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This paper aims to investigate the problem of estimating the angle of attack (AoA) and relative velocity for vertical axis wind turbine (VAWT) blades from computational fluid dynamics data.

Two methods are implemented as function objects within the OpenFOAM framework for estimating the blade’s AoA and relative velocity. For the numerical analysis of the flow around and through the VAWT, 2 D unsteady Reynolds-averaged Navier–Stokes (URANS) simulations are carried out and validated against experimental data.

To gain a better understanding of the complex flow features encountered by VAWT blades, the determination of the AoA is crucial. Relying on the geometrically-derived AoA may lead to wrong conclusions about blade aerodynamics.

This study can lead to the development of more robust optimization techniques for enhancing the variable-pitch control mechanism of VAWT blades and improving low-order models based on the blade element momentum theory.

Assessment of the reliability of AoA and relative velocity estimation methods for VAWT’ blades at low-Reynolds numbers using URANS turbulence models in the context of dynamic stall and blade–vortex interactions.

Active flow control on the NACA 0024 airfoil defined as suction-injection jet at the chord-based Reynolds number of 1.5 × 1e + 5 is studied.

The three-dimensional incompressible unsteady Reynolds-averaged Navier–Stokes equations with the SST k-ω turbulence model are used to study the effects of coflow-jet (CFJ) on the dynamic and static stall phenomena. CFJ implementation is conducted with several momentum coefficients to investigate their turnover. Furthermore, the current work intends to analyze the CFJ performance by varying the Reynolds number and jet momentum coefficient and comparing all states to the baseline airfoil, which has not been studied in prior research investigations.

It is observed that at the momentum coefficient (Cµ) of 0.06, the lift coefficients at low attack angles (up to a = 15) dramatically increase. Furthermore, the dynamic stall at the given Reynolds number and with the lowered frequency of 0.15 is explored. In the instance of Cµ = 0.07, the lift coefficient curve does not show a noticeable stall feature compared to Cµ = 0.05, suggesting that a more powerful stronger jet can entirely control the dynamic stall.

Furthermore, the current work intends to analyze the CFJ performance by varying the jet momentum coefficient and comparing all states to the baseline airfoil, which has not been studied in prior research investigations.

The purpose of this study is to identify the possible relation between the vibration and the stall by using the vibration response of the airfoil. For this purpose, the root mean square values of the acceleration signals are evaluated to demonstrate the compatibility between the stall angles and the vibration levels.

An experimental study is conducted on NACA 4415 airfoil at Reynolds numbers 69e3, 77e3 and 85e3. Experiments are performed from 0° to 25° of the angles of attack (AoA) for each Reynolds number condition. To observe the change of the vibration values at the stall region clearly, experiments are performed with the AoA ranging from 10° to 25° in 1° increments. Three acceleration sensors are used to obtain the vibration data.

The results show that the increase in the amplitude of the vibration is directly related to the decrease in lift. These findings indicate that this approach could be beneficial in detecting stall on airfoil-type structures.

This study proposes a new approach for detecting stall over the airfoil using the vibration data.

The purpose of this paper is the examination of fluid flow around NACA0012 airfoil, with the aim of the numerical validation between the experimental results in the wind tunnel and the Lattice Boltzmann method (LBM) analysis, for the medium Reynolds number (Re = 191,000). The LBM–large Eddy simulation (LES) method described in this paper opens up opportunities for faster computational fluid dynamics (CFD) analysis, because of the LBM scalability on high performance computing architectures, more specifically general purpose graphics processing units (GPGPUs), pertaining at the same time the high resolution LES approach.

Process starts with data collection in open-circuit wind tunnel experiment. Furthermore, the pressure coefficient, as a comparative variable, has been used with varying angle of attack (2°, 4°, 6° and 8°) for both experiment and LBM analysis. To numerically reproduce the experimental results, the LBM coupled with the LES turbulence model, the generalized wall function (GWF) and the cumulant collision operator with D3Q27 velocity set has been used. Also, a mesh independence study has been provided to ensure result congruence.

The proposed LBM methodology is capable of highly accurate predictions when compared with experimental data. Besides, the special significance of this work is the possibility of experimental and CFD comparison for the same domain dimensions.

Considering the quality of results, root-mean-square error (RMSE) shows good correlations both for airfoil’s upper and lower surface. More precisely, maximal RMSE for the upper surface is 0.105, whereas 0.089 for the lower surface, regarding all angles of attack.