current method is compared with
The National Renewable Energy Laboratory has the numerical predictions of Sorensen as well as cal-
completed the initial tests of the "Unsteady Aerody- culated 2-D data. For this case, the rotor speed
namics Experiment" aimed at providing a detailed is 50.3 rpm with a wind speed of 10 m/s. First,
understanding of horizontal-axis wind-turbine aero- it is seen that C\ predictions from the 3-D stall-
dynamics. The experiment used a special three- delay model are in close agreement the numerical
blade, stall-regulated (constant speed), downwind, predictions of Sorensen. Second, for the outer 40%
10-m diameter wind turbine rotor. The rotor had a of the blade span, the effect of rotation is not evi-
0.475-m constant chord blades that made use of the dent; whereas, for the inner part of span, the 3-D
NREL S809 airfoil along the entire span. The rotor values are much larger than those of the 2-D case.
speed was 72 rpm. A detailed description the the ex- In Fig. 9, the drag coefficient distributions along the
perimental setup is given in Refs.19. The resulting blade span are compared. Only a slight difference in
pressure data provided high-resolution aerodynamic the 3-D Cj, distributions (current method and that
lift and drag force measurements on the rotating from Sorensen) as compared with the 2-D case is
blade. seen because the correction factor fd is smaller than
The stall delay model was used to predict the /i-
blade airfoil characteristics at three radial stations: Figure 10 shows the predicted power curves for
r/R = 30%, 47%, and 80%, corresponding to c/r = the AeroStar blade as compared with the experi-
0.301, 0.181, and 0.113, respectively. The following mental data. It is seen that for wind speeds less
conditions were used: Re = 0.5 x 105, fi = 72 rpm, than 10 m/s, both the blade-element theory and the
15
Copyright© 1997, American Institute of Aeronautics and Astronautics, Inc.
3-D stall-delay model are in good agreement with 1993, pp. 115-149.
the measurements since for the most part the blade [2] Tangier, J.L., and Selig. M.S., "An Evaluation
is not stalled. For higher wind speeds, however, of an Empirical Model for Stall Delay Due to Rota-
the prediction based on 2-D data under-predicts the tion for HAWTS," Presented at the Windpower'97
power output as would be expected. In general, Conference, Austin, Texas, June 15-18, 1997.
the results based on the 3-D stall-delay model are [3] Tangier, J.L., "Influence of Pitch, Twist, and
in good agreement with test data at higher wind Taper on a Blade's Performance Loss Due to Rough-
speeds. Where the difference is largest at a wind ness," AWEA Windpower'96 Conference, Denver,
speed of 12 m/s, this may be due to the over- CO, June 1996.
prediction in lift over the range 10 deg < a < 20 deg [4] Miller, M.S., Shipley, D.E., Young, T.S.,
as seen in Fig. 7. Nevertheless, the close agreement Robinson, M.C., Luttges, M.W., and Simms, D.A.,
at peak power is encouraging. "The Baseline Data Sets for Phase II of the Com-
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16
Copyright© 1997, American Institute of Aeronautics and Astronautics, Inc.
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
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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
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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
6 8 10 12 14 16
Wind Speed (m/s)
0.06
2-D Cal., Ref.20
3-D Cal., Ref.20
3-D prediction
19