162
where Z r is the reference height (m), Z is the height at which the wind speed is to be
determined, Z 0 is the measure of surface roughness (0.1–0.25 for crop land), v(Z ) is
the wind speed at height Z (m/s), and v(Z r ) is the wind speed at the reference height
z (m/s). The power output in terms of the wind speed shall be estimated using the
following equation:
P v
v v
v v
P
v v v
P
v
v v
v v
v v
k
k
k
k
w
C
R
C
R
C
R
R
R
F
C
F
and
d d
d d
d
t
®
°
°
°
¯
°
°
·
0
° °
(9.17)
where P R is the rated power, v C is the cut-in wind speed, v R is the rated wind speed,
v F is the rated cutout speed, and k is the Weibull shape factor [16]. When the blade
pitch angle is zero, the power coefficient is maximized for an optimal TSR [17]. The
optimal rotor speed is to be calculated by
Z
O
opt
opt
wn
R
V
(9.18)
which will give
V
R
wn
opt
opt
Z
O
(9.19)
where ω opt is the optimal rotor angular speed in rad/s, λ opt is the optimal tip speed
ratio, R is the radius of the turbine in m, and V wn is the wind speed in m/s.
The turbine speed and mechanical powers are depicted in Fig. 9.2 with increasing and decreasing rates of wind speed while the vehicle is in motion. When the
wind is steady, the persistence forecasts yield good results. When the wind speed is
increased rapidly, sudden “ramps” in power output are generated, which is a tremendous benefit for capturing the energy.
Standard Simulink/Sim Power Systems have been calculated by using MatlabSimulink for the wind energy conversion that is to be stored in circuit-implemented
inverter as a storage buffer, and all the electricity is to be supplied through the battery according to Peukert’s law to start the engine and to be used when the vehicle
is not in motion.
Though underground maglev system has the capability to allow to run up to
580 kph, the vehicles’ high speed shall be calculated based on traffic flow, composition, volume, number and location of access points, and local environment importantly allotting sufficient number of lanes considering Greenshield’s model
following road and highway capacity analysis (Fig. 9.3).
9 Invisible Roads and Transportation Engineering
where Z r is the reference height (m), Z is the height at which the wind speed is to be
determined, Z 0 is the measure of surface roughness (0.1–0.25 for crop land), v(Z ) is
the wind speed at height Z (m/s), and v(Z r ) is the wind speed at the reference height
z (m/s). The power output in terms of the wind speed shall be estimated using the
following equation:
P v
v v
v v
P
v v v
P
v
v v
v v
v v
k
k
k
k
w
C
R
C
R
C
R
R
R
F
C
F
and
d d
d d
d
t
®
°
°
°
¯
°
°
·
0
° °
(9.17)
where P R is the rated power, v C is the cut-in wind speed, v R is the rated wind speed,
v F is the rated cutout speed, and k is the Weibull shape factor [16]. When the blade
pitch angle is zero, the power coefficient is maximized for an optimal TSR [17]. The
optimal rotor speed is to be calculated by
Z
O
opt
opt
wn
R
V
(9.18)
which will give
V
R
wn
opt
opt
Z
O
(9.19)
where ω opt is the optimal rotor angular speed in rad/s, λ opt is the optimal tip speed
ratio, R is the radius of the turbine in m, and V wn is the wind speed in m/s.
The turbine speed and mechanical powers are depicted in Fig. 9.2 with increasing and decreasing rates of wind speed while the vehicle is in motion. When the
wind is steady, the persistence forecasts yield good results. When the wind speed is
increased rapidly, sudden “ramps” in power output are generated, which is a tremendous benefit for capturing the energy.
Standard Simulink/Sim Power Systems have been calculated by using MatlabSimulink for the wind energy conversion that is to be stored in circuit-implemented
inverter as a storage buffer, and all the electricity is to be supplied through the battery according to Peukert’s law to start the engine and to be used when the vehicle
is not in motion.
Though underground maglev system has the capability to allow to run up to
580 kph, the vehicles’ high speed shall be calculated based on traffic flow, composition, volume, number and location of access points, and local environment importantly allotting sufficient number of lanes considering Greenshield’s model
following road and highway capacity analysis (Fig. 9.3).
9 Invisible Roads and Transportation Engineering