ĐẠI HỌC QUỐC GIA TP.

HỒ
CHÍ MINH

TRƯỜNG ĐẠI HỌC BÁCH KHOA

KHOA KỸ THUẬT GIAO THÔNG
5 BỘ MÔN KỸ THUẬT HÀNG KHÔNG
-------o0o-------

10

LUẬN VĂN ĐẠI HỌC

TÊN ĐỀ TÀI LUẬN VĂN

15

SVTH: JOHN SMITH

MSSV: G000000
20 GVHD: ABC

25

TP. HỒ CHÍ MINH, tháng … năm …

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Xóa bỏ nội dung này trong luận văn

30 Sau trang này sinh viên đính kèm 4 biểu mẫu sau theo thứ tự (không cần đánh
số và đưa vào mục lục LVTN)

1. Tờ nhiệm vụ luận văn đại học

2. Nhận xét của GV hướng dẫn và phản biện (bản photo)
3. Phiếu xác nhận đã hoàn thành chỉnh sửa LVTN theo góp ý của Cán bộ
35 phản biện và hội đồng có chữ ký của SV và Cán bộ hướng dẫn. (xem biểu
mẫu, dành cho bộ LVTN đóng bìa mạ chữ vàng)
40 Lời cam kết - Commitment

Tôi cam kết:

- Đây là luận văn tốt nghiệp do tôi thực hiện.

- Các số liệu, kết quả nêu trong luận văn là trung thực và chưa từng được
ai công bố trong bất kỳ công trình nào khác.
45 - Các đoạn trích dẫn và số liệu kết quả sử dụng để so sánh trong luận văn
này đều được dẫn nguồn và có độ chính xác cao nhất trong phạm vi
hiểu biết của tôi.

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Intentionally left blank

55

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 Lời cảm ơn - Acknowledgements

Tôi xin cảm ơn quý thầy cô trong Bộ môn Kỹ thuật Hàng không – Đại học
60 Bách khoa Tp. Hồ Chí Minh …

Tài liệu được biên soạn dựa trên nền tảng định dạng luận văn tốt nghiệp của
SV. Bùi Nhã Đạt, lớp VP08HK.

Tên sinh viên

65

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Intentionally left blank

70

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 Tóm tắt luận văn

Tài liệu này trình bày biểu mẫu chung cho luận văn tốt nghiệp và các báo cáo
75 (thực tập, đồ án, ...) cho sinh viên ngành Kỹ Thuật Hàng Không, trường Đại
Học Bách Khoa TP. HCM, sử dụng Microsoft Word 2010, định dạng in 2 mặt
khổ giấy A4.

Nội dung và các chương, mục trong tài liệu mẫu này chỉ mang tính chất minh
họa. Sinh viên chỉ cần thay thế nội dung tương ưng với đề tài, không định
80 dạng văn bản nữa. Cấu trúc trong một chương được thiết lập theo đề mục
Heading. Định dạng về font chữ, cỡ chữ, đoạn văn, cách dòng ...đã được thiết
lập cho các phần tương ứng. Khi cần tạo thêm chương mới, hay đề mục mới,
sinh viên cần sử dụng các Heading tương ứng. Các đề mục (heading) này hiện
trên thanh công cụ chính của chương trình Microsoft Word 2010.

85 Một yêu cầu quan trọng của các báo cáo khoa học là xây dựng cơ sở dữ liệu
của tài liệu tham khảo, thực hiện tham chiếu một cách tự động. (Đọc thêm văn
bản: Thiết kế danh mục tài liệu tham khảo cho báo cáo khoa học)

Các hình ảnh, bảng biểu và phương trình cần được đánh số và tham chiếu tự
động để tránh sai sót khi cập nhật trong quá trình soạn thảo.

90 Từ khóa: Heading, references, cross-reference

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– ix –
 Abstract

Helicopter blades are subject to aerodynamic loads that affect their

95 performance and efficiency. In this paper, we propose a method to enhance the
performance of helicopter blades by using a static extend trailing edge device
called SETE. By using a numerical approach based on the Reynolds-averaged
Navier-Stokes equation and the K-omega turbulent model to simulate the flow
around the airfoil with and without SETE device to compare the lift, drag
100 coefficient, and lift and drag ratio of the airfoil (in this case, is a NACA 23012
airfoil). The comparison involves evaluating lift, drag coefficient, and the lift-
to-drag ratio. The results revealed that attaching the SETE device to the airfoil
will enhance the lift coefficient without significantly increasing drag. The lift
coefficient distribution shifts upward and the lift is improved based on the
105 deflection angle of the SETE device. These show that the SETE device has
promising potential to enhance the efficiency of helicopter rotor blades during
flight.

Keywords:

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110

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 Table of Contents (click chọn nội
dung  update Field)

115 Lời cam kết - Commitment.............................................................................................

Lời cảm ơn - Acknowledgements.....................................................................................
Tóm tắt luận văn.............................................................................................................vii
Abstract (tóm tắt bằng tiếng Anh bắt buộc)..................................................................viii
Mục lục - Table of Contents (click chọn nội dung  update Field)...............................
120 Chú giải ký hiệu - Nomenclature.....................................................................................
Symbols..............................................................................................................xi
Greek Symbols..................................................................................................xii
Subscripts..........................................................................................................xii
Danh mục hình ảnh - List of Figures.............................................................................xiii
125 Danh mục bảng biểu - List of Tables..............................................................................

Chương 1...............................................................................................................
Giới thiệu luận văn - Introduction....................................................................................
1.1 Background – Lý do chọn đê tài...............................................................1
1.1.1 Renewable energy development in Vietnam...................................................................1
130 1.1.2 Wind tunnel......................................................................................................................2
1.2 Objectives – Mục tiêu của luận văn.........................................................2
1.3 Missions – Phương pháp tiếp cận.............................................................2

Chương 2...............................................................................................................
Cơ sở lý thuyết - Literature Review.................................................................................
135 2.1 Design rules..............................................................................................3
2.1.1 General components........................................................................................................3
2.1.2 Design rules.....................................................................................................................5
2.2 Power estimation......................................................................................6
2.2.1 Definitions.......................................................................................................................6
140 2.2.2 Component losses............................................................................................................7
2.2.3 Summary..........................................................................................................................8

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 Chương 3...............................................................................................................
Quy trình tính toán thiết kế và kết quả - Design Process and Results..............................
3.1 Starting values for the parameters............................................................9
145 3.2 Design process........................................................................................10
3.2.1 Contraction section, settling chamber and screens........................................................10
3.2.2 Diffuser..........................................................................................................................10
3.3 Summary.................................................................................................10
3.4 Suggested configurations........................................................................12
150 3.5 Conclusion..............................................................................................12

Chương 4.............................................................................................................14
Tính toán mô phỏng - Computational Fluid Dynamics..................................................
4.1 CFD model.............................................................................................14
4.1.1 Geometry.......................................................................................................................14
155 4.1.2 Meshing procedure........................................................................................................15
4.1.3 Boundary conditions......................................................................................................17
4.2 Results and analysis................................................................................17
4.2.1 Velocity..........................................................................................................................17
4.2.2 Pressure..........................................................................................................................18
160 4.2.3 Turbulence.....................................................................................................................19

Chương 5.............................................................................................................20
Kết luận và hướng phát triển- Conclusions and perspectives.........................................
5.1 Achievements.........................................................................................20
5.2 Limitations and next steps......................................................................20
165 Tài liệu tham khảo - References.....................................................................................
Appendix.........................................................................................................................
A. Wall shape functions for contraction section.........................................23
B. MATLAB GUI tool for the design process............................................23
Geometry details tab....................................................................................................................23
170 Power details tab..........................................................................................................................23
C. Details of the designed configurations...................................................24
1. Configuration C0................................................................................................................24
2. Configuration C1................................................................................................................24
D. Fan datasheet..........................................................................................26
175 E. Mesh details............................................................................................27

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 Nomenclature

180 Symbols
2
A Test section area m
Al Area of a local section m
2

AR Diffuser area ratio -

C2 Pressure-jump coefficient m
−1

CR Contraction ratio -
d Screen wire diameter or honeycomb cell diameter mm
D Diameter or hydraulic diameter m
ER Energy ratio -
f Friction factor m
H Test section height m
Hl Height of a local section m
K Loss coefficient -
Loss coefficient of a local section referred to the test
K¿ -
section dynamic pressure
L Length m
l Screen mesh length mm
LR Length to height ratio of contraction section -
n Number of screens within the diffuser unit
nh Number of cells of the honeycomb -
ns Number of screens within the settling chamber unit
3
Q Flow rate m /s
Re Reynolds number -
U Mean velocity or X -directional mean velocity component m/ s
V Test section velocity or Y -directional mean velocity m/ s
component
Vl Velocity at a local position m/ s
W Test section width or Z -directional mean velocity m or
component m/ s

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 Wl Width of a local section m
u,v ,w Fluctuating velocity components (u is axial) m/ s

Greek Symbols
2
α Permeability m
β Open-ratio (of screen or honeycomb) -
θ Half the diffuser angle degree
θe Equivalent cone angle degree
2
μ Viscosity N ⋅s / m
2
ν Kinematic viscosity m /s
3
ρ Density kg / m
x
¿
Lc , relative axial location in contraction section -
ξ

Subscripts
c Contraction section entrance or a local section in contraction
d Diffuser entrance
h Honeycomb
s Settling chamber
t Test section

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185 List of Figures

Figure 2-1 – The main components of an open circuit blow wind tunnel with
open test section (Sử dụng TAB INSERT/ REFERENCES/INSERT
CAPTION/ ĐỂ THAY Figure thành Hình cho văn bản tiếng Việt. Lưu ý, đánh
số thứ tự hình vẽ theo quy ước Hình 2-1: thuộc chương 2, có số thứ tự là 1). 17

190 Figure 2-2 – Screen geometry..........................................................................18

Figure 2-3 – Diffuser geometry.......................................................................19

Figure 3-1 – Design parameters and results for settling chamber and
contraction section...........................................................................................23

Figure 3-2 – Design procedure for wide-angle screened diffuser....................24

195 Figure 3-3 – Energy ratio curve for configuration C3.....................................25

Figure 4-1 – A quarter of the diffuser generated by GAMBIT (left) and the
designed diffuser geometry (right)...................................................................28

Figure 4-2 – The discontinuity between two blocks........................................29

Figure 4-3 – Highly skew mesh.......................................................................29

200 Figure 4-4 – Boundary conditions...................................................................30

Figure 4-5 – The bisecting plane (black) and the two symmetry planes
(yellow)............................................................................................................30

Figure 4-6 – Pathlines in the wind tunnel........................................................31

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 Figure 4-7 – Turbulent kinetic energy.............................................................32

205

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 List of Tables

Table 2.1 – Jet power per unit area at selected speeds (Sử dụng TAB INSERT/
210 REFERENCES/INSERT CAPTION/ ĐỂ THAY Tab thành Bảng cho văn bản
tiếng Việt. Lưu ý, đánh số thứ tự bảng biểu theo quy ước Bảng 2-1: thuộc
chương 2, có số thứ tự là 1).............................................................................20

Table 2.2 – Parameters for estimating Ke factor..............................................20

Table 2.3 – Formulae for estimating loss coefficients.....................................21

215 Table 3.1 – Starting values for the design parameters.....................................22

Table 3.2 – Design parameters of three suggested configurations..................25

Table 4.1 – Boundary layer estimation............................................................28

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220

– xix –
 BACKGROUND STUDY

Chương 1

Introduction

In this chapter, the project "Evaluate the Lift Effect When Extending the
Trailing Edge of the Airfoil," covering the design aspects of the Static Extended
225 Trailing Edge (SETE) and associated parameters will be introduced. Along with
the SETE’s possible benefit and the method that will be used in the project.

1.1 Background

1.1.1 Helicopter development

Helicopters are widely used for various applications such as transportation,

230 rescue, surveillance, and military. However, the design of helicopters remains a
challenge, particularly in achieving optimal lift and minimal drag for the main
rotor blades. This directly influences the overall efficiency of helicopters.
Consequently, numerous methods have been proposed and tested to enhance lift
and aerodynamic performance by modifying the airfoil wing. These techniques
235 include traditional flaps, tabs, gurney flaps, and vortex generation... Among
these techniques, while conventional flaps and gurney flaps produce high penalty

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 BACKGROUND STUDY

drag, static extended trailing edges (SETE) which is just a simple mechanical
device are a novel and promising concept.

1.1.2 The static extended trailing edges (SETE)

240 The extended trailing edge was first used in a ceramic airfoil in 2007, by Tianshu
Liu, J. Montfort, W. Liou, and S. R. Pantula; Western Michigan University,
Kalamazoo, Michigan 49008. And Qamar A. Shams; NASA Langley Research
Center, Hampton, Virginia 23681. The static extended trailing edges (SETE) are
expected to help the airfoil enhance the lift without increasing the penalty drag
245 significantly which leads to the increase in aerodynamic performance. The SETE
can be deployed either at zero angle or at some nonzero inclination angle. The
basic geometrical parameters are the main airfoil chord c, length of the SETE l,
and deflection angle  as shown in Fig.1.

250 Figure 1 Illustration of an extended trailing edge

The SETE concept has been inspired by observation of how birds use their flight
feathers to control the airflow over the wing and adjust their lift and drag forces.
Birds achieve these using long and slender feathers at the ends, enhancing lift
with each wingbeat. In a similar vein, SETE modifies a wing's lift and drag
255 without altering the main airfoil. This modification involves adding a slender
extension to the wing's trailing edge, which can be made from various materials
like aluminum, polymer, composite, or smart materials, depending on the
application. The primary lift increase from SETE arises from the augmented
pressure difference across the airfoil, thanks to the camber effect introduced by
260 SETE.

Naturally, the question is whether and how this unique trailing edge device,
which is simple and doesn't alter the airfoil's main shape, can affect the global

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 BACKGROUND STUDY

aerodynamic characteristics of the wing. In the project “Evaluate the lift effect
when extending the trailing edge of the airfoil” the effect of the SETE will be
265 researched more deeply by numerical method

1.2 Objectives and Aims

While SETE offers potential advantages in lifting and aerodynamic efficiency
without increasing drag, its application in commercial aircraft is currently not
feasible due to various technical and safety challenges. Integrating a static extend
270 trailing edge might preserve the structural integrity of the wing. This adds
complexity to wing design, necessitating the careful selection of materials and
mechanisms to cope with the additional stress and vibration from the extended
edge. Commercial planes experience a wide variety of flight conditions, from
takeoff and landing to cruising at high speeds and altitudes, each requiring
275 different aerodynamic properties. So, it's crucial to ensure that an extended
trailing edge performs effectively across all these conditions, not just during
cruising.

SETE could be more suitable for application on helicopter main rotor blades.
This is because SETE can enhance lift production without significantly
280 increasing drag, thus improving aerodynamic efficiency which is an important
and challenging parameter when designing a helicopter’s blades. In contrast,
applying SETE to commercial airplanes often poses challenges related to
structural complexity and varying flight conditions. However, when it comes to
helicopter main rotor blades, the circular motion can be likened to a constant
285 cruising state at a low angle of attack. Furthermore, unlike other aircraft that
have additional devices like flaps and ailerons, helicopter main rotor blades do
not need to be connected to such components, making the application of SETE
relatively straightforward.

An example is the Robinson Helicopter R22's rotor blade in Fig. 2

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 BACKGROUND STUDY

290

Figure 2 Robinson Helicopter R22's rotor blade with SETE

The aim of this research is to evaluate the impact of the Static Extended Trailing
Edge (SETE) by conducting in-depth studies. This includes a comparative
analysis of the lift and drag coefficients, along with the lift-to-drag ratio, of a
295 standard airfoil and the airfoil with SETE implementation. Such an analysis will
enable a determination of whether SETE contributes to improved aerodynamic
efficiency of the airfoil by enhancing lift while incurring minimal drag penalties.

1.3 Method of investigation

The 2D model will be used for simulation. To Evaluate the lift effect when
300 extending the trailing edge of the airfoil, we need to construct a virtual wind
tunnel around the airfoil. This involves creating a domain that represents the
flow field around the airfoil. The size of the tunnel should be large enough to
minimize wall effects on the airflow around the airfoil, normally 15-30 times of
the chord line.

305 The study will employ specialized software for Computational Fluid Dynamics
(CFD) to simulate airflow around an airfoil. This software will use a numerical
method based on the Reynolds-averaged Navier-Stokes equations and the SST
K-omega turbulence model to capture the boundary layer characteristics and
near-wall flow behavior, which are critical in airfoil analysis and perform well in
310 reproducing the flow of airfoil at pre-stall or stall conditions. The flow behavior
around the airfoil will be observed and the aerodynamic forces of the wing will
also be collected at different airfoil configurations and various angles of attack.

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 BACKGROUND STUDY

The investigation will focus on comparing the lift and drag coefficients, along
with the aerodynamic efficiency (the lift-drag ratio), to make comparisons and
315 evaluate the SETE's effectiveness against a traditional wing design. Besides, the
thin airfoil theory will be also computed for the standard airfoil and the airfoil
with SETE so that we can first predict the effect of the SETE and then make the
validation with the simulation data. With the SETE application, it is expected
that the SETE will enhance the wing's performance, particularly by increasing
320 lift while incurring minimal drag, leading to better overall aerodynamic
efficiency.

Chương 2

Background study

325 There are two parts in this chapter:

- Part 2.1 (Aerodynamic force on the airfoil ) introduces the parameters

will be used as the aerodynamic forces for comparing airfoil
configurations;
- Part 2.2 (Thin airfoil theory) using the thin airfoil thoery on the both
330 airfoil configuration to first predict the effect of the SETE on the airfoil..

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 BACKGROUND STUDY

2.1 Aerodynamic force on the airfoil force

As the fluid flows around the airfoil, it creates two different types of stress which
act on its surface. First are the wall shear stresses. These stresses act tangential to
the object's surface and are caused by the frictional forces that act on the airfoil
335 because of the fluid's viscosity. Second is the pressure stresses. They act
perpendicular to the object's surface and are caused by pressure distribution.

Figure 3 Distributions of pressure and boundary layer shear stress over airfoil.

The overall aerodynamic forces acting on an airfoil or wing, such as lift and
340 drag, are the result of the combined effects of these pressure and boundary layer
shear stress distributions. From the above figure, it is evident that the shear
stresses collectively align primarily parallel to the chord line of the airfoil,
making a significant contribution to the drag force. Conversely, the variance in
pressure between the upper and lower surfaces of the airfoil mainly influences
345 the lift force and pitching moment, with the shear stresses having a smaller net
contribution in that direction.

2.1.1 Lift coefficient

To determine the lift force, as in Figure 3, it is necessary to integrate the effects

of pressure and boundary layer shear stress distributions along the y-axis.
350 However, the influence of shear stresses on lift is relatively minor, meaning that

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 BACKGROUND STUDY

lift is predominantly derived from the way pressure is distributed across the
wing's surface.

The design of a standard airfoil is not symmetrical, which results in a larger

surface area on the top than on the bottom. As airflow navigates over the airfoil,
355 it is more significantly diverted by the upper surface. According to the principle
of continuity, this diversion—or the reduction in flow area—causes the velocity
above the airfoil to be higher than that below, creating a pressure difference
between the two surfaces.

360 Figure 4 Flow velicity over the wing

As in Bernoulli's principle, an increase in velocity leads to a corresponding
decrease in static pressure to preserve equilibrium, and conversely, a decrease in
velocity results in an increase in static pressure.

The Bernoilli’s Equation:

365

An aircraft's lift coefficient can be measured from the following formula:

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 BACKGROUND STUDY

Note that: In the 2D wing, the airfoil arera will equal to the chord.

2.1.2 Drag coefficient.

370 In subsonic conditions, the drag force acting on a three-dimensional wing

typically comprises three elements: frictional drag (Df), pressure drag (Dp), and
induced drag (Di). However, for a two-dimensional airfoil, drag arises from just
two components: frictional drag (Df) and pressure drag (Dp).

Skin friction drags.

375 Frictional drag occurs within the boundary layer as a result of the air's viscosity
and the subsequent friction against the aircraft's surface. This type of drag, also
referred to as skin friction drag, can be influenced by the roughness of the
aircraft's surface. While the friction drag per unit area may be relatively small, it
can become substantial when considering the entire surface area covered by the
380 boundary layer, especially in larger aircraft. The formula of the friction drag is:

Pressure drags.

Pressure drags or from drag is the result of an object's general shape in relation
to the relative wind. The separation of air creates turbulence and results in
385 pockets of low and high pressure that leave a wake behind the airplane or airfoil.
The pressure drag is proportional to the difference between the pressures acting
on the top and bottom of the wing body and the wing’s area.

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 BACKGROUND STUDY

2.1.3 Aerodynamic performance

390 The lift-to-drag ratio is a key metric in measuring an airplane's aerodynamic

efficiency. This ratio compares the lift, which is the force that keeps the plane
airborne, to drag, the force that resists the plane's motion through air. A higher
lift-to-drag ratio indicates greater aerodynamic efficiency. This is achieved either
by generating more lift or by minimizing drag. Aircraft with a high lift-to-drag
395 ratio are capable of carrying heavier loads, sustaining longer flights, and
covering greater distances. Consequently, achieving a high lift-to-drag ratio is a
crucial objective in the design of aircraft wings, as it significantly impacts the
overall performance and capability of the airplane. The L/D ratio can be
calculated by:

400

2.2 Thin airfoil theory

When the Static Extended Trailing Edge (SETE) is implemented on an airfoil, it
can improve lift by augmenting the camber line. To assess the impact of the
SETE on the wing, we will apply thin airfoil theory to both the standard NACA
405 23012 airfoil and the NACA 23012 airfoil equipped with SETE. Additionally,
we will compare the lift equations of the two configurations to see whether the
SETE will help to enhance the lift for the airfoil or not in a theoretical way.

2.2.1 Thin airfoil theory on the NACA 23012 airfoil

In the NACA 23012 airfoil. The mean camber line equation for this airfoil is:

410

And for

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 BACKGROUND STUDY

From the given shape of the mean camber line, the will be:

And

415 Transforming from x to θ , where , we have:

And

420 We have the angle of zero lift is:

Substituting the equation for dz/dx into Equation, we have

From a table of integrals, we see that:

425

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 BACKGROUND STUDY

Hence, the Equation becomes:

430

We have:

So, the angle of attack at zero lift is -1.09 degrees.

The lift coefficient equation is:

In the above equation:

435

So, the lift coefficient equation for NACA 23012 is:

2.2.2 Thin airfoil theory on the NACA 23012 airfoil with

SETE

For the NACA 23012 airfoil equipped with the static SETE, the SETE does not
440 alter the primary shape of the airfoil. Therefore, the equation for the mean
camber line remains unchanged from x=0 to x=c. The notable change occurs at
the end of the airfoil with SETE, where the camber line is extended from x = c to
x = c’.

We have: where l is the length of the SETE. In our case, the

445 length of SETE is 10% of the main chord. So, the total projected chord will be:

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 BACKGROUND STUDY

Figure 5 Illustration of an extended trailing edge

The mean camber line equation for this airfoil is:

450

And for

And for

From the given shape of the mean camber line, the will be:

455 And

And

Transforming from x to θ , where , and call

Now we have:

460

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 BACKGROUND STUDY

And

And

We have the angle of zero lift is:

Substituting the equation for dz/dx into Equation, and call:

465 and

We have:

From a table of integrals, we see that:

470

Hence, the Equation becomes:

475

Here, there is one more unknown parameter which is the angle of deflection of
the static extended trailing edge ().

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 BACKGROUND STUDY

For example, when  = 3 degrees:

480

Hence, the angle of the zero-lift equation will be:

Hence, we have:

485

The lift coefficient equation is:

In the above equation:

So, the lift coefficient equation for NACA 23012 with SETE at 3 degrees is:

490

Similarly, applying the same process with various deflection angles, we can
derive the lift coefficient equation for each specific angle. Here, we have
conducted this analysis using deflection angles of 3, 6, 9, 12, and 15 degrees, as

illustrated in the tables below. Where ( ), ( ), ( ) is in radian.

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 BACKGROUND STUDY

495

2.2.3 Summary

We then graph these equations to compare the standard NACA 23012 airfoil
with the airfoil modified by SETE at various deflection angles.

500 Figure 6 Variation of CL for differet aoa of NACA 23012 by thin airfoil theory

The resulting graph demonstrates that incorporating the static extended trailing
edge into the NACA 23012 airfoil shifts the CL (lift coefficient) distribution
upward, thereby improving lift in relation to the deflection angle. Greater
deflection results in more significant lift enhancement. This finding verifies that
505 the SETE effectively enhances the lift coefficient of the airfoil.

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 BACKGROUND STUDY

Chương 3

Quy trình tính toán thiết kế và

kết quả - Design Process and
Results

510 In this chapter, based on criteria presented in the previous chapter and
specification requirement for the targeted wind tunnel, several configurations
will be suggested through the optimization process.

The geometry of each component will be determined in details. The

system’s power-velocity curve will be carried out, the fan and motor will be
515 selected.

3.1 Starting values for the parameters

Design requirements:

Table 3.1 – Starting values for the design parameters

Parameter Selected value Reason for selection

Contraction section

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 BACKGROUND STUDY

CR Contraction ratio 6 Minimize the size of

contraction section inlet
LR Length-to-height ratio 1

Wall shape function 5-th order Optimum performance

3.2 Design process

520 3.2.1 Contraction section, settling chamber and screens

Even when choosing the minimum value for the contraction ratio, the
dimensions of the contraction section entry (also the largest cross section of the
wind tunnel) to get an even value (4.00 m) for the contraction section length.

Figure 3-7 – Design parameters and results for settling chamber and contraction section

3.2.2 Diffuser

The design procedure for the diffuser is a bit more complex.

3.3 Summary
530 The design process can be separate into several steps:
have a look in the Appendix B!

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***

The process of designing settling chamber and contraction is simple, while

the one of diffuser is so complicated. To have a comprehensive view, the flow-
535 chart in the next page shows the process of designing the wide-angle diffusers.

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 BACKGROUND STUDY

Figure 3-8 – Design procedure for wide-angle screened diffuser

540

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 BACKGROUND STUDY

3.4 Suggested configurations

Three configurations are taking into consideration. The configuration C0 is the
starting configuration after refining the value of C Rl [5].

Table 3.2 – Design parameters of three suggested configurations

Parameter C0 C C3
1

Contraction section
C R Contraction ratio 6 6 4
LR Contraction length-to-height ratio 0.96

Contraction wall shape function 5-th order

545

35 (15; 36.6391%)
Power factor ER

30

25

20
0 5 10 15 20
Velocity (m/s)

Figure 3-9 – Energy ratio curve for configuration C3

For more details of the these configurations, please refer to the
Appendix C.

550 3.5 Conclusion

For convenient, the Error: Reference source not found is repeated here:

C0 C1 C3

Total length* (m) 9.6 8.4 7.0

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BACKGROUND STUDY

Maximum width (m) 4.2 4.2 3.4

Maximum height (m) 4.2 4.2 3.4

Power ratio E R** 50% 43% 37%

Gross power (kW/hp) 18.0/24.1 19.7/26. 22.3/29.9

5

* the fan duct is excluded here

** at test section velocity of 15 m/s
Due to the limitation in space of our lab, an increment of 3.4 kW or 13% in
power consumption is not so large, while the reduction on overall size is very
meaningful. Thus, the configuration C3 is the best choice.

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 BACKGROUND STUDY

555 Chương 4

Tính toán mô phỏng -

Computational Fluid Dynamics

The configuration C1 obtained from chapter 3 will be chosen for 3D

simulation in order to justify numerically the flow quality of the designed open-
560 jet wind tunnel. Preparatory works for computational fluid dynamics by using
commercial software FLUENT-ANSYS include:

- building up the 3D geometrical model,

- meshing,
- setting the boundary conditions for calculation domain, and
565 - simulating & analyzing the results.

4.1 CFD model

4.1.1 Geometry

The 3D geometry model used for simulating was built and meshed in GAMBIT.

570 .

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 BACKGROUND STUDY

Figure 4-10 – A quarter of the diffuser generated by GAMBIT (left) and the designed
diffuser geometry (right)

575 4.1.2 Meshing procedure

The first thing to be cared about before meshing a model is the mesh size.

4.1.2.1 Wall distance and boundary layer estimation

Wall distance is the distance a 1 from the wall to the first row of the mesh, can be
calculated form the equation:
580 12 rows of mesh (n=12, successive ration 1.1) at some location, we got the
results in Table 4.3.

Table 4.3 – Boundary layer estimation

n
A=∑ ai
Location U Re uτ a1≡ y an 1
(m/s) (mm) (mm) (mm)

Diffuser inlet 13.8 01.8×106 0.567 02.6 07.4 055.6

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 BACKGROUND STUDY

4.1.2.2 Meshing procedure

From now on, the boundary layer of the mesh will be called as the “outer layer,”
585 and the rest call “the inner zone.”

Figure 4-11 – The discontinuity between two blocks

590 Figure 4-12 – Highly skew mesh

Some pictures of the mesh can be found in the Appendix E.

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G
 BACKGROUND STUDY

4.1.3 Boundary conditions

595

Figure 4-13 – Boundary conditions

4.2 Results and analysis

4.2.1 Velocity

600 In this part, in addition to the special cross section (the inlet/outlet of a diffuser,
settling chamber, honeycomb; the location of screens - Figure 4-13), the flow
will

Figure 4-14 – The bisecting plane (black) and the two symmetry planes (yellow)

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 BACKGROUND STUDY

605

4.2.1.1 Velocity field

The figures below show the velocity field in the symmetry plane OXY and the
bisecting plane. The flow separated right away when entering the diffuser, but
kept at a low level thanks to the screens. Indeed, the Error: Reference source not
610 found together with the

Figure 4-15 – Pathlines in the wind tunnel

4.2.1.2 Boundary layer estimation

In this part, the velocity field at some positions (listed in Error: Reference source
615 not found) in the symmetry plane will be considered, in order to estimate the
boundary layer thickness.

ss

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 BACKGROUND STUDY

4.2.2 Pressure

4.2.2.1 Pressure field

620 The following figures show the static, the dynamic, and the total pressure
distribution. We can see pressure drops of total pressure very clearly in

4.2.3 Turbulence

The following figures show the turbulent kinetic energy, turbulent intensity
(at reference velocity value of 15 m/s) and turbulent dissipation rate at the
625 contraction outlet.

Figure 4-16 – Turbulent kinetic energy

The maximum value of turbulent kinetic energy in the outflowing jet

630 (except
√2 k ≈ 1.2m/ s, leading the turbulent intensity is relative high (about 8%).
3

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 Chương 5

Kết luận và hướng phát triển-

Conclusions and perspectives

5.1 Achievements
635 Here are some achievements in this thesis:

- A procedure for design and calculation of open test section blower wind
tunnels based on the reliable design rules has been brought out.
- section.

5.2 Limitations and next steps

640 There are still some limitations in the simulation:

- The turbulence intensity of the air stream at test section is relatively high
(~8%) compared to that achieved by some modern subsonic wind tunnel
- pressure loss. In term of energy ratio, it can be resulted in a difference of
23%.

645 The next steps:

- A simulation of another configuration should be carried out in order to

have a comparison about the quality of each configuration. The
simulation
 BACKGROUND STUDY

- Detailed drawings and assembly drawing should be carried out for

650 building a real wind tunnel in the future.

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Tài liệu tham khảo - References

[1] "GIZ Renewable Energy Project," 2012. [Online]. Available:

http://www.renewableenergy.org.vn/index.php?page=renewable-energy-in-
vietnam.

[2] J. H. Bell and R. D. Mehta, "Contraction Design for Small Low-speed

Wind Tunnels," National Aeronautics and Space Administration (NASA),
Stanford, CA 94305, 1988.

[3] R. D. Mehta, "The Aerodynamic Design of Blower Tunnels with Wide-

angle Diffusers," Prog. Aerospace Sci., vol. 18, pp. 59-120, 1978.

[4] R. Mehta and P. Bradshaw, "Technical Notes: Design Rules for Small Low
Speed Wind Tunnels," The Aeronautical Journal of the Royal Aeronautical
Society, pp. 443-447, November 1979.

[5] A. Bunyajitradulya, "Wind Tunnel and Wind Tunnel Flow Quality, and
Flow Visualization," Bangkok, 2010.

[6] J. B. Barlow, W. H. Rae and A. Pope, "Wind Tunnel Design," in Low-

speed Wind Tunnel Testing, John Wiley & Sons, 1999.

[7] F. M. White, Fluid Mechanics, 4th ed., McGraw-Hill, 2000.

[8] ANSYS, Inc., ANSYS FLUENT Theory Guide, 2011.

[9] H. J. Thornburg, "Overview of the PETTT Workshop on Mesh

Quality/Resolution, Practice, Current Research, and Future Directions,"
BACKGROUND STUDY

AIAA paper no. 2012-0606, 2012.

[10] ANSYS, Inc., ANSYS FLUENT User Guide, 2011.

[11] A. Pimpin and A. Bunyajitradulya, "The Design and Development of the

FMRL 60x18 cm2 Wide-Angle Screened-Diffuser Blower Tunnel,"
Bangkok, 1999.

[12] R. Basak, D. Mitra and M. A, "Design of Various Components of an Open

Circuit Blower Tunnel without Exit Diffuser," International Journal of
Advances in Science and Technology, Vols. Vol. 2, No.6, 2011.

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 BACKGROUND STUDY

655 Appendix

A. Wall shape functions for contraction

section
Bell and Mehta give several wall shape functions used for contraction section
[2]:

660 B. MATLAB GUI tool for the design process

Main components of the GUI:

Geometry details tab

665 In the geometry details tab, user can find the location and dimensions of any
special section. The location of every screen will be shown in this tab. The
details of contraction section wall will be listed in a table, with any number of
control points required by user.

Power details tab

670 The power details tab estimates the power loss coefficient at any part of the wind
tunnel. The energy ratio can quickly be estimated at any test section velocity
entered by user.
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 BACKGROUND STUDY

C. Details of the designed configurations

1. Configuration C0

675 General specifications

Geometry details

- Geometry at some special sections:

55

50
(15; 49.8259%)
Power factor ER

45

40

35

30

25
0 2 4 6 8 10 12 14 16 18 20
680 Velocity (m/s)

- Pressure – velocity curves and power-velocity curves:

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 BACKGROUND STUDY

2. Configuration C1

General specifications

685

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 BACKGROUND STUDY

Geometry details

- Geometry at some special sections:

690

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 BACKGROUND STUDY

D. Fan datasheet

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5
BACKGROUND STUDY

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 BACKGROUND STUDY

E. Mesh details

695 Face mesh at diffuser inlet (left),

settling chamber inlet/outlet and contraction outlet (right)

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