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Research Papers

Fluid–Structure Interaction Modeling for Fatigue-Damage Prediction in Full-Scale Wind-Turbine Blades

[+] Author and Article Information
Y. Bazilevs

Department of Structural Engineering,
University of California–San Diego,
La Jolla, CA 92093
e-mail: yuri@ucsd.edu

A. Korobenko, X. Deng, J. Yan

Department of Structural Engineering,
University of California–San Diego,
La Jolla, CA 92093

1Corresponding author.

Contributed by the Applied Mechanics Division of ASME for publication in the JOURNAL OF APPLIED MECHANICS. Manuscript received February 18, 2016; final manuscript received March 17, 2016; published online April 6, 2016. Editor: Yonggang Huang.

J. Appl. Mech 83(6), 061010 (Apr 06, 2016) (9 pages) Paper No: JAM-16-1092; doi: 10.1115/1.4033080 History: Received February 18, 2016; Revised March 17, 2016

This work presents a collection of advanced computational methods, and their coupling, that enable prediction of fatigue-damage evolution in full-scale composite blades of wind turbines operating at realistic wind and rotor speeds. The numerical methodology involves: (1) a recently developed and validated fatigue-damage model for multilayer fiber-reinforced composites; (2) a validated coupled fluid–structure interaction (FSI) framework, wherein the 3D time-dependent aerodynamics based on the Navier–Stokes equations of incompressible flows is computed using a finite-element-based arbitrary Lagrangian–Eulerian–variational multiscale (ALE–VMS) technique, and the blade structures are modeled as rotation-free isogeometric shells; and (3) coupling of the FSI and fatigue-damage models. The coupled FSI and fatigue-damage formulations are deployed on the Micon 13M wind turbine equipped with the Sandia CX-100 blades. Damage initiation, damage progression, and eventual failure of the blades are reported.

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References

Figures

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Fig. 1

Axial chord-length and twist-angle distribution for the CX-100 blade. The airfoil profiles used along the blade axis are also indicated.

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Fig. 2

NURBS mesh of the CX-100 blade cut at a 4 m station to show the position of the shear web together and airfoil profile at this section. Laminate stacking at the leading edge, trailing edge, spar cap, and shear web zones is also shown.

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Fig. 3

Cycle count versus date for the fatigue test of the CX-100 blade. Triangular points indicate the calibration stations at which the simulation results for damage growth and acceleration history were compared to fatigue test data. The use of the DDDAS concept enabled accurate prediction of blade-damage growth and final failure.

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Fig. 4

Decomposition of the rotor motion into three 120 deg segments. Simulation of the full machine with three blades for only 1/3 of the revolution is equivalent to simulating asingle blade for a full revolution, from the standpoint of obtaining a full blade-stress time history for driving the fatigue-damage model.

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Fig. 5

Time history of the blade-tip deflection at 100,000, 10,000,000, and 100,000,000 cycles

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Fig. 6

Isocontours of air speed (in m/s) on a plane cut after 100,000 (left) and 150,000,000 (right) cycles. The right graphic corresponds to the cycle right before the blade failure. Largebending deformation is due to significant loss of blade stiffness.

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Fig. 7

Damage index D1 in the DBM-1708 layer near the blade aerodynamic zone after 10,000,000, 40,000,000, 100,000,000, and 150,000,000 cycles (left to right and top to bottom)

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