Wind tunnels are important tools used in physics and engineering, with a wide range of usability and applications in industrial, research, and educational settings. A wind tunnel holds an object steady while generating airflow over it, often to study the interaction between the object and the airflow. The design of wind tunnels can be very costly, extensive, and difficult to implement. This paper analyzes literature on wind tunnels to compile a method for designing a portable wind tunnel suitable for educational and demonstrative purposes. The method includes design guidelines for each component, including the test section, contraction, settling chamber, honeycomb, diffuser, and fan section. A blueprint for a wind tunnel with specified dimensions is presented. The blueprint is designed to fit a Boeing 747-200 model, scaled at 1:390, and therefore have a 40 cm long test section with a 20x20 cm square cross-section. The designed wind tunnel achieves a velocity of 5 m/s in the test section. Emphasizing portability, simplicity, and functionality, this wind tunnel design enhances educational experiences, making complex fluid dynamics concepts accessible and engaging for students.

Research focused on the reduction of uncertainties when considering the wind resource in the vicinity of forestry. This thesis examined the use of high density laser scanning technology to capture the structure of forest canopies along with the measurement of thermal effects using sonic anemometry. Methodologies were then developed to include these high quality data in Computational Fluid Dynamics software in order to allow the complex nature of forestry flows to be considered analytically.

published_or_final_version / Civil Engineering / Doctoral / Doctor of Philosophy

An experimental investigation into the form of the notchback wake topology, its temporal behaviour, and how this changes with the underlying geometry has been undertaken to further understanding of this flow regime pertaining to a popular automotive body type. Whilst this work has been performed at model scale on a simplified body a sufficiently complex design of backlight header and trailing pillar have been utilised. Thereby allowing the systematic study of the wake structure of a family of production representative geometries to be undertaken enabling the flow topology across bodies with parameters representative of vehicles produced from the 1960s to the present day to be investigated. Body force measurements showed both drag and rear lift to increase with backlight angle in a manner which was largely expected due to these designs being representative of older production notchback vehicles. Manufacturers knowledge and understanding of how drag changes with this parameter, combined with on going shape optimisation studies, have led to the shallower backlight angles common to modern designs. Detailed flow field measurements were subsequently used to determine the form and temporal behaviour of the flow topologies responsible for this force behaviour. Across the range of geometries tested, the in-notch structures were shown to undergo significant variation, both their time-averaged form and time-variant behaviour changing. Common to all configurations were the presence of a pair of strong trailing vortex structures which flanked the edges of the backlight and bootdeck. However, flow in the centre of the backlight underwent the greatest variation. This region was shown to develop from a largely attached form at shallower backlight angles before developing into an increasingly strong hairpin like structure. As backlight angle increased further the topology ultimately took a highly asymmetric form. With these changes of the flow topology also came changes of the temporal behaviour which revealed vortex shedding, flow structure oscillation and the switching of bi-stable structures as backlight angle increased. It is hoped that in thoroughly understanding the range of notchback flow topologies typically generated by production vehicles that this work will form the vital foundation upon which future investigations looking to reduced drag can be based.

M.Ing. (Mechanical Engineering) / Please refer to full text to view abstract

The freight rail industry is essential to the US infrastructure and there is significant motivation to improve its efficiency. The aerodynamic drag associated with transport of commodities by rail is becoming increasingly important as the cost of diesel fuel increases. For intermodal railcars a significant amount of aerodynamic drag is a result of the large distance between containers that often occurs and the resulting pressure drag resulting from the separated flow that results due to their non-streamlined shape. This thesis reports on research that has been done to characterize the aerodynamic drag on intermodal train builds and allow their builds to be optimized for fuel efficiency. Data was obtained through wind tunnel testing of G-scale (1/29) models. Drag on these models was measured using a system of isolated load cell balances and the wind tunnel speed was varied from 20 to 100 mph. Several common intermodal scenarios were explored and the aerodynamic drag for each was characterized. These scenarios were the partial loading of containers on rail cars, the influence of the gap between containers, the use of a streamlined container near the front of the train, and the inclusion of semi-trailers on railcars. For each case multiple build configurations were tested and the drag results were compared to determine the optimal build for each scenario.

This thesis involves the experimental testing of a bluff body with a blunt base to evaluate the effectiveness of end-plate tabs in reducing drag. The bluff body is fitted with interchangeable end plates; one plate is flush with the rest of the exterior and the other plate has small tabs protruding perpendicularly into the flow. The body is tested in the Cal Poly 3ft x 4ft low speed wind tunnel. Testing is conducted in three phases. The first phase was the hot-wire measurement of streamwise velocity of the near wake behind the bluff body. An IFA300 thermal anemometry system with a hot-wire probe placed behind the model measures the wake velocity fluctuations. The power spectral density on the model without tabs shows large spikes at Strouhal numbers of 0.266, 0.300, and 0.287 at corresponding Re = 41,400, 82,800, 124,200 where vortex shedding occurs. The model with tabs shows no such peaks in power and therefore has attenuated vortex generation in the wake flow at that location. The second phase of testing was pressure testing the model through the use of pressure ports on the exterior of the bluff body. A Scanivalve pressure transducer measured multiple ports almost simultaneously through tubing that was connected to the model internally and routed through the model’s strut mount and outside of the wind tunnel. This pressure testing shows that the model with tabs is able to achieve up to 36% increase in Cp at Reh = 41,400 on the base region of the bluff body and no negative pressure spikes that occur as a result of vortex shedding. The last phase of testing is the measurement of total drag on the model through a sting balance mount. This testing shows that the drag on the model is reduced by 14% at Re = 41,400. However it also shows that as velocity increased, the drag reduction is reduced and ultimately negated at Re = 124,200 with no drag loss at all. The addition of tabs as a passive flow control device did eliminate vortex shedding and alter the base pressure of the bluff body. This particular model however showed no reduction in total drag on the model at high Reynolds numbers higher than 124,000. Further study is necessary to isolate the exact geometry and flow velocities that should be able to produce more favorable drag results for a bluff body with this type of passive flow control device.

An experimental wind tunnel study on the dynamic response of a 300 m tall guyed telecommunication mast under various wind loads was undertaken at the Boundary Layer Wind Tunnel Laboratory (BLWTL) in the University of Western Ontario, London, Canada. Although the dynamic response of guyed masts subjected to turbulent wind loads has been routinely analyzed using a number of numerical models, typically in the frequency domain, limited experimental verification of the dynamic analysis results has been performed. Full-scale measurements, where available, have proven to be difficult to correlate with analytical models due to the tremendous uncertainty inherent in field measurements. As a result, the need for systematic validation of existing analytical models remains.<p>In this investigation, a representative 300 m tall guyed telecommunication mast has been designed and modeled to an appropriate scale. Based on Canadian Standard CSA S37-01, and an empirical study on 41 existing guyed masts, the 300 m tall guyed mast was designed using wind load conforming to representative Canadian climate data obtained from National Building Code of Canada (NBCC 1995). Appropriate properties for the dynamically scaled full aeroelastic model were derived from the 300 m tall prototype guyed mast, which was intended to represent a realistic guyed mast for broadcasting applications in Canada.<p>The wind tunnel test of the guyed mast model was carried out in both open country and over water exposures, simulating medium and low turbulence flow conditions, respectively. Dynamic response characteristics measured during the wind tunnel tests have been analysed and summarized, including dynamic displacements, bending moments, response spectra and peak factors, as well as natural frequencies, mode shapes and structural damping. Comparisons have been made with predictions obtained from an existing frequency domain analysis model. <p>The wind tunnel test results show that good agreement was generally achieved between the frequency domain analytical model and the wind tunnel model with respect to both the magnitude and distribution of the monitored responses. It was found that measured dynamic bending moments were distributed in a fairly uniform manner over the mast height, and that mean (static) bending moments exhibit large variations, along with near-zero response zones at points of contraflexure. It was also found that nonlinear damping effects, associated with vibrations of the highly slackened leeward guys on the upper levels of the mast, may be beneficial in reducing dynamic mast displacements. <p>The spectrum studies indicated that lowest modes were dominated by large guy movements at top guy level and small mast movements, the middle modes were characterized by coupled effects between the guyed cables and mast, meanwhile the highest modes involved significant mast movements with little guy vibration. It is evident that the top of the mast displacement are dominated by the first and second modes.

This study investigated the applicability of Particle Image Velocimetry (PIV) as a velocity measurement technique for use in wind tunnel flows. To carry out the investigation, a small scale wind tunnel was designed and built to be used specifically with PIV. The tunnel employed a novel contraction geometry which was compared to six other contraction designs using a computational fluid dynamics (CFD) software package. The wind tunnel configuration allowed for full optical access in the test section to allow for PIV measurements in three dimensions. The calibration and characterization of the flow quality within the wind tunnel were performed using PIV. Velocity measurements were obtained in the empty test section to assess the degree of uniformity, alignment, and turbulence at various test speeds. The longitudinal velocities were found to deviate by an average of 1. 8% along any given velocity profile. The flow was found to be well aligned with the test section walls, deviating by no more than &plusmn;0. 20° in most cases. As well, the turbulence levels in the test section were found to be low, with average intensities of 2. 0% and 0. 5% in the longitudinal and transverse directions, respectively. Following the characterization of the flow in the empty wind tunnel, a square cylinder was placed in the test section and PIV measurements were performed at a Reynolds number of 21,400. Mean velocities and turbulence intensities measured around the square cylinder were found to compare well with previous works conducted at similar Reynolds numbers in water flows. As a final validation of the wind tunnel/PIV system, measurements were made of the flow over a 1:18 scale Formula One racecar model at a free stream velocity of 40 <i>m/s</i>. The PIV system collected a large quantity of velocity information around the model, providing insight into the aerodynamic aspects of racecars such as downforce devices and vehicle draughting. The experiments performed in this study led to the conclusion that PIV is indeed a measurement technique with high potential for use in small wind tunnels, providing more spatially resolved velocity data than any other known measurement technique. The advancement of digital camera technology will make PIV a more practical measurement technique for use in larger wind tunnels as well.

Currently, wind energy presents an excellent opportunity to satisfy the growing demand without the supply and environmental problems associated with conventional energy. The engineering in wind turbines is not fully mature. There are still phenomenon, particularly dynamic stall, that cannot accurately be modeled or controlled. Dynamic stall contributes to fatigue stress and premature failure in many turbine components. The three dimensionality of dynamic stall makes these structures unique for wind turbines. Currently, flow visualization of dynamic stall on a wind turbine rotor has not been achieved. These visualizations can reveal a lot about the structures that contribute to dynamic stall. Particle Image Velocimetry (PIV) is a powerful experimental technique that can take multiple non-intrusive flow measurements simultaneously of planar flow. Using high-speed cameras time resolved PIV can reveal the transient development of a given flow field. This technique is ideally suited to gain a better understanding of dynamic stall. A custom wind turbine is being built at the University of Waterloo to allow such measurements on the blade. A high speed camera is mounted on the hub and will take measurements within the rotating domain. Mirrors are used so that laser illumination rotates with the blade. The wind turbine will operate in controlled conditions provided by a large wind tunnel. High speed pressure data acquisition will be used in conjunction with PIV to get an understanding of the forces associated with the flow structures. Computational fluid dynamics was used to size the rotor within the wind tunnel. Laser based measurements required special considerations for stiffness. Many revealing experiments will be made possible by this apparatus. First, the flow structures responsible for the various forces can be identified. Quantitative measurements of the flow field will identify the development of the stall vortex. The quantified flow structures can be used verify and improve models. The high spatial resolution of PIV can map the three dimensional flow structure in great detail. The experimental apparatus is independent of the blade geometry, as such multiple blades can be used to identify the effect of blade geometry. Finally flow control research in the field of aviation can be applied to control dynamic stall.