DECLARATION

I hereby declare that the work, which is being presented in the thesis, entitled “generating
Electricity using wind turbine mounted on the top of the vehicles”. In partial fulfillment of the
Requirement for the award of the Level 5 Diploma in Mechanical Engineering is an authentic
record of my work carried out on September and October 2024.
I have not submitted the matter embodied in this project for the award of any other degree. All
relevant resource of information used in this project have been duly acknowledged.
 TABLE OF CONTENT

Content page Page

(a) Candidate’s declaration……………....................................................................... 1

List of table………………...................................................................................... 4
Acronyms and list of symbols……………………………………………………..5

(b) Chapter-One
1. Introduction………………………………………………….………………… 6
1.1. Project background .......................................................................................... 6
1.2. Statement of The Problem ............................................................................... 7
1.3. Objective…………………………………………………………..……….….7
1.3.1 General Objective……………………………………………..……….…..7
1.3.2 Specfic Objective......................................................................................... 7
1.4. Significance of the study ................................................................................. 8
1.5 Scope of the study.............................................................................................. 8
1.6 Principle and Operation.................................................................................... 8

(c) Chapter -two

2. Litrature Review …………………………………………………………….…..9
2.1. Type of wind turbine………………………………………………………..…9
2.1.1. Horizontal axis wind turbine (HAWTs) ....................................................... 10
2.1.2. Vertical axis wind turbine (VAWT) ............................................................. 10
2.2. Recent works on Vehicle mounted wind turbine ............................................. 11
2.2.1. Design and implementation of vehicle mounted wind turbine[b] …….........11
2.2.2. Generation of electricity by mounting wind mill on moving
Vehicles for safe food and medicine transfer by using wind energy
Conversion system.[c] .............................................................................................12
2.2.3. Utilizing kinetic energy of wind as a source of power in………………….. 13
2.2.4 Production of electricity by using turbine mounted on train[e]…….……….16
2.3. Comparison of our project from recently designed vehicle mounted wind
Turbines.............................................................................................................…...17
2.4. Recent studies on
DAWT…………………………………………………………………...…………17
2.4.1. Advantage and disadvantage of
DAWT…………………………………………………………………………...…19
2.5. Main Parts of DAWT
……………………………………………………………………..……………....19

(d) Chapter- three

3. MATERIALS AND METHODS (METHODOLOGY)……………………..…23
 3.1. Wind Turbine Components Assembly ..............................................................23

(e) Chapter- four

4. DESIGN ANALYSIS……………………………………………………………25
4.1. Design of rotor....................................................................................................26
4.1.1. Rotor area calculation .....................................................................................26
4.1.2. Rotor diameter and radius...............................................................................27
4.1.3. Torque on the rotor..........................................................................................27
4.2. Diffuser Design..................................................................................................27
4.3. Determination of power.....................................................................................28
4.3.1. Power curve ...................................................................................................29
4.4. Blade Design………..........................................................................................30
4.4.1. Angle of twist.................................................................................................30
4.4.2. Force on the airfoil shape ..............................................................................30
4.5. Force and Stress analysis of the rotor...............................................................31
4.5.1. Force analysis of the blade ............................................................................31
4.5.2. Stresses on the rotor at the hub......................................................................34
4.5.3. The combined stresses ..................................................................................35
4.6. Calculation of the loads on the rotor blade.......................................................35
4.6.1 Forces………………………………………………………………………..35
4.6.2 Moments……………………………………………………………………..36
4.7. Shaft Design......................................................................................................37
4.8. Selection of bearing..........................................................................................39
4.9. Generator selection...........................................................................................40
4.10 Design of couplings.........................................................................................41
4.10.1. Design of hub…...........................................................................................41
4.10.2 Design of key……........................................................................................42
4.10.3 Design of flange……....................................................................................43
4.10.4 Design of bolts………..................................................................................43

(f) Chapter- five

5. Conclusion and Recommendation…………………………………….………. 45
5.1 Conclusion……………………………………………………………………..45
5.2 Recommendation.........................................................................................…...46

(g) References……………………………………………………………………...….47
 LIST 0F TABLES
S.NO tables number Tables name
1 2.1 Turbine specification
2 4.1 List of the power
consumption of typical house
hold appliances
3 4.2 shear force and bending
moment
4 4.3 Proportions of standard
parallel tapered and gib head
keys
5 4.4 Number of bolts for marine
type flange coupling
 Acronyms and list of symbols
Acronyms Meaning Acronyms Meaning

WT Wind turbine At Projected area

VMWT Vehicle mounted wind turbine FL Lift force
HAWT Horizontal axis wind turbine FD Drag force
VAWT Vertical axis wind turbine C Cord length
WECS Wind energy conversion system b Blade area
PWSG Power width synchronous generator 𝐶x Axial coefficient

PWM Pulse width modulator L Total blade length

DC Direct current UDL Uniformly distributed load

AC Alternate current lh Life hour of baring

DAWT Diffuser augmented wind turbine V Rotational factor
CAD Computer aided design X Radial factor
CP coefficient of power R Applied radial load
λ Maximum tip speed ratio Y Trust factor
Ps Shaft power Ft Applied thrust load
B Number of blades C Basic dynamic load rating
ρ Density of air, 𝑓l Life factor
A Swept area of the rotor blades, 𝑓n Speed factor
Cp Power coefficient 𝑃𝑒 The electrical power
V Air velocity 𝜂g Efficiency of generator
ω Angular velocity 𝜂t Transmission efficiency
B Number of blade 𝑃𝑠MAX Maximum shaft power

N Rotational speed of the rotor Mbg Bending moment gravitational

respectively
V Wind velocity Fbgr Tangential force gravitational
ɸ Angle of twist Is Moment of inertia.
 CHAPTER ONE
1. INTRODUTION

Now a day’s vehicles we are using are becoming more advanced and more comfortable for traveling.
People have a lot of choice for traveling long distances. The very first question about traveling is cost, if
we can afford it, we can travel by airplanes, trains and buses also.

When we come to our country the choices will narrow to air planes and buses only, because there are no
passenger trains are available. Airplanes are more expensive so a lot of people can’t afford to travel by
one. Now most the population travels place to places by buses and mini buses. That’s why if we want to
make those people satisfied by making their journey more comfortable inside the vehicle by providing
more comfortable room temperature in the vehicle, mobile chargers in every seat, cold drinks by using
refrigerators and also a full time entertainment by providing movies to watch.

In order to provide those needs, first we need more electrical power independent of the vehicles
alternator. If we use the vehicle alternator it will apply more load on the engine, means more engine
power and more fuel is used, that is the last thing we want. This left us another way to find more reliable,
eco-friendly, efficient and durable system of ours which is generating electric power in a moving vehicle
using wind turbines on the top of the vehicle. Using a renewable power source has a big advantage to our
surrounding in so many ways and also it is more efficient to deliver the power we need for the system in
the vehicle.

1.1 Project background

The fixed wind powered electricity generation system is in use, till now are dependent on wind direction
and the force of the wind. But the wind is not available at all places and all time throughout the year.
Therefore, there exists an immense need of a system for generating electricity from wind induced by
moving vehicles, which is available throughout the year at various places and with sufficient force of wind.

This project deals with utilizing kinetic energy of wind in fast moving vehicles and explains the process and
methodology to be followed. When a vehicle is moving at a very high speed, air flows at the same speed
on to the outer surface of vehicle but in the opposite direction. Kinetic energy of the air is very high.
Depending on the wind turbine that will be mounted on the top of vehicles to generate electrical power,
the power generated when the vehicle is in motion is used for air conditioning, refrigerator, television and
mobile charging. This wind turbine has abundant resources in comparison with other renewable resources
like the solar energy which is affected by the weather condition.

The components that wind turbine needs to generate electricity are alternator, rotor, bearing, main shaft,
coupling and etc. those parts have different uses. One is used for driving the part, other for producing the
power and the left are used for controlling the components which are responsible for producing
electricity.

So starting from wide application of the wind turbine we try to reduce the electrical load on the motor
and add other additives which increase the comfortably in the vehicle. Wind turbine which used to
produce electrical power is used in different application starts from ancient to now. For example wind
turbine converts kinetic energy to mechanical energy. This mechanical energy when converted produce
electricity and stored in the form of electrical energy and used for large commercial electric power, for
electrical vehicles and etc. when in the form of mechanical energy used for pumping water etc.

1.2. Statement of the problem

The luxuries life of 21st century people along with the increased travel demand has not only increased the
number of vehicles on road but also the desire for more speed and comfort of the vehicle. Most of the
Ethiopian roads are busy by passenger buses, but almost all of these buses are not much comfortable and
not enjoyable for the passengers. The first thing that push us to generate electricity by using wind turbine
installed on the top vehicle is to satisfying the passenger during their journey by providing, more
comfortable room temperature, TV for entertainment, cold drinks and mobile chargers availability at each
seat inside the vehicles. The other thing is to save the time lost during the journey by avoiding the vehicle
from stopping for the needs of the passengers. If we use the vehicle alternator to power for the above
facilities, it will apply more loads on the engine which means more engine power and more fuel is needed,
that is not what we want. For this reason we need another electrical power independent of the vehicles
alternator. Introducing this system for vehicles to our country will satisfy the passengers who use busses
and will open business opportunity for workers.

1.3. Objectives

1.3.1. General objective

Our project is to design a method to produce electricity from the wind turbine mounted on top of bus
moving at high speed.

1.3.2. Specific objective

 Generating electric power for:

 Air conditioning.
 Refrigerator.
 Mobile charging.
 Television.
 The material selection type and how it tolerates the environment.
 Design of the components such as rotors, generator, main shaft, main bearings, diffuser,coupling
and bolts.
 Increasing the performance of the engine alternator by reducing electric load applied on it.
 Making the drive inside the vehicle more comfortable, enjoyable and saving waste of timeduring
travelling.
 Giving other service for the passengers which is limited because of electric load on thevehicle.
 Make the vehicle more eco-friendly.
1.4. Significance of the study
The purpose of the study is to examine the problem that make the passenger unsatisfied during their
journey and provide solution for it. This project solve some problems inside the vehicle like room
temperature inside the vehicle, availability of mobile charger at each seat and also existence of the cold
drink which make the vehicle more comfortable and time saving.

Help as a reference who wants to conduct a modification on this title. Also the significance of the study is
to reduce more loads from the motor by generating electricity using wind turbine which is mounted on
the top of vehicle used to generate electricity for what we write above. It will supply power for air
conditioning, refrigerator and mobile charger when the vehicle is not moving from the stored power in
the battery.

1.5. Scope of the study

The design of the wind turbine which is mounted on the top of vehicle to generate electricity is bulky,
from these we try to perform our project based on data analysis of small wind turbine component are
rotor, generator, battery, diffuser, supporter, shaft and bearing.

The design does not include the design of the generator and battery, but desirable generator and battery
which will function with wind turbine and generate the power needed should be selected.

This study started from the analysis of the existing wind turbine designed and it is operating condition
which help us to calculate design characteristics such as torque, power produced by the wind turbine and

1.6. Principle of Operation

When the vehicle starts moving, it displaces the air which is directly in front of it. This causes the
surrounding air to flow relative to the moving vehicle in a direction opposite to that of the vehicle. The
opposing air stream directly in front of the turbine passes through the turbine blades thereby providing a
torque which rotates the rotor. The rotational energy of the rotor is then transferred to the generator
through the main shaft. The generator is electrically connected to the batteries. The batteries are
therefore charged continually, while the vehicle is moving.
 CHAPTER TWO
2. LITRATURE REVIEW
Renewable energy sources offer limitless resource and environment friendly operation compared to
conventional energy sources. There are several forms of renewable energy such as solar energy, wind
energy, geothermal energy, tidal energy, hydro energy and bio-energy. However, wind energy is the most
valuable, safe and fastest growing renewable energy. At the end of 2013, wind energy has served
approximately 318.13 GW [1a] which is 12% of world demand [1b].

Moreover, it is low cost (0.12/kWh) [1c], low carbon footprints (<5CO2/kWh), minimum sound pressure
level (50-60 dB from 100 feet) and easy integration with other energy sources. However, commercial wind
turbine (WT) is not suitable for small scale application as it requires big land, high installation cost, lack of
energy storage and not portable. Additionally, in some places wind speed is not sufficient to run a
commercial or domestic WT. Hence, a modified WT system is necessary which can be efficient under this
kind of circumstances. Consequently, the idea of mobile WT for vehicle came along for small scale energy
harvesting [1d].

Several attempts are taken to produce electricity by vehicle as a number of literatures are already exists
[1e]. However, these projects never meet the threshold of the practical implementation. In most cases,
these proposed models either too inefficient or directly affect the aesthetic appeal of the vehicles [1f].
Therefore, electricity harvesting from vehicle is still an active area to explore. From these motivations, this
paper proposes a modified, portable and distributed wind turbine system for vehicles. It is possible to
increase the incoming wind speed for a vehicle mounted WT artificially by using the vehicle speed. Hence,
a WT is mounted with vehicle to use the benefit of modified speed, thus it is called Vehicle Mounted Wind
Turbine (VMWT).For the places where the wind speed is not considerable to run a stand-alone wind
turbine, VMWT can be a good solution for producing electricity as well. In addition, VMWT can be
operated in domestic environment for small scale production. This paper presents VMWT as a distributed
renewable energy source. A horizontal axis wind turbine (HAWT) is used for VMWT. Previous literatures
found on this projection have used vertical axis wind turbine (VAWT). Using VAWT to mount on a car is
appealing but not beneficial in the context of efficiency. The collision area of VAWT is much smaller than
the HAWT. Moreover, the size of VAWT cannot be increased due to physical constraints of vehicles and it
increases the weight, cost, and very little performance. Inversely, for a HAWT, with the same weight and
cost, the collision area is increased with more swept area. This results increased torque and rotation, i.e.
better performance various analysis.

2.1. Types of Wind Turbines

Several type of wind turbines are there based on their operation and rotation. Based on rotation wind
turbines are classified in to two major categories: horizontal axis wind turbine (HAWTs) and vertical axis
wind turbine (VAWTs).
2.1.1 Horizontal axis wind turbine (HAWTs)
Horizontal-axis wind turbines (HAWT) have the main rotor shaft and electrical generator. In which the axis
of rotation of rotor is parallel to wind stream and the ground must be pointed into the wind. It will have
two or three blades. Horizontal axis wind turbine further divided in to: upwind wind turbine and
downwind wind turbine.

Example on horizontal axis wind turbine (HAWT)

Fig.2.1. up WT Fig.2.2. Down WT Fig.2.3. Shrouded WT

2.1.2. Vertical axis wind turbine (VAWT)

Rotor of vertical axis wind turbine is rotates vertically around its axis. So because of it rotates vertically
it’s not an efficient as horizontal axis wind turbine (HAWT). VAWT is an old technology. Maximum
efficiency is 30% because of this it can use only for private.

Examples of vertical axis wind turbine (VAWT).

Fig.2.4. Darrieus turbine Fig.2.5. Giromill turbine Fig.2.6. Savonius turbines

2.2. Recent works on Vehicle mounted wind turbine

Vehicle Mounted Wind Turbine (VMWT) is a mounted horizontal axis wind turbine system for
vehicles. There are many design methods and implementations of VMWT to generate electricity
from vehicle. VMWT has several smart features including high rpm turbine, convenient weight,
practical shape and portability. A number of design considerations have taken into account for
designing VMWT to ensure its proper functionality in practical environment.

2.2.1. Design and implementation of vehicle mounted wind turbine[b]

The size of VAWT cannot be increased due to physical constraints of vehicles and it increases the
weight, cost, and very little performance. Inversely, for a HAWT, with the same weight and cost,
the collision area is increased with more swept area. This results increased torque and rotation, i.e.
better performance.

The designing of VMWT need careful considerations. VMWT has the basic configuration of a
HAWT. However, the field of application makes it different from conventional HAWT.VMWT
has some additional design criteria over conventional HAWT. Namely, rotor, generator, gear box
(optional) and storage system designs are different. Moreover, VMWT has to be light weight, high
RPM, highly rigid, low cost unlike conventional designs. Hence, the VMWT has to be designed
carefully to compromise with these aspects. The principle of this work is presented in fig.2.7. As
the Fig.2.7 illustrates, a wind turbine is mounted on a running vehicle and an airfoil is coming
through opposite direction. The direction of the airfoil can either be natural or artificially directed
to the rotor. They collide and make a resultant force in a modified direction.

Fig.2.7.The vehicle mounted wind turbine system

A generator is placed on roof of the vehicle and coupled with turbine shaft by a belt. Generator
and turbine shaft are connected in parallel and belt is vertically coupled with two shafts. The output
terminal of the generator is connected to a storage device (in this case battery). When the vehicle
is in motion, the turbine rotates with a significant rpm and produces mechanical torque (i.e.
mechanical input) to generator which produces electrical output and stored in the battery for
the future use.

2.2.2. Generation of electricity by mounting wind mill on moving vehicles for safe food
and medicine transfer by using wind energy conversion system.[c]

Electricity is needed in any vehicle to run devices in it like air conditioner, lights, GPS …. Etc all
these needs are run through power supply from generator connected to a shaft .The generator will
be extra load on engine. We can replace the energy to all these equipment by mounting a wind
turbine on the moving vehicle and connecting output to a battery. In this generation system we
can use permanent magnet synchronous generator and later its output can be converted into DC
by using H-Bridge converter.

Fig.2.8. Stream lines flow of wind and position of windmill

We can stream line the vehicle in such a way that instead of wind opposing the vehicle it moves
in a particular direction. Now by placing a wind turbine in a particular place where there is high
wind energy and use it to generate energy. By placing a wind turbine exactly in this place we get
the required rotational motion.

Now we got rotator motion which should be further converted into electrical energy. Now we place
a permanent magnet synchronous generator which is coupled to wind turbine. We can convert that
rotational energy into electricity through this generator. But still we have a bit fluctuation in speed
variation due to different speeds at different places. Hence we employee a WECS (wind energy
conversion system).
Now this mechanical torque acts on PWSG (Pulse Width Synchronous Generator) which is
connected to uncontrolled diode bridge rectifier. In this uncontrolled diode bridge rectifier the
alternate current is converted into direct current and further passed through PWM (Pulse Width
Modulator) converter. Now the current is passed to the load. Instead of passing it to the load the
output can be connected to a dc battery which gets charged when the vehicle moves. The wind
mills supplies all the electric needs of the vehicle such as air conditioner, bulbs and the excess
current will be stored in the dc battery source. So when the vehicle is at rest the energy stored in
the battery can be used and it automatically gets re-charged when the vehicle again starts moving.
In this way the free wind moving around the vehicle can be used to produce energy and we can
save plenty of fuel in generating this energy. In this way millage of the vehicle can also be improve.

The same method can be implemented to trucks which carry food and medicines for long distance,
Those trucks have very heavy freezer to maintain very low temperature and preserve these things
from not getting spoiled. Energy needed by this freezer is initially taken from the engine but if we
can replace it with this wind mill, it can transport these food products or medicines for a very long
distance with more convenience.

Fig.2.9. Block diagram of wind energy conversion system

wind energy conversion system employees a permanent magnet synchronous generator which
works over a wide range of variable speeds and gives out a constant DC output source by
converting AC from synchronous generator.

2.2.3. Utilizing kinetic energy of wind as a source of power in commercial vehicles [d]

This model consists of components like a duct of varying cross-sectional area, nozzle, a turbine,
generator and housing. These components will be mounted on top of any heavy vehicle like a
commercial truck or a bus.

When the bus or truck moves forward, air will move with the same velocity on its outer surface
but in the opposite direction. This design will make use of this moving air. Since the duct will be
mounted on the top surface of the vehicle with its one end open, flowing air will pass through it.
This duct will perform basically two functions, passing air to the turbine and increasing pressure
energy of air. Duct reduces cross-sectional area so that when air will enter and move through it,
pressure energy of the air will increase and at the end of the duct, pressure energy will be converted
to kinetic energy with the help of a nozzle. The nozzle will make a jet of air having a very high
speed .When this air jet strike the blade of a turbine; it will rotate the turbine with a very high
speed. Since the nozzle converts all pressure energy of air into kinetic energy and this kinetic
energy will be utilized so the turbine used will be an impact turbine. This turbine can be coupled
with a generator which will produce electricity.

Fig.2.10; Flow of air through duct

Cross sectional area of the duct at the entrance should be rectangular. There are two advantages
of this rectangular area. Firstly it can intake more air compared to a circular section of same height
and secondly it will have a lesser height so that the vehicle can pass through smaller tunnels. Cross
sectional area of the duct is shown in figure1.

Fig.2.11. Turbine setup

The whole setup which can be installed on a vehicle is shown in fig. 2.11. Since here the working
medium for the turbine is air, so there is no question of pollution and another advantage is that air
can be exhausted in open environment .There is no need of any special arrangement for exhaust
like in a water turbine.

A. Position of the Turbine Shaft

Since horizontal turbine (turbine with horizontal shaft) requires more height, it will increase height
of whole casing. This is not possible because then it will restrict vehicle from passing through
tunnels. To overcome this problem, best solution is keeping shaft of turbine vertical instead of
horizontal. Whole setup including turbine and duct for passing of air is shown in fig. 2.11.

Fig.2.12.. Position of unit on vehicle

Fig.2.13. Assembly of housing with detail of inner parts

2.2.4. Production of electricity by using turbine mounted on train[e]

This journal is has a proper explanation to production electricity using wind turbine mounted on
a train at inclined position. Thus power produced can provide the electricity to the various loads
connected inside the train.

A. Selection of wind turbine

The turbine should not pan on the oscillation or the vibration into the vehicle and the turbine weight
should be balanced. For this method,s a horizontal swift turbine is used. Swift turbine is a structure
or pole mountable wind turbine with a quit operation. Traditional wind turbine generates some
noise as the wind travels the length of the blades, while the outer ring on swift acts as a diffuser.
As the wind travels down the blades it is dispersed along the outer ring, significantly reducing the
round and keeping the turbine quiet.

B. Turbine specifications

Turbine Horizontal Axis

Rated Output 1.5 KW
Annual Power Supply Up to 200KW brushless PMG

Table 2.1.Turbine Specification

C. construction

Fig. 2.14.Train with wind turbine

 D. Explanation

The wind turbine is mounted on roof surface of a train with rigid support. Three monel metal as
rod is used to provide mechanical support to swift turbine. The turbine blade is provided or covered
with vertical to provide safety from huge wind pressure. The turbine is placed in such a way that
it gets maximum support and extracts maximum power from turbine.

E. Working

When the train moves with an average speed, the wind turbine attached to it also rotates. The
turbine should be placed in such a way that the wind strikes the blades. This gives the turbine a
rotational movement. The turbine is placed along the path of the wind flow path that is mounted
on the train, then the blade rotates and energy is generated. When the train moves, the turbine
rotates and this rotational energy can be converted into electrical energy which provides power to
the various loads such as fans and lights etc. We can also store the exces change in battery which
can be used for further use.

2.3. Comparison of our project from recently designed vehicle mounted wind turbines

The present study, regarding the development of a wind power system with high output, aims at
determining how to collect the wind energy efficiently and what kind of wind turbine can guarantee
the safety of the components (rotor, shaft, and generator) and generate energy effectively from the
wind. There appears hope for utilizing the wind power in a more efficient way. For this purpose,
we choose a diffuser-type structure that is capable of collecting and accelerating the approaching
wind.

Namely, we have devised a diffuser shroud that is able to increase the wind speed from
approaching wind substantially by utilizing various flow characteristics, e.g., the generation of low
pressure region by vortex formation, flow entrainment by vortices and so on, of the inner or
peripheral flows of a diffuser shroud. Although it adopts a diffuser-shaped structure surrounding
a wind turbine like the others, the feature that distinguishes it from the others is a brim attached at
the exit of diffuser shroud. As a result, the shrouded wind turbine equipped diffuser demonstrated
power augmentation for a given turbine diameter and wind speed by a factor of about 4–5
compared to a standard micro wind turbine [a].

The power generated from the wind turbine which is mounted on cars or trains can be used many
purposes like; charging electric cars, for safe food and medicine transfer, for various loads
connected inside the train or car. Our purpose is to use this power for the loads inside passenger
bus.

2.4. Recent studies on DAWT

The performance of wind turbines can be increased by various ways. Phillips [10] describes the
various researches that have been done on the power augmentation of wind turbines. Examples of
the augmentation attempts are the application of tip vanes on the rotor blades, cylindrical
obstruction concentrators, diffusers in which the rotor is located and vortex type augmentation
devices. Phillips shows that the DAWT exhibits advantages compared to the other augmentation
Solutions.

Fig. 2.15. Impressions of DAWT'S; Grumman Aerospace, Vortec 7 and Donqi Urban Windmill

Power extraction by a wind turbine happens at the rotor surface. The power extraction is a result
of a pressure drop over the rotor plane, which will cause a force of the rotor on the incoming
flow, thrust, Fig. 2.15.

The increase of the mass flow through a DAWT can be explained according to Fig. 2.15 where it
is shown that the result of the diffuser is a lift force is exerted on the flow. This lift force is a result
of a pressure difference between the upper and lower part of the diffuser, which can be numerically
modeled as a ring vortex. With the Bio-Savart law this is coupled to an induced velocity at the
rotor plane, yielding an enhanced mass flow [17] [11].

At the trailing edge of the diffuser the wake of the turbine and the external flow will be mixed at
sub-ambient pressure, which results into an increase of energy extraction per unit of mass flow,
also called the ejector process of the DAWT [10].

Fig. 2.65. Bare WT [23] Fig 2.17. Diffuser [23] Fig. 2.18. Ejector [23]
As the gain in power of a DAWT is a function of the area ratio of the diffuser exit area and the
energy extraction area, the external shape and the inlet contraction [10]. To obtain the highest
performance each trick to avoid flow separation in the diffuser is allowed [13].

2.4.1. Advantage and disadvantage of DAWT

1. Advantage of DAWT
The researchers opt for the use of a diffuser around a wind turbine because of the following
advantages;
 Less sensitive to turbulence [10];
 Better spatial coherence [10];
 Better resistant to fatigue [10];
 Same power generation at lower torque [10];
 Lower fluctuating blade loads [11];
 Less sensitive to jaw [11];
 Less noise [11];
 Higher possible rotational speed, so reduced gear ratio [13];
 Reduction of tip losses [12];
 Less noise [22];
 Enhanced mass flow [17] [11];

2. Disadvantage of DAWT
The disadvantage of the use of a diffuser is that it increases the costs of a wind turbine significantly
[22]. Other disadvantages that have been mentioned are that its performance is highly affected by
environmental conditions [10] and the additional weight and drag at the top of the tower [20].

2.5. Main Parts of DAWT

1. Rotor

The rotor collects the kinetic energy from the wind and converts it to rotational motion. The rotor
consists of three blades and a hub which rotates about an axis (horizontal) at a rate determined by
the wind speed.
 Fig.2.19. Rotor

2. Main Shaft

The main shaft transmits the rotational energy of the rotor to the generator with the help of the
main bearing. In addition to the aerodynamic loads from the rotor, the main shaft is exposed to
gravitational loads and reactions from the main bearings and the generator shaft. The purpose of
the threaded end of the main shaft is to help detached the coupling during assembling of the main
bearing on to the shaft.

Fig. 2.21. Shaft

3. Generator

This part is what converts the turning motion of wind turbines blades into electricity. Inside this
component, coils of wire are rotated in a magnetic field to produce electricity. Different generator
designs produce either alternating current (AC) or direct current (DC), and they are available in
large range of output power ratings. The generator's rating, or size, is dependent on the length of
the wind turbines blades because more energy is captured by longer blades.
 Fig.2.21. Generator

4. Main Bearing

The main bearing supports the main shaft and transmits the reactions from the rotor loads to the
supports on the shroud. On account of the relatively large thrust (axial) and radial loads in the main
shaft and the high speed involved, the spherical roller bearing is often used, see Fig. 2.21. The
bearings are self-aligning and consequently insensitive to errors in respect of alignment of the shaft
relative to the housing and to shaft bending.

Fig. 2.22. Spherical roller bearing

5. Safety Guards

The purpose of the safety guard is to prevent the rotor from coming out of the shroud in case it
removes. Two safety guards can be installed for the inlet and exhaust.

Fig.2.23. Safety Guards

 6. Shroud

Researchers have proved that the diffuser augmented wind turbine is the most efficient wind
turbine. The wind enters the diffuser shroud at the inlet to the turbine, getting to the exit of the
turbine there is a pressure drop which creates a partial vacuum that sucks more air into the turbine,
thereby increasing the amount of wind flowing through the turbine blade and hence the output
power is increased. In addition to the power augmentation, the shroud helps in protecting the
turbine blade, the main shaft, the main bearing and the generator from external harsh conditions
like rain fall and sun shine. The base of the shroud serves as the main support of the inner
components of the turbine when mounted on top of the vehicle.

Fig.2.24. Shroud
 CHAPTER THREE

3. METHODOLOGY
In generating electricity using the wind turbine, which is mounted on the top vehicle displaces the
air which is directly in front of it. This causes the surrounding air to flow relative to the moving
vehicle in the direction opposite to that of the vehicles. The opposing air stream directly in front
of the turbine passes through the turbine blades there by providing the torque which rotates the
rotor. The rotational energy of the rotor transferred to the generator. Through the main shaft
generator is electrically connected to the charging system.

So for designing wind turbine which is mounted on the top of vehicle to generate electricity for air
conditioning , refrigerator and mobile charging we have used:
 Soft copies of different reviews
 Auto CAD
 Internet
 Text books
 Betz limit table
 Solid work soft ware

3.1. Wind Turbine Components Assembly

The components of diffuser augmented wind turbine mentioned in chapter two were designed,
including force analysis, CAD drawing and by what principle they are assembled for performing
the work. Additional standard components from various suppliers used.

Generator
Wind turbine generator is selected based on some condition. These are design rated wind speed
and 𝑐pmax value so we can calculate the rated wind speed from the air density (ƍ = 1.255𝑘𝑔/𝑚3)
and rotor swept area(A=0.154m2) the obtained rated power is 1.5𝑘𝑤. so from this calculation and
assumption the generator with output of more than 1.5kw must be chosen in order to prepare the
turbine.

Shaft
Shaft was designed to transmit power from rotor to generator which help generator to generate
electricity on the shaft there were bearing, key, and other mechanical equipment which are
mounted with the shaft to their specific function. So type of shaft we select for this purpose is steel.

Shroud
Shroud is the part of wind turbine which is installed to protect the turbine blade, main shaft, the
mean bearing and the generator from external condition like rain fall and sunshine. The base of
the shroud serves as the main support of the inner components of the turbine. The main shaft and
the generator are fastened to the supports on the base of shroud by a set of hexagonal head bolts.
Shroud creates the pressure difference which is used for increase power output. The material for
the shroud is aluminum sheet alloy because of its high strength and light weight bends to any
direction.

Fig. shroud

Rotor
The portion of the wind turbine that collects energy from the wind is called the rotor. The rotor
usually consists of two or more wooden, fiberglass or metal blades which rotate about an axis
(horizontal or vertical) at a rate determined by the wind speed and the shape of the blades.

The blade align column with the hub, then install blade on hub and lock with bolt. Put pin on the
pin slot of generator shaft and align the pin of shaft and hub then put hub on generator, install shaft
and hub with nut. The blades are attached to the hub, which in turn is attached to the main shaft.
 CHAPTER FOUR
4. DESIGN ANALYSIS

When we come to the design analysis, the first thing that must come to our mind is “how much
power is needed?” The power generated from the wind turbine is used for TV, fan, refrigerator
and mobile phone charger at every seat of the passengers.

The best w ay to answer the above question is to look at power consumption of these differentn
appliances, which measure of how much power they use in watts. The following list points out
typical values for the wattage of some selected devices which we are going to use them inside the
vehicle.

Appliance Minumum Maximum

25 Inch Color TV 150 W 150 W
Ceiling Fan 25 W 75 W
Refrigerator 150 W 400 W
Mobile Phone Charger 2W 6W
𝑇𝑎𝑏𝑙𝑒. 4.1. List of the power consumption of typical household appliances (Source; daft
logic.com))

When we are going to calculate the total power needed, first we have to know the number of
devices and their maximum power consumption.

1. TV- two TVs inside bus; one is at the front and the other at the middle.
150𝑊 ∗ 2 = 300𝑊

2. Fan- three fans are used; one at the front one at the middle and the last is at the back.
75𝑊 ∗ 3 = 225𝑊

3. Refrigerator- one refrigerator is enough.

400𝑊

4. Mobile phone charger; a bus may have a maximum number 60 seats.

6𝑊 ∗ 60 = 360𝑊

The total power consumption is 1.225𝐾𝑊. To avoid shortage of power we assumed the total
power of 1.5𝐾𝑊.
Assumption:
 Power needed = 1.5𝑘𝑤
 Average Speed =75𝑘𝑚/ℎ𝑟 = 20.8334𝑚/𝑠
 Minimum speed = 30𝑘𝑚/ℎ𝑟 = 8.334𝑚/𝑠
 Maximum speed= 120𝑘𝑚/ℎ𝑟 = 33.334𝑚/𝑠
 Augmentation =1.38, EAR =2.22 (Research conducted by Phillips in 2006)

4.1. Design of rotor

4.1.1. Rotor area calculation

It is assumed that the velocity of the natural wind is zero (still air), and hence the velocity of the
air current flowing around the moving vehicle is equal to the vehicle’s velocity. Also, the density
of air is assumed to be 1.225𝑘𝑔/𝑚3(the standard atmospheric value).

Calculating area of the rotor from the assumed power, speed and augmentation.

Fig. 4.1 Graph of Tip Speed Ratio against Power Coefficient

The maximum tip speed ratio is given by:

4𝜋
𝜆 =𝐵
𝜆 = 4.189
From the graph above, 𝜆 = 4.189 correspond to a power coefficient: 𝐶P= 0.38
With an augmentation of 1.38, 𝐶PS= 1.38 + 0.38 = 1.76, where CPS is shaft power coefficient
 1
Kinetic Energy (𝐾𝐸) =2 𝑚𝑣 2
Mass flow rate(𝑚) = 𝜌𝐴𝑉 3
1
Wind power (𝑃W) = 𝐾𝐸, 𝑃W=2 𝜌𝐴𝑉 3
1
𝑃S=2𝜌𝐶Ps𝐴𝑉 3

2𝑃𝑠
𝐴R =
𝑐𝑝 𝑠ρv3

𝐴R = 0.154𝑚2

4.1.2. Rotor diameter and radius

Assumed number of blade on the rotor is three.

𝜋𝑑 2
𝐴R = ………………………………………………………………………..(a)
4

4𝐴
𝑑2 = 𝜋 𝑅
d= 0.443m

4.1.3. Torque on the rotor

λV
𝑃S= 𝑇𝜔 𝜔 = 𝑅
𝑃𝑠
T= ω
𝐷
R= 2 = = 0.443 ∗ 0.5 = 0.2215𝑚

𝜔= = =393.94 rad/s= 3761.072𝑟𝑝𝑚

4.189∗20.834

0.2215

1500
𝑇 = 393.94 = 3.81𝑁𝑚

4.2. Diffuser Design

A research conducted by Phillips (2006) reveals that an augmentation of 1.38 is achievable by a
diffuser of Exit Area-Ratio (EAR) of 2.22 and an overall length to diameter meter (L/D) of 0.35.
these values are used for the diffuser design.
𝐴𝐸
EAR = 𝐴𝐼
 𝜋𝐷 2 𝜋𝐷 2
Where, 𝐴𝐸 = , 𝐴I= are the exit and inlet areas of the diffuser Respectively.
4 4

With a diffuser inlet diameter (DI) of0.483 𝑚, since diameter of the rotor (𝑑) = 0.443𝑚 and
Between the rotor and the diffuser is 2𝑐𝑚.

𝜋𝐷 2
𝐴I= = Π ∗ 0.4832/4 = 0.183𝑚2
4

𝐴E= 𝐴I∗ 𝐸𝐴𝑅 = 0.183 ∗ 2.22 = 0.406𝑚2

From above, the exit diameter (𝐷𝑒) of the diffuser is:

4∗𝐴𝐸 4∗0.406
𝐷𝐸 =√ =√ = 0.719𝑚
𝜋 𝜋

The diffuser is therefore having an inlet and outlet diameters of 483 𝑚𝑚 and 719𝑚𝑚 respectively.
The length of the diffuser is taken to be 500 mm for it to cover the whole span of the turbine.

4.3. Determination of power

It’s assumed that the velocity of natural wind is zero and hence the velocity of air current flowing
Around moving vehicle is equal to the vehicle velocity and density of the air assumed to be
1.225𝑘𝑔/𝑚3(standard atmospheric value)

When Calculating power at assumed speed:

 Power at average wind speed (𝑣 = 20.834𝑚/𝑠)
1
𝑃S =2 *1.76 ∗ 1.225 ∗ 0.154 ∗20.8343
1501W
 Out power at minimum speeds (𝑃O)𝑚𝑖𝑛
1
𝑃O =2𝜂total𝐶PS𝜌𝐴𝑉 3
= 0.5 ∗ 0.95 ∗ 1.76 ∗ 1.225 ∗ 0.154 ∗ 8.3343
=91.3W
 Power output at average speed (𝑃O)𝑎𝑣𝑔,
𝜂total = 𝜂trans+𝜂gen = 1 ∗ 0.95
0.5 ∗ 0.95 ∗ 1.76 ∗ 1,225 ∗ 0.154 ∗ 20.83343
=1426W
  Power output at maximum speed(𝑃O)𝑚𝑎𝑥
1
𝜂total𝐶PS𝜌𝐴𝑉 3
2
0.5 ∗ 0.95 ∗ 1.76 ∗ 1.225 ∗ 0.154 ∗ 33.3343
5841.5 W

 Wind power at maximum speed, 𝑉 = 33.334𝑚/𝑠

1
𝑃W = 2𝜌𝐴𝑉 3
0.5 ∗ 1.225 ∗ 0.154 ∗ 33.3343
493.75𝑊
 Rotor power at maximum speed, 𝑉 = 33.334𝑚/𝑠
1
𝐶𝑃𝑆𝜌𝐴𝑉 3
2
0.5 ∗ 1.76 ∗ 1.225 ∗ 0.154 ∗ 33.3343
= 6149𝑊

4.3.1. Power curve

The power output of a wind rotor is directly proportional to the cube of wind speed. The power
curve of a wind turbine is a graph that indicates how large the electrical power output will be for
the turbine at the different wind speeds.

A power curve does not tell you how much power a wind turbine will produce at a certain average
wind speed, since the energy content of the wind varies very strongly with the wind speed.

Fig. 4.2 Graph of Speed of Car against Shaft Power

This graph shows a power curve for a typical small wind turbine which will be installed on the fast
moving vehicle having a capacity to produce up to 6kw.

4.4. Blade Design

We assumed the chord length (𝐶) = 0.2𝑚
According to NACA 23021 has specify the blade thickness (b) which has the value 21% of the
Cord length 𝑏 = 21%𝐶.
21 ∗ 0.2
b= 100 = 0.042𝑚

4.4.1. Angle of twist

𝜋𝑅𝑁
𝑇𝑎𝑛ɸ = 𝑉
−1 𝜋𝑅𝑁
ɸ= tan ( 𝑉 )
−1 Π∗0.2215∗3761.072
ɸ = tan ( 20.834
)
ɸ = 89.5°

4.4.2. Force on the airfoil shape

 Lift and drag force
We assume angle of attack 15°. so we get 𝐶D (coefficient of drag) and 𝐶L (coefficient of lift) from
the graph of CL and CD versus angle of attack for NACA 23021.
𝐶𝐿 = 1.6
𝐶𝐷 = 0.01
When we calculate lift and drag force
1
𝐹L=2 𝐶L𝜌𝑉 2 𝐴𝑡
At = 𝐶 ∗ 𝑏 = 0.0028𝑚2
𝐹L=0.5 ∗ 1.6 ∗ 1.225 ∗ 20.83342 ∗ 0.0028
𝐹L = 11.89𝑁

1
𝐹D=2 𝐶D𝜌𝑉 2 𝐴𝑡
𝐹D= 0.5 ∗ 0.01 ∗ 1.225 ∗ 20.83342 ∗ 0.02797
𝐹D=0.0744 N

The thrust 𝐹rt is the resulting axial force on the rotor and arises from aerodynamic forces which are
assumed to be linear with r. Thrust imposes a shearing force as well as a bending moment on a
rotor blade at the hub.
Therefore thrust on each blade:
𝐹 = 𝐹𝐿𝑐𝑜𝑠(90 − ɸ) – 𝐹𝐷𝑠𝑖𝑛 ( 90 − ɸ)
= 11.89 𝑐𝑜𝑠(90 − 89.5) − 0.0744𝑠𝑖𝑛(90 − 89.5)
= 11.89𝑁 ≈ 12𝑁

The total thrust on the three of the blades is:

= 12𝑁 ∗ 3
= 36𝑁

4.5. Force and Stress analysis of the rotor

Thrust coefficient (𝐶T) = 0.525
8
Axial force coefficient (𝐶X) =9
ɷx= 393.94𝑟𝑎𝑑/𝑠
ɷz= 0.6
Mass of one blade=2700 ∗ 0.0084 ∗ 0.2215 = 5.02𝑘𝑔

4.5.1. Force analysis of the blade

A wind turbine operates when the wind exerts axial force on its rotor. These forces are transferred
to the load and the interplay between rotor and load causes various moments and forces in each
part of the turbine structure.

The loads on a rotor blade arise from:

 Aerodynamic forces: Torque and Thrust
 Mass forces: Weight and Inertia

1. Aerodynamic Forces
The rotation of the rotor is caused by moments acting on the rotation axis of the rotor (rotor shaft).

r=Radius 𝑉𝑤 = Wind Velocity T(δr) = Thrust at r

W=Relative Velocity β = Angle of Incidence R(δr) = Reaction at R
U(δr) =Blade Velocity at r α = Angle of Attack
  Torque

The torque on the rotor is the resulting moment on the rotor axis of the assumed uniformly
distributed aerodynamic forces on the blades. The torque T can be calculated from:
1
T=2 𝜋𝐶𝑇 𝑉 2 𝑅 3
When neglecting the inertia of the rotor shaft with respect to the inertia of the rotor, the torque
imposes no moment on the rotor shaft and as a consequence no bending moment on the rotor hub.

Fig.4.5Acceleration forces on a blade element of a rotor blade

Where the first moment of inertia of a blade (Jb) [kg-m] is given by:

With the above equation we obtain:

With the above equation this can be written as

 Thrust
The thrust Frt. is the resulting axial force on the rotor and arises from aerodynamic forces which
are assumed to be linear with r. Thrust imposes a shearing force as well as a bending moment on
a rotor blade at the hub.

The shearing force per blade Fsh can be calculated from:

The bending moment can be calculated from (bending moment acts at 2/3 of R (radius of the
Rotor))

This bending moment acts at 2/3 of R (radius of the Rotor)

2. Mass Forces

 Gravity or weight
The weight of a blade imposes a bending moment Mbg, a tangential force Fbgt, and a radial force
Fbgr upon the rotor blade at the hub.

Fig 4.6. Co-ordinate systems for rotor blades

Using the co-ordinate system from fig above forces and moments due to weight can be expressed
as:
𝑀bga = −𝑚𝑔𝐿𝑠𝑖𝑛𝜃
𝑀bgt = −𝑚𝑔𝑠𝑖𝑛𝜃
𝑀bgr = 𝑚𝑔𝑐𝑜𝑠𝜃

 Inertia (Gyroscopic effect)

Simultaneous yawing of the head of the rotor and turning of the rotor imposes inertial forces and
moments on the rotor blades. The equations for these forces and moments is given below
Axial force: 𝐹ia = 2𝑐𝑜𝑠𝜃 ɷxɷz𝐽b

Tangential force: 𝐹it= 𝑠𝑖𝑛𝜃𝑐𝑜𝑠𝜃ɷz2 𝐽b

Radial force: 𝐹ir= ɷx2𝐽b+𝑠𝑖𝑛𝜃 2 ɷz2 𝐽b
Moment on the axial axis: 𝑀bia=
Moment on the tangential axis: 𝑀bit= 2𝑐𝑜𝑠𝜃 ɷxɷz𝐼b
4.5.2 Stresses on the rotor at the hub

Due to the loads calculated in section 4.5.1 bending, shearing and tensile stresses occur at the hub
of a rotor blade. Assuming that the rotor has a projected area At and a moment of inertia Is.

1. Shearing stress
Axial and tangential forces act in a plane perpendicular to the rotor. Since axial and tangential
forces are perpendicular, the resulting shearing stress can be calculated:

√(∑𝐹𝑎)2 + (∑𝐹𝑡)2
𝜏= 𝐴𝑡
This shearing stress τ is a function of θ and is assumed to be constant over the cross section.

2. Tensile stress
Radial forces on a rotor blade cause a tensile stress σ t which can be calculated from:

Fig.4.7. Moments in the rotor blade at the hub

Axial and tangential moments are perpendicular in a plane perpendicular to the rotor blade axis,
hence the resulting bending moment.

𝑀tot can be calculated:

𝑀tot =√(∑𝑀𝑎)2 + (∑𝑀𝑡)2

The resultant bending moment 𝑀tot, causes bending stress σ b in the rotor spoke at the hub:
𝑌
σ b = 𝑀tot *
𝐼𝑠

Where; Y is the distance from the neutral axis of the rotor to the outer fiber.

This bending stress σ b is a function of 𝜃.For arbitrary cross sections, the moment of inertia Isis
directional and σ b depends on the direction of 𝑀tot.
4.5.3. The combined stresses

The combined effect of shearing stress σ, tensile stress σ t and bending stress σ b is given by:
σ Comb =√(𝛔 b + 𝛔 t)2 + 3𝜏 2

The design of the rotor spoke is based on the forces and moments which results from the wind
speed, the gyroscopic effect and the weight of the rotor.

4.6. Calculation of the loads on the rotor blades

4.6.1. Forces

(a)Axially
 Thrust:
𝑅2
𝐹bt= 𝐶T∗ 1/2 ∗ 𝑉 2 ∗𝜋* 𝐵
0.22152
0.525 ∗ 0.5 ∗ 1.225 ∗ 20.8342∗𝜋 ∗ 3
11.88𝑁

 Inertia (gyroscopic effect):

𝐹𝑏𝑖 = 2𝑐𝑜𝑠θ ∗ ɷx∗ ɷz∗ 𝐽b

0.2215
5.02 ∗ = 0.556𝐾𝑔𝑚
2
𝐹 t= 2𝑐𝑜𝑠θ ∗ 393.94 ∗ 0.6 ∗ 0.556
262.842𝑐𝑜𝑠θ𝑁
(b)Tangentially

 Torque:
𝐹bqt= 𝐶T∗ 1/2 ∗ p ∗ 𝑉2∗ 𝜋 ∗ 𝑅3∗ 𝐽b/(𝐵 ∗ 𝐼b)

0.22152
5.02 ∗ = 0.082𝑘𝑔𝑚2
3
0.556
𝐹bq= 0.525 ∗ 0.5 ∗ 1.225 ∗ 20.8342 ∗ 𝜋 ∗ 0.22153 ∗3 ∗ 0.082 = 10.77𝑁

 Weight:
𝐹bgt= −𝑚𝑔𝑠𝑖𝑛θ = 5.02 ∗ 9.81𝑠𝑖𝑛θ = 49.25𝑠𝑖𝑛θ𝑁
  Inertia:
𝐹bit= ɷz2∗ 𝐽b∗ 𝑠𝑖𝑛θ 𝑐𝑜𝑠θ = 0.62 ∗ 0.556 ∗ 𝑠𝑖𝑛θ𝑐𝑜𝑠θ = 0.2 𝑠𝑖𝑛θ 𝑐𝑜𝑠θ 𝑁

(c) Radially

 Weight:
𝐹bgr= 𝑚𝑔𝑐𝑜𝑠θ = 5.02 ∗ 9.81𝑐𝑜𝑠θ = 49.25𝑐𝑜𝑠θ𝑁

 Inertia:
𝐹bir= Ω𝑥 2 𝐽b+ 𝑠𝑖𝑛2θ ∗Ω𝑧 2 𝐽b
393.942∗ 0.556 + 0.62 ∗ 0.556𝑠𝑖𝑛2 θ
(86284.93 + 0.2𝑠𝑖𝑛2 θ) 𝑁

4.6.2. Moments

(a) Axially

 Weight:
𝑀bga= −𝑚𝑔𝐿𝑠𝑖𝑛 θ
where 𝐿 = 2/3𝑅 = 0.148m
5.02 ∗ 9.81 ∗ 0.148𝑠𝑖𝑛 θ = 7.29 𝑠𝑖𝑛 𝑁𝑚

 Inertia:
𝑀bia= 𝑠𝑖𝑛 ∗ 𝑐𝑜𝑠 θ ∗Ω𝑧 2 𝐼b
3.2 𝑠𝑖𝑛 θ ∗ 𝑐𝑜𝑠 θ ∗ 0.62 ∗ 0.082
0.0295 𝑠𝑖𝑛 θ 𝑐𝑜𝑠 θ 𝑁𝑚

(b)Tangentially

 Thrust:
𝑅3
𝑀bgt= 1/3 ∗ 𝐶t∗ p ∗ 𝑉 2 ∗𝜋 ∗ 𝐵
1
∗ 0.525 ∗ 1.225 ∗ 20.8342∗𝜋 ∗ 0.22153/3
3
1.059𝑁𝑚

 Inertia:
𝑀bit= 2 ∗ 𝐼b∗ 𝑐𝑜𝑠 θ ∗Ωx∗Ωz
2 ∗ 0.082 ∗ 𝑐𝑜𝑠 θ ∗ 393.94 ∗ 0.6
38.76𝑐𝑜𝑠 𝑁𝑚
The above calculated values of forces and moments are all in terms of θ.Thus for design purposethe
maximum value bending moment is used. Therefore take the value of θ for which the derivative
of the total moments will be come to Zero .i.e. σ𝑀tot/ σ θ =0

1
𝑀tot= ((∑𝑀𝑎)2 + (∑𝑀𝑡)2 )2
∑𝑀a = 7.29 𝑠𝑖𝑛 θ 𝑁𝑚 + 0.0295 𝑠𝑖𝑛 θ 𝑐𝑜𝑠 θ 𝑁𝑚
∑𝑀t = 1.059𝑁𝑚 + 38.76𝑐𝑜𝑠 𝑁𝑚 θ
1

𝑀Mot= ((7.29 𝑠𝑖𝑛 θ 𝑁𝑚 + 0.0295 𝑠𝑖𝑛 θ 𝑐𝑜𝑠 θ 𝑁𝑚) + (1.059Nm + 38.76cos θ Nm)
22

Therefore, after solving the value of θ which brings σ𝑀tot/ σ θ =0the value of θ is found to be
θ = 88.610

Now substituting all this value into force and moment equation above taking the magnitude i.e.
positive values above gives

∑ 𝐹a= 293.53𝑁
∑ 𝐹t= 61.132𝑁
∑ 𝐹r = 775995.744𝑁

Therefore, the shearing stress can be calculated using equation 4.19 a

4.7. Shaft Design

Assume the 𝑇max occurs when the bus moves with 120 𝑘𝑚/ℎ𝑟=33.334 𝑚/𝑠

𝑃 = 1/2 ∗ 𝑐ps∗ ƍ ∗ 𝐴 ∗ 𝑉3= 1/2 ∗ 1.76 ∗ 1.225 ∗ 0.154 ∗ 33.3343

𝑃 = 6148.962 ≈ 6.149𝑘𝑤
𝑇max= 𝑃max/ɷ
𝑇max= (6.149 𝑘𝑤)/(394.94 𝑟𝑎𝑑/𝑠𝑒𝑐) = 15.6 𝑁𝑚
Maximum permissible shear stress for shaft with allowance for key ways, [machine design]
𝜏shaft= 42 𝑁/𝑚𝑚2
𝑇shaft= 15.6 𝑁/𝑚
τshaft= 16𝑇/𝜋ds3
ds3 = (16 ∗ 15.6 ∗ 103 𝑁/𝑚𝑚)/ (𝜋 ∗ 42 𝑁/𝑚𝑚2) = 12.37 𝑚𝑚 ≈ 20 𝑚𝑚
𝐹 = 𝑇/𝑟
𝐹 = 15.6 ∗ 103 /20 = 780 𝑁
Σ𝑀O= (780 ∗ 0.076) + (𝑅2∗ 0.185) = 0
−𝑅2= 59.28/0.185
𝑅2= 320.43 𝑁
𝑅1= 780 − 320.43
𝑅1= 459.57 𝑁

When we evaluate shear force, bending moment at distance on the shaft respectively.

0 0.076 0.261
V(N) -780 320.43 ------
M(Nm) 0 -59.28 0

Table 4.2 shear force and bending moment

Load Diagram
 Figure 4.8 bending and shear diagram

𝐹. 𝑆 = 𝑆tu/𝜎b= 59.28 𝑁/𝑚𝑚2

𝐹. 𝑆 = 300𝑀𝑝𝑎/59.28𝑀𝑝𝑎
𝐹. 𝑆 = 5.06 ≈ 5
According to 𝑆𝐴𝐸1006𝐻𝑅 (Carbon steel) with an 𝑆𝑢𝑡 = 300 𝑀𝑝a is chosen for shaft.

4.8. Selection of bearing

Depending up on the direction of the load supported, bearing can be; a) radial

b) Thrust bearing
 So load is perpendicular to the direction of motion of moving element for this purpose the
type of bearing we used is radial bearing.
 Load on the journal
𝑅1= 459.75𝑁
𝑁 = 393.943 𝑅𝑝𝑚
First of all, let’s find the length of journal, by assuming its diameter based on the diameter
of the Shaft

Diameter of shaft= 20 𝑚𝑚
We can assume Diameter of bearing= 20 𝑚𝑚
𝐿 = 1.6𝑑 = 1.6 ∗ 20 𝑚𝑚
𝐿 = 32 𝑚𝑚
The life of bearing from 100000 𝑡𝑜 200000 ℎ𝑟 is recommended
Let’s take 𝑙h= 50000 ℎ𝑟
The life of bearing is revolution
𝐿 = 60𝑁𝑙h
𝐿 = 60 ∗ 393.94 ∗ 50,000
𝐿 = 1181.7 ∗106 rev

Then dynamic equivalent load (𝑃d)

𝑃𝑑 = 𝑋𝑉𝑅 + 𝑌𝐹t
For rotating inner race bearing
𝑌 = 0.525 𝑉 = 1 𝑋 = 1 𝑅2= 320.43 𝑁
𝐹𝑡 = 36 𝑁The total thrust on the three blades
𝑃d= 1 ∗ 1 ∗ 320.43 + 0.525 ∗ 36
𝑃d= 339.33 ≈ 340 𝑁
𝐶 = 𝑃𝑑 ∗ 𝑓𝑙/𝑓n
For design life of 50000ℎ𝑟, 𝑓𝑙 = 2.456, 𝑓𝑛 = (0.03 ∗ 393.94)-0.3= 0.4767
𝐶 = 340 ∗ 2.456/0.4767
𝐶 = 1751.82 𝑁
Summary for data selected spherical bearing, bearing number21304 𝐸, double roll, cylindrical
roll, spherical bearing

4.9. Generator selection

Wind turbine generator was selected according to the design rated wind turbine speed and Cpmax.

Design rated wind speed when

1
𝑃rated=2∗ 𝛿 ∗ 𝐴 ∗ ƍ 𝐶pmaxVrate3

𝑉rate= 𝑉max= 33.334𝑚/𝑠

𝐶psmax= 𝐶𝑝 + 𝑎𝑢𝑔𝑚𝑒𝑛𝑡𝑎𝑡𝑖𝑜𝑛 = 0.38 + 1.38 = 1.76
𝑃𝑟𝑎𝑡𝑒𝑑 = 1/2 ∗ 1.225 ∗ 0.154 ∗ 1.76 ∗ 33.3343
𝑃rated= 6148.96 𝑤 = 6.15 𝐾𝑊

So depend on this calculation and the above assumptions a generator with maximum power output
of more than 6.15 KW was chosen, in order to prepare the turbine for the future experiments with
different components.
𝑃e= 𝜂g∗ 𝜂t∗ 𝑃𝑠MAX
For direct transmission (with no gear box)
 𝜂g= 0.8𝜂t= 1
𝑃e= 0.8 ∗ 1 ∗ 6.15𝑘𝑤
𝑃e= 4.92𝑘𝑤

4.10. Design of couplings

We assumed; Shear stress for shaft, bolt and key material = 40 𝑀𝑃𝑎
Crushing stress for bolt and key = 80 𝑀𝑃𝑎
Shear stress for cast iron = 8 𝑀𝑃𝑎

4.10.1. Design of hub

The hub is designed by considering it as a hollow shaft, transmitting the same torque (T) as that
of a solid shaft.

The outer diameter of hub is usually taken as twice and the length of hub is taken as 2/3 of the
Diameter of shaft. Therefore from the above relation, the induced shearing stress in the hub may
Be checked.

The length of hub (L) is taken as 1.5 𝑑.

The outer diameter (D) is taken as 2𝑑
Maximum torque occurs when the vehicle travels at maximum velocity (𝑉 = 120𝐾𝑚/ℎ𝑟),
𝑇MAX = 15.6𝑁𝑚 𝑎𝑡 120𝑘𝑚/ℎ𝑟
𝐷 = 40𝑚𝑚
𝐿 = 30𝑚𝑚
Checking for the induced shear stress for the hub material, which is cast iron. Considering the hub
as a hollow shaft.

3.925𝑀𝑃𝑎

Since the induced shear stress for the hub material (i.e. cast iron) is less than the permissible value
of 8 𝑀𝑃𝑎, therefore the design of hub is safe.
4.10.2. Design of key

The key is designed with usual proportions and then checked for shearing and crushing stresses.
The material of key is usually the same as that of shaft. The length of key is taken equal to the
length of hub.
Since the crushing stress for the key material is twice its shear stress (i.e. 𝜏ck= 2𝜏k), therefore
square key may be used. From Table of Proportions of standard parallel, tapered and gib head
keys, we find that for a shaft of 20 𝑚𝑚 diameter,

Shaft diameter Key cross- Key cross- Shaft diameter Key cross- Key cross-
in section section in section section
(mm) up to Width(mm) Thickness(mm) (mm) up to Width(mm) Thickness(mm)
and and
including including
6 2 2 85 25 14
8 3 3 95 28 16
10 4 4 110 32 18
12 5 5 130 36 20
17 6 6 150 40 22
22 8 7 170 45 25
30 10 8 200 50 28
38 12 9 230 56 32
44 14 10 260 63 32
50 16 11 290 70 36
58 18 12 330 80 40
65 20 13 380 90 45
75 22 14 440 100 50
Table.4.3. Proportions of standard parallel tapered and gib head keys

We take key for 22𝑚𝑚 diameter which is approximately near our 20𝑚𝑚 diameter.
Width of key, 𝑤 = 8 𝑚𝑚
And thickness of key, 𝑡 = 7 𝑚𝑚
The length of key ( l) is taken equal to the length of hub.
𝑙 = 𝐿 = 30 𝑚𝑚
Checking the induced stresses in the key by considering it in shearing and crushing, considering
the key in shearing. We know that the maximum torque transmitted (𝑇𝑚𝑎𝑥),
15.6 × 103 = 𝑙w ∗ 𝜏k∗ 𝑑/2 = 30 ∗ 8 ∗ 𝜏k∗ 20/2
𝜏k= 15.6 × 103/2400
𝜏k= 6.5𝑀𝑃𝑎
Considering the key in crushing,
𝜏ck= 2𝜏k= 2 ∗ 6.5 = 13𝑀𝑃𝑎
Since the induced shear and crushing stresses in the key are less than the permissible stresses,
therefore the design for key is safe.

4.10.3. Design of flange

A flange coupling usually applies to a coupling having two separate cast iron flanges. Each Flange
is mounted on the shaft end and keyed to it. The faces are turned up at right angle to the axis of
the shaft. One of the flanges has a projected portion and the other flange has a corresponding
recess.

The flange at the junction of the hub is under shear while transmitting the torque. Therefore, the
Torque transmitted,

T = Circumference of hub × Thickness of flange × Shear stress of flange × Radius of hub

𝑇 = 𝜋 ∗ 𝐷 ∗ 𝑡f∗ 𝜏c𝐷/2
The thickness of flange (𝑡f) is taken as 0.5 𝑑.
𝑡f= 0.5 𝑑 = 0.5 ∗ 20 = 10𝑚𝑚

Checking for the induced shear stress in the flange is considering the flange at the junction of the
hub in the shear.
𝑇 = 𝜋 ∗ 𝐷2/2 ∗ 𝜏c∗ 𝑡f
The maximum torque transmitted (𝑇max= 15.6𝑁𝑚),
15.6 ∗ 103= 𝜋 ∗ 402/2 ∗ 𝜏c ∗ 10
𝜏𝑐 = 15.6 ∗ 103∗ 2 𝜋 ∗ 402∗ 10
𝜏c= 0.621𝑀𝑃𝑎
Since the induced shear stress in the flange is less than 8 𝑀𝑃𝑎, therefore the design of flange is
safe.

4.10.4. Design of bolts

1. Bolts for the flange

The bolts are subjected to shear stress due to the torque transmitted. The number of bolts (𝑛)
Depend upon the diameter of shaft and the pitch circle diameter of bolts (𝐷1) is taken as 3d and
d1 be nominal diameter of the bolt. We know that;
Load on each bolt = 𝜋/4 ∗ (𝑑1)2∗ 𝜏b
 Total load on all the bolts= 𝜋/4 ∗ (𝑑1)2∗ 𝜏b∗ 𝑛

And torque transmitted, 𝑇 = 𝜋/4 ∗ (𝑑1)2∗ 𝜏b∗ 𝑛 ∗ 𝐷1/2

From Table 4.3. Number of bolts for marine type flange coupling.
[According to be: 3653 – 1966 (Reaffirmed 1990)]

Shaft 35 to 55 56 to 150 151 to 230 231 to 390 Above 390

diameter(mm)
No. of bolts 4 6 8 10 112
Table 4.4. Number of bolts for marine type flange coupling

Since the diameter of our shaft is 20mm, therefore the number of bolts on the flange may be
4(𝑛 = 4).
Pitch circle diameter of bolts, 𝐷1= 3𝑑 = 3 ∗ 20 = 60𝑚𝑚

The bolts are subjected to shear stress due to the torque transmitted. We know that the maximum
torque transmitted (𝑇max),

𝑇max =4 *d12 * 𝜏b∗ 𝑛 ∗

𝜋 D1
2
80
𝜋
15.6 ∗103 = =4 *d12 * 40∗ 4 ∗ 2
d1 = 15.6 ∗10 = 3.11mm
2 3

𝑑1= 1.762 ≡ 2𝑚𝑚

Assuming coarse threads, the nearest standard size of bolt is 𝑀2. But 𝑀2 is small we used 𝑀4
Other proportions of the flange are taken as follow:
Outer diameter of the flange,
𝐷2 = 4 𝑑 = 4 × 20 = 80𝑚𝑚

There are two flanges, for the rotor and for the generator and the total number bolts on the flanges
are 8bolts.

2. Bolts for the attachment of diffuser on the vehicle

The number of bolts to attach the diffuser on the vehicle is 𝑛 = 14, and for the Safety Guards of
the inlet and outlet of the diffuser the numbers of bolts are 𝑛 = 8. Totally we need 24 bolts; the
bolts used for the flanges are also used here.
 CHAPTER FIVE

5. SUMMARY, CONCLUSION AND RECOMMENDATIONS

5.1. CONCLUSION
The wind turbine is appropriately designed to extract maximum amount of energy from the wind
to power the car. Through the theoretical calculation on the power generated from the wind, a
significant amount of electrical power (about1.51 kW) is used for TV, air conditioning, refrigerator
and mobile charging when the car is moving at high speed.

Producing electricity used for air conditioning, refrigerator and mobile charging from wind turbine
that will be mounted on the top of the vehicle. When vehicle is in fast motion is specialized subject
and will be carried out by engineers who consider the current design codes and practice, quality,
life time and stress analysis.

A portable horizontal axis diffuser augmented wind turbine is adopted for the design since that is
able to produce a higher power output as compared to the conventional bare type wind turbine.
The air current is generated by the vehicle when it begins to move forward.

Vehicle frame is provided on the roof of the car to serve as a support for the turbine. Because of
diffuser augmented wind turbine is: less sensitive to turbulence, better resistance to fatigue, same
power generation at low torque, lower fluctuating blade loads and etc. Satisfying people by adding
more comfort inside the vehicle by providing more comfortable room temperature in the vehicle,
mobile chargers in every seat, cold drinks by using refrigerators and also a full time entertainment
by providing movies to watch. In order to provide those needs, first we need more electrical power
independent of the vehicles alternator. If we use the vehicle alternator it will apply more load on
the engine, means more engine power and more fuel is used, that is the last thing we want. This
left us another way to find more reliable, ecofriendly, efficient and durable system of ours which
is generating electric power in a moving vehicle using wind turbines on the top of the vehicle.
Using a renewable power source has a big advantage to our surrounding in so many ways and also
it is more efficient to deliver the power we need for the system in the vehicle.

The selection of materials for a machine part or structure member is one of the most important
decisions that the designer has to make. Methods for estimating stresses and deflection of machine
member are based on the properties of the materials from which members will made.
We select materials not only for stress and deflection design but also for filling gaps, space, or for
as the tics qualities to resist corrosion. For the selection of materials the physical, mechanical,
chemical, and their manufacturing process are the most important decision the designer has to
make.

Depending on load, bending moment, environment it faced, we select the material. Type of
material we select, density, volume which related to its mass we can determine the cost of material.
So when we design any machine determining its cost is very important.
The project design is considering all criteria for a good quality and life time. For this reasons the
design done by considering the following and have long life and our design are safe

 Blade thickness
 Standard flange, material selection
 Battery selection
 Safety factor

Concerned on this project our hope is to working new design for vehicle which is more and more
prove the problem occurs around comfortably inside the vehicle.

5.2. RECOMMONDETION

MY objectives are generating electricity using wind turbine for making inside of the vehicle
comfortable, especially we focused on generating the electricity which used for air conditioning,
refrigerator and mobile charging. After performing the software analysis of each modification
proposed in this thesis, further research should be made.

Concerned on this project our hope is to work new design for vehicle which solve the problem that
occurs around comfortably inside the vehicle.
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