Research Papers: Ocean Renewable Energy

Numerical and Experimental Investigations on the Hydrodynamic Performance of a Tidal Current Turbine

[+] Author and Article Information
Xiaohui Su

School of Hydraulic Engineering,
Dalian University of Technology,
Dalian, Liaoning Province 116023, China
e-mail: sxh@dlut.edu.cn

Huiying Zhang

School of Energy and Power Engineering,
Dalian University of Technology,
Dalian, Liaoning Province 116023, China
e-mail: huiying.zhang@queensu.ca

Guang Zhao

School of Energy and Power Engineering,
Dalian University of Technology,
Dalian, Liaoning Province 116023, China
e-mail: zhaoguang@dlut.edu.cn

Yao Cao

School of Energy and Power Engineering,
Dalian University of Technology,
Dalian, Liaoning Province 116023, China
e-mail: 947268922@mail.dlut.edu.cn

Yong Zhao

School of Engineering,
Nazarbayev University,
Astana 010000, Republic of Kazakhstan
e-mail: yong.zhao@nu.edu.kz

1Corresponding authors.

Contributed by the Ocean, Offshore, and Arctic Engineering Division of ASME for publication in the JOURNAL OF OFFSHORE MECHANICS AND ARCTIC ENGINEERING. Manuscript received March 6, 2016; final manuscript received October 13, 2017; published online November 16, 2017. Assoc. Editor: Yin Lu Young.

J. Offshore Mech. Arct. Eng 140(2), 021902 (Nov 16, 2017) (13 pages) Paper No: OMAE-16-1024; doi: 10.1115/1.4038249 History: Received March 06, 2016; Revised October 13, 2017

In this paper, numerical and experimental investigations are presented on the hydrodynamic performance of a horizontal tidal current turbine (TCT) designed and made by our Dalian University of Technology (DUT) research group. Thus, it is given the acronym: DUTTCT. An open-source computational fluid dynamics (CFD) solver, called pimpledymfoam, is employed to perform numerical simulations for design analysis, while experimental tests are conducted in a DUT towing tank. The important factors, including self-starting velocity, tip speed ratio (TSR), and yaw angle, which play important roles in the turbine output power, are studied in the investigations. Results obtained show that the maximum power efficiency of the newly developed turbine (DUTTCT) could reach up to 47.6%, and all its power efficiency is over 40% in the TSR range from 3.5 to 6; the self-starting velocity of DUTTCT is about 0.745 m/s; and the yaw angle has negligible influence on its efficiency as it is less than 10 deg.

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Fig. 1

The sketch of DUTTCT impeller

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Fig. 2

Overall design sketch of DUTTCT experiment

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Fig. 3

A picture of the DUTTCT experimental equipment

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Fig. 4

A sketch of the experimental setup

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Fig. 10

A photo of the DUT towing tank

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Fig. 11

A schematic diagram of the experimental system

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Fig. 9

A photo of the control and monitoring systems

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Fig. 8

Torque sensor (a) and magnetic powder brake (b)

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Fig. 7

The supporting structure of the DUTTCT

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Fig. 6

The schematic diagram of the yaw and pitch device

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Fig. 5

The schematic diagram of the systems for measurement, control, and loading system

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Fig. 12

Time history of gear displacement (above) and torque (down) at 0.725 m/s

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Fig. 13

Time history of gear displacement (above) and torque (down) at 0.745 m/s

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Fig. 14

Time history of gear displacement (above) and torque (down) at 0.75 m/s

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Fig. 15

Efficiencies versus TSR for the DUTTCT

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Fig. 16

The sketch of AMI for DUTTCT in the computational domain. (The largest cylinder denotes the computational domain; the smallest cylinder surface represents the AMI; and the smallest cylinder indicates the refinement domain around the turbine and wake region.)

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Fig. 23

Velocity contours at different instants in case-2-1.75-5.5

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Fig. 26

Pressure contours on blade surfaces of the TCT

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Fig. 27

Pressure contours around the DUTTCT blades at different time instants

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Fig. 22

The working characteristic curves of the DUTTCT

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Fig. 25

Pressure and velocity distributions along five lines at four different time instants: (a) 1/4T, (b) 1/2T, (c) 3/4T, and (d)T. (The central plane of the rotor is located at x = 2.31 m.)

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Fig. 24

Five lines chosen at different z positions: (a) side view and (b) front view. (The central plane of the rotor is located at x = 2.31 m.)

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Fig. 28

The profiles of torque and thrust in one period for case-2-1.75-5.5

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Fig. 20

Calculated maximum torques versus different incoming velocities (left) and accelerations to 1 m/s (right)

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Fig. 21

Calculated torques versus incoming velocities during constant accelerations: (a) a = 0.1 m/s2, (b) a = 0.2 m/s2, and (c) a = 0.5 m/s2

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Fig. 17

Mesh convergence results with a speed of 1 m/s

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Fig. 18

Mesh convergence results with TSR = 5

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Fig. 19

Surface mesh on the DUTTCT generated by SnappyHexMesh



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