Research Papers

Applications of Low-Speed Dynamic-Stall Model to the NREL Airfoils

[+] Author and Article Information
Wanan Sheng

 University College Cork, Cork, Ireland

Roderick A. McD. Galbraith, Frank N. Coton

 University of Glasgow, Glasgow, G12 8QQ Scotland, UK

J. Sol. Energy Eng 132(1), 011006 (Dec 21, 2009) (8 pages) doi:10.1115/1.4000329 History: Received March 19, 2008; Revised June 22, 2009; Published December 21, 2009

National Renewable Energy Laboratory, USA (NREL) airfoils have been specially developed for wind turbine applications, and projected to yield more annual energy without increasing the maximum power level. These airfoils are designed to have a limited maximum lift and relatively low sensitivity to leading-edge roughness. As a result, these airfoils have quite different leading-edge profiles from airfoils applied to helicopter blades, and thus, quite different dynamic-stall characteristics. Unfortunately for wind turbine aerodynamics, the dynamic-stall models in use are still those specially developed and refined for helicopter applications. A good example is the Leishman–Beddoes dynamic-stall model, which is one of the most popular models in wind turbine applications. The consequence is that the application of such dynamic-stall model to low-speed cases can be problematic. Recently, some specific dynamic-stall models have been proposed or tuned for the cases of low Mach numbers, but their universality needs further validation. This paper considers the application of the modified dynamic low-speed stall model of Sheng (“A Modified Dynamic Stall Model for Low Mach Numbers,” 2008, ASME J. Sol. Energy Eng., 130(3), pp. 031013) to the NREL airfoils. The predictions are compared with the data of the NREL airfoils tested at the Ohio State University. The current research has two objectives: to justify the suitability of the low-speed dynamic-stall model, and to provide the relevant parameters for the NREL airfoils.

Copyright © 2010 by American Society of Mechanical Engineers
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Figure 1

Sections of the airfoils tested at OSU (reproduced from Refs. 22-30)

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Figure 2

Separation location for the S809 static test

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Figure 3

Normal force reconstruction for the S809 static test

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Figure 4

Chordwise force reconstruction for the S809 static test

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Figure 5

Pitching moment reconstruction for the S809 static test

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Figure 6

Lift and the separation location for the S801 airfoil (static data taken from Ref. 22)

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Figure 7

Ramp-up test of r=0.005 (S809)

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Figure 8

Ramp-up test of r=0.0169 (S809)

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Figure 9

Force reconstructions for the S801 airfoil (κ=0.085)

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Figure 10

Force reconstructions for the S810 airfoil (κ=0.085)

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Figure 11

Force reconstructions for the S825 airfoil (κ=0.083)




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