Blade-wake interactions in cross-flow turbines

This paper presents analytical bounds for blade–wake interaction phenomenona occurring in rotating cross-flow turbines for wind and tidal energy generation (e.g. H rotors, Darrieus or vertical axis). Limiting cases are derived for one bladed turbines and extended to the more common three bladed configuration. Additionally, we present a classification of the blade–wake type of interactions in terms of limiting tip speed ratios. These bounds are validated using a high order h=p Discontinuous Galerkin solver with sliding meshes. This computational method enables highly accurate flow solutions and shows that the analytical bounds correspond to limiting blade-wake interactions in fully resolved flow simulations

Low-dimensional modeling of streaks in a wedge flow boundary layer

This paper is concerned with the low dimensional structure of optimal streaks in a wedge flow boundary layer, which have been recently shown to consist of a unique (up to a constant factor) three-dimensional streamwise evolving mode, known as the most unstable streaky mode. Optimal streaks exhibit a still unexplored/unexploited approximate self-similarity (not associated with the boundary layer self-similarity), namely the streamwise velocity re-scaled with their maximum remains almost independent of both the spanwise wavenumber and the streamwise coordinate; the remaining two velocity components instead do not satisfy this property. The approximate self-similar behavior is analyzed here and exploited to further simplify the description of optimal streaks. In particular, it is shown that streaks can be approximately described in terms of the streamwise evolution of the scalar amplitudes of just three one-dimensional modes, providing the wall normal profiles of the streamwise velocity and two combinations of the cross flow velocity components; the scalar amplitudes obey a singular system of three ordinary differential equations (involving only two degrees of freedom), which approximates well the streamwise evolution of the general streaks.

Wind tunnel analysis of the flow topology over complex topographies

El principal objetivo de este trabajo es aportar conocimiento para contestar la pregunta: ¿hasta que punto los ensayos en túnel aerodinámico pueden contribuir a determinar las características que afectan la respuesta dinámica de los aerogeneradores operando en terreno complejo?. Esta pregunta no es nueva, de hecho, el debate en la comunidad científica comenzó en el primer tercio del siglo pasado y aún está intensamente vivo. El método generalmente aceptado para enfrentar el mencionado problema consiste en analizar un caso de estudio determinado en el cual se aplican tanto ensayos a escala real como análisis computacionales y ensayos en túnel aerodinámico. Esto no es ni fácil ni barato. Esta es la razón por la cual desde el experimento de Askervein en 1988, los modelizadores del flujo atmosférico tuvieron que esperar hasta 2007 a que el experimento de Bolund fuese puesto en marcha con un despliegue de medios técnicos equivalentes (teniendo en cuenta la evolución de las tecnologías de sensores y computación). El problema contempla tantos aspectos que ambas experiencias fueron restringidas a condiciones de atmósfera neutra con efectos de Coriolis despreciables con objeto de reducir la complejidad. Este es el contexto en el que se ha desarrollado la presente tesis doctoral. La topología del flujo sobre la isla de Bolund ha sido estudiada mediante la reproducción del experimento de Bolund en los túneles aerodinámicos A9 y ACLA16 del IDR. Dos modelos de la isla de Bolund fueron fabricados a dos escalas, 1:230 y 1:115. El flujo de entrada en el túnel aerodinámico simulando la capa límite sin perturbar correspondía a régimen de transición (transitionally rough regime) y fue usado como situación de referencia. El modelo a escala 1:230 fue ensayado en el túnel A9 para determinar la presión sobre su superficie. La distribución del coeficiente de presión sobre la isla proporcionó una visualización y estimación de una región de desprendimiento sobre el pequeño acantilado situado al frente de la misma. Las medidas de presión instantánea con suficiente grado de resolución temporal pusieron de manifiesto la no estacionariedad en la región de desprendimiento. El modelo a escala 1:115 fue ensayado utilizando hilo caliente de tres componentes y un sistema de velocimetría por imágenes de partículas de dos componentes. El flujo fue caracterizado por el ratio de aceleración, el incremento normalizado de energía cinética turbulenta y los ángulos de inclinación y desviación horizontal. Los resultados a lo largo de la dirección 270°y alturas de 2 m y 5 m presentaron una gran similitud con los resultados a escala real del experimento de Bolund. Los perfiles verticales en las localizaciones de las torres meteorológicas mostraron un acuerdo significativo con los resultados a escala real. El análisis de los esfuerzos de Reynolds y el análisis espectral en las localizaciones de los mástiles meteorológicos presentaron niveles de acuerdo variados en ciertas posiciones, mientras que en otras presentaron claras diferencias. El mapeo horizontal del flujo, para una dirección de viento de 270°, permitió caracterizar el comportamiento de la burbuja intermitente de recirculación sobre el pequeño acantilado existente al frente de la isla así como de la región de relajación y de la capa de cortadura en la región corriente abajo de Bolund. Se realizaron medidas de velocidad con alta resolución espacial en planos perpendiculares a la dirección del flujo sin perturbar. Estas medidas permitieron detectar y caracterizar una estructura de flujo similar a un torbellino longitudinal con regiones con altos gradientes de velocidad y alta intensidad de turbulencia. Esta estructura de flujo es, sin duda, un reto para los modelos computacionales y puede considerarse un factor de riesgo para la operación de los aerogeneradores. Se obtuvieron y analizaron distribuciones espaciales de los esfuerzos de Reynolds mediante 3CHW y PIV. Este tipo de parámetros no constituyen parte de los resultados habituales en los ensayos en túnel sobre topografías y son muy útiles para los modelizadores que utilizan simulación de grades torbellinos (LES). Se proporciona una interpretación de los resultados obtenidos en el túnel aerodinámico en términos de utilidad para los diseñadores de parques eólicos. La evolución y variación de los parámetros del flujo a lo largo de líneas, planos y superficies han permitido identificar como estas propiedades del flujo podrían afectar la localización de los aerogeneradores y a la clasificación de emplazamientos. Los resultados presentados sugieren, bajo ciertas condiciones, la robustez de los ensayos en túnel para estudiar la topología sobre terreno complejo y su comparabilidad con otras técnicas de simulación, especialmente considerando el nivel de acuerdo del conjunto de resultados presentados con los resultados a escala real. De forma adicional, algunos de los parámetros del flujo obtenidos de las medidas en túnel son difícilmente determinables en ensayos a escala real o por medios computacionales, considerado el estado del arte. Este trabajo fue realizado como parte de las actividades subvencionadas por la Comisión Europea como dentro del proyecto FP7-PEOPLE-ITN-2008WAUDIT (Wind Resource Assessment Audit and Standardization) dentro de la FP7 Marie-Curie Initial Training Network y por el Ministerio Español de Economía y Competitividad dentro del proyecto ENE2012-36473, TURCO (Determinación en túnel aerodinámico de la distribución espacial de parámetros estadísticos de la turbulencia atmosférica sobre topografías complejas) del Plan Nacional de Investigación (Subprograma de investigación fundamental no orientada 2012). El informe se ha organizado en siete capítulos y un conjunto de anexos. En el primer capítulo se introduce el problema. En el capítulo dos se describen los medios experimentales utilizados. Seguidamente, en el capítulo tres, se analizan en detalle las condiciones de referencia del principal túnel aerodinámico utilizado en esta investigación. En el capítulo tres se presentan resultados de ensayos de presión superficial sobre un modelo de la isla. Los principales resultados del experimento de Bolund se reproducen en el capítulo cinco. En el capítulo seis se identifican diferentes estructuras del flujo sobre la isla y, finalmente, en el capitulo siete, se recogen las conclusiones y una propuesta de lineas de trabajo futuras. ABSTRACT The main objective of this work is to contribute to answer the question: to which extend can the wind tunnel testing contribute to determine the flow characteristics that affect the dynamic response of wind turbines operating in highly complex terrains?. This question is not new, indeed, the debate in the scientific community was opened in the first third of the past century and it is still intensely alive. The accepted approach to face this problem consists in analysing a given case study where full-scale tests, computational modelling and wind tunnel testing are applied to the same topography. This is neither easy nor cheap. This is is the reason why since the Askervein experience in 1988, the atmospheric flow modellers community had to wait till 2007 when the Bolund experiment was setup with a deployment of technical means equivalent (considering the evolution of the sensor and computing techniques). The problem is so manifold that both experiences were restricted to neutral conditions without Coriolis effects in order to reduce the complexity. This is the framework in which this PhD has been carried out. The flow topology over the Bolund Island has been studied by replicating the Bolund experiment in the IDR A9 and ACLA16 wind tunnels. Two mock-ups of the Bolund island were manufactured at two scales of 1:230 and 1:115. The in-flow in the empty wind tunnel simulating the incoming atmospheric boundary layer was in the transitionally rough regime and used as a reference case. The 1:230 model was tested in the A9 wind tunnel to measure surface pressure. The mapping of the pressure coefficient across the island gave a visualisation and estimation of a detachment region on the top of the escarpment in front of the island. Time resolved instantaneous pressure measurements illustrated the non-steadiness in the detachment region. The 1:115 model was tested using 3C hot-wires(HW) and 2C Particle Image Velocimetry(PIV). Measurements at met masts M3, M6, M7 and M8 and along Line 270°were taken to replicate the result of the Bolund experiment. The flow was characterised by the speed-up ratio, normalised increment of the turbulent kinetic energy, inclination angle and turning angle. Results along line 270°at heights of 2 m and 5 m compared very well with the full-scale results of the Bolund experiment. Vertical profiles at the met masts showed a significant agreement with the full-scale results. The analysis of the Reynolds stresses and the spectral analysis at the met mast locations gave a varied level of agreement at some locations while clear mismatch at others. The horizontal mapping of the flow field, for a 270°wind direction, allowed to characterise the behaviour of the intermittent recirculation bubble on top of the front escarpment followed by a relaxation region and the presence of a shear layer in the lee side of the island. Further detailed velocity measurements were taken at cross-flow planes over the island to study the flow structures on the island. A longitudinal vortex-like structure with high mean velocity gradients and high turbulent kinetic energy was characterised on the escarpment and evolving downstream. This flow structure is a challenge to the numerical models while posing a threat to wind farm designers when siting wind turbines. Spatial distribution of Reynold stresses were presented from 3C HW and PIV measurements. These values are not common results from usual wind tunnel measurements and very useful for modellers using large eddy simulation (LES). An interpretation of the wind tunnel results in terms of usefulness to wind farm designers is given. Evolution and variation of the flow parameters along measurement lines, planes and surfaces indicated how the flow field could affect wind turbine siting. Different flow properties were presented so compare the level of agreement to full-scale results and how this affected when characterising the site wind classes. The results presented suggest, under certain conditions, the robustness of the wind tunnel testing for studying flow topology over complex terrain and its capability to compare to other modelling techniques especially from the level of agreement between the different data sets presented. Additionally, some flow parameters obtained from wind tunnel measurements would have been quite difficult to be measured at full-scale or by computational means considering the state of the art. This work was carried out as a part of the activities supported by the EC as part of the FP7- PEOPLE-ITN-2008 WAUDIT project (Wind Resource Assessment Audit and Standardization) within the FP7 Marie-Curie Initial Training Network and by the Spanish Ministerio de Economía y Competitividad, within the framework of the ENE2012-36473, TURCO project (Determination of the Spatial Distribution of Statistic Parameters of Flow Turbulence over Complex Topographies in Wind Tunnel) belonging to the Spanish National Program of Research (Subprograma de investigación fundamental no orientada 2012). The report is organised in seven chapters and a collection of annexes. In chapter one, the problem is introduced. In chapter two the experimental setup is described. Following, in chapter three, the inflow conditions of the main wind tunnel used in this piece of research are analysed in detail. In chapter three, preliminary pressure tests results on a model of the island are presented. The main results from the Bolund experiment are replicated in chapter five. In chapter six, an identification of specific flow strutures over the island is presented and, finally, in chapter seven, conclusions and lines for future works related to the presented one are included.

Electron cooling in probe collection from magnetized plasmas with anomalous transport

The electron-retarding range of the current-voltage characteristic of a flat Langmuir probe perpendicular to a strong magnetic field in a fully ionized plasma is analysed allowing for anomalous (Bohm) cross-field transport and temperature changes in the collection process. With probe size and ion thermal gyroradius comparable, and smaller than the electron mean free path, there is an outer quasineutral region with ion viscosity determinant in allowing nonambipolar parallel and cross flow. A potential overshoot lying either at the base or inside the quasineutral region both makes ions follow Boltzmann's law at negative bias and extends the electron-retarding range to probe bias e(j)p ~ +2Too. Electron heating and cooling occur roughly at positive and negative bias, with a re-minimum around efa ~ - 2 7 ^ ; far from the probe heat conduction cools and heats electrons at and radially away from the probe axis, respectively. The potential overshoot with no thermal effects would reduce the electron current Ie, making the In Ie versus 4>p graph downwards-concave,but cooling further reduces Ie substantially, and may tilt the slope upwards past the temperature minimum. The domain of strict validity of our analysis is narrow in case of low ion mass (deuterium), breaking down with the ion Boltzmann law.

Static and Dynamic Experimental Analysis of the Galloping Stability of Porous H-Section Beams

The phenomenon of self-induced vibrations of prismatic beams in a cross-flow has been studied for decades, but it is still of great interest due to their important effects in many different industrial applications. This paper presents the experimental study developed on a prismatic beam with H-section.The aim of this analysis is to add some additional insight into the behaviour of the flow around this type of bodies, in order to reduce galloping and even to avoid it. The influence of some relevant geometrical parameters that define the H-section on the translational galloping behaviour of these beams has been analysed. Wind loads coefficients have been measured through static wind tunnel tests and the Den Hartog criterion applied to elucidate the influence of geometrical parameters on the galloping properties of the bodies under consideration.These results have been completed with surface pressure distribution measurements and, besides, dynamic tests have been also performed to verify the static criterion. Finally, the morphology of the flow past the tested bodies has been visualised by using smoke visualization techniques. Since the rectangular section beam is a limiting case of the H-section configuration, the results here obtained are compared with the ones published in the literature concerning rectangular configurations; the agreement is satisfactory.

Three-dimensional flow instability in a lid-driven isosceles triangular cavity

Linear three-dimensional modal instability of steady laminar two-dimensional states developing in a lid-driven cavity of isosceles triangular cross-section is investigated theoretically and experimentally for the case in which the equal sides form a rectangular corner. An asymmetric steady two-dimensional motion is driven by the steady motion of one of the equal sides. If the side moves away from the rectangular corner, a stationary three-dimensional instability is found. If the motion is directed towards the corner, the instability is oscillatory. The respective critical Reynolds numbers are identified both theoretically and experimentally. The neutral curves pertinent to the two configurations and the properties of the respective leading eigenmodes are documented and analogies to instabilities in rectangular lid-driven cavities are discussed.

Linear global instability of non-orthogonal incompressible swept attachment-line boundary layer flow

Instability of the orthogonal swept attachment line boundary layer has received attention by local1, 2 and global3–5 analysis methods over several decades, owing to the significance of this model to transition to turbulence on the surface of swept wings. However, substantially less attention has been paid to the problem of laminar flow instability in the non-orthogonal swept attachment-line boundary layer; only a local analysis framework has been employed to-date.6 The present contribution addresses this issue from a linear global (BiGlobal) instability analysis point of view in the incompressible regime. Direct numerical simulations have also been performed in order to verify the analysis results and unravel the limits of validity of the Dorrepaal basic flow7 model analyzed. Cross-validated results document the effect of the angle _ on the critical conditions identified by Hall et al.1 and show linear destabilization of the flow with decreasing AoA, up to a limit at which the assumptions of the Dorrepaal model become questionable. Finally, a simple extension of the extended G¨ortler-H¨ammerlin ODE-based polynomial model proposed by Theofilis et al.4 is presented for the non-orthogonal flow. In this model, the symmetries of the three-dimensional disturbances are broken by the non-orthogonal flow conditions. Temporal and spatial one-dimensional linear eigenvalue codes were developed, obtaining consistent results with BiGlobal stability analysis and DNS. Beyond the computational advantages presented by the ODE-based model, it allows us to understand the functional dependence of the three-dimensional disturbances in the non-orthogonal case as well as their connections with the disturbances of the orthogonal stability problem.

Hysteresis phenomena in transverse galloping of triangular cross-section bodies

Transverse galloping is a type of aeroelastic instability characterised by large amplitude, low frequency oscillation of a structure in the direction normal to the mean wind direction. It normally appears in bodies with small stiffness and structural damping, provided the incident flow velocity is high enough. In the simplest approach transverse galloping can be considered as a one-degree-of-freedom oscillator subjected to aerodynamic forces, which in turn can be described by using a quasi-steady description. In this frame it has been demonstrated that hysteresis phenomena in transverse galloping is related to the existence of inflection points in the curve giving the dependence with the angle of attack of the aerodynamic coefficient normal to the incident flow. Aiming at experimentally checking such a relationship between these inflection points and hysteresis, wind tunnel experiments have been conducted. Experiments have been restricted to isosceles triangular cross-section bodies, whose galloping behaviour is well documented. Experimental results show that, according to theoretical predictions, hysteresis takes place at the angles of attack where there are inflection points in the lift coefficient curve, provided that the body is prone to gallop at these angles of attack.

The effect of Windbreaks on Railway Overheads subject to Cross-Winds at O Eixo Viaduct

A measurement investigation, at ADIF's test site at the O Eixo viaduct which is on the Spanish Santiago-Ourense high speed railway line, has been carried out during the last year. The main goal of the investigation is to study the effect of the cross-wind on railway overheads (catenaries) and the influence of the presence of windbreaks on the wind-induced motion of the railway overhead. A description of the O Eixo viaduct test site is presented in this paper, including the installed windbreaks, the sensor and power supply systems. Three catenary spans has been instrumented at the center point of the catenary span contact wire with one ultrasonic anemometer and two unidirectional accelerometers. Additionally, another ultrasonic anemometer placed in the central catenary span has been installed to provide reference wind data. Wind roses of wind speed and standard deviation of the accelerometers are presented. As expected, the four wind roses look very similar and the two dominant directions close to the perpendicular to the bridge longitudinal axes, north and south have been identified. The wind roses of the standard deviation of the acceleration shows that the acceleration of the catenary contact wire is related to the directions of the two dominant winds. The vertical standard deviation of the acceleration is higher than the horizontal one for the spans with windbreaks. It has also been observed that the presence of the windbreaks modifies the wind flow leading to a wind-induced motion of the catenary contact wire which shows a higher variability than the corresponding unprotected case. On the one hand, the baseline southerly wind configuration (south wind, windbreaks in the windward side and catenary in the leeward side) influence both the mean speed at the catenary and the turbulence intensity. On the other hand, the northerly wind configuration, windbreaks in the leeward side and catenary in the windward side, provide a reference to the response of the catenary for an unprotected railway overhead, and, as it is expected, the windbreak influence is much more reduced compared to the southerly wind configuration. Both the height of the windbreak and the eaves contribute to the increase in the turbulence intensity at the catenary contact wire height. It can be seen that the height of the windbreak plays a crucial role in the increase of turbulence intensity, much more intense than the presence of the windbreak eave.

Spatial linear global instability analysis of the HIFiRE-5 elliptic cone model flow

The linear instability of the three-dimensional boundary-layer over the HIFiRE-5 flight test geometry, i.e. a rounded-tip 2:1 elliptic cone, at Mach 7, has been analyzed through spatial BiGlobal analysis, in a effort to understand transition and accurately predict local heat loads on next-generation ight vehicles. The results at an intermediate axial section of the cone, Re x = 8x10 5, show three different families of spatially amplied linear global modes, the attachment-line and cross- ow modes known from earlier analyses, and a new global mode, peaking in the vicinity of the minor axis of the cone, termed \center-line mode". We discover that a sequence of symmetric and anti-symmetric centerline modes exist and, for the basic ow at hand, are maximally amplied around F* = 130kHz. The wavenumbers and spatial distribution of amplitude functions of the centerline modes are documented

Influencia del viento transversal en sistemas ferroviarios = Cross-wind effects on railway infrastructure

El viento, como factor medio-ambiental, ha sido objeto de numerosos estudios por los efectos que induce tanto en vehículos como en estructuras. Dentro del ámbito ferroviario, las cargas aerodinámicas debidas a la acción del viento transversal pueden poner en compromiso la seguridad de los vehículos en circulación, pudiendo llegar a ocasionar el vuelco del mismo. Incluso el sistema de cables encargado de realizar el suministro eléctrico necesario para la tracción del tren, conocido como catenaria, es sensible a la acción del viento. De hecho, al igual que ocurre en ciertas estructuras de cables, la interacción entre las fuerzas aerodinámicas no estacionarias y la catenaria puede ocasionar la aparición de oscilaciones de gran amplitud debido al fenómeno de galope. Una forma sencilla de reducir los efectos no deseados de la acción del viento, es la instalación de barreras cortavientos aguas arriba de la zona que se desea proteger. La instalación de estos dispositivos, reduce la velocidad en la estela generada, pero también modifica las propiedades del flujo dentro de la misma. Esta alteración de las condiciones del flujo puede contribuir a la aparición del fenómeno de galope en estructuras caracterizadas por su gran flexibilidad, como la catenaria ferroviaria. Estos dos efectos contrapuestos hacen evidente la importancia de mantener cierta visión global del efecto introducido por la instalación de barreras cortavientos en la plataforma ferroviaria. A lo largo de este documento, se evalúa desde un enfoque multidisciplinar el efecto inducido por las barreras cortavientos en varios subsistemas ferroviarios. Por un lado se analizan las mejoras en la estabilidad lateral del vehículo mediante una serie de ensayos en túnel de viento. La medición de la distribución de presiones en la superficie de un modelo bidimensional de vehículo ferroviario proporciona una buena estimación del nivel de protección que se consigue en función de la altura de una barrera cortavientos. Por otra parte, se analiza la influencia del mismo juego de barreras cortavientos en las características del flujo situado sobre la plataforma ferroviaria, mediante la utilización de anemometría de hilo caliente (HWA) y velocimetría de imágenes de párticulas (PIV). En particular se centra la atención en las características en la posición correspondiente a los hilos conductores de la catenaria. En la última parte del documento, se realiza un análisis simplificado de la aparición oscilaciones en la catenaria, por el efecto de la inestabilidad de galope. La información obtenida sobre las características del flujo se combinan con las propiedades aerodinámicas del hilo de contacto, obtenidas en mediante una serie de ensayos en túnel de viento. De esta manera se realiza una evaluación del riesgo a la aparición de este tipo de inestabilidad aeroeslástica aplicada a una catenaria ferroviaria situada sobre un viaducto tipo. ABSTRACT Wind as an environmental factor may induce undesirable effects on vehicles and structures. The analysis of those effects has caught the attention of several researchers. Concerning the railway system, cross-wind induces aerodynamic loads on rolling stock that may increase the overturning risk of the vehicle, threatening its safe operation. Even the cable system responsible to provide the electric current required for the train traction, known as the railway overhead or catenary, is sensitive to the wind action. In fact, the interaction between the unsteady aerodynamic forces and the railway overhead may trigger the development of undamped oscillations due to galloping phenomena. The inclusion of windbreaks upstream the area that needs wind protection is a simple mean to palliate the undesirable effects caused by the wind action. Although the presence of this wind protection devices reduces the wind speed downstream, they also modify the flow properties inside their wake. This modification on the flow characteristics may ease the apparition of the galloping phenomena on flexible structures, such as the railway overhead. This two opposite effects require to maintain a global perspective on the analysis of the influence of the windbreak presence. In the present document, a multidisciplinary analysis on the effect induced by windbreaks on several railways subsystems is conducted. On the one hand, a set of wind tunnel tests is conducted to assess the improvement on the rolling stock lateral stability. The qualitative estimation of the shelter effect, as function of the windbreak height, is established through the pressure distribution measured on the surface of a two-dimensional train model. On the other hand, the flow properties above the railway platform are assessed using the same set of windbreaks. Two experimental techniques are used to measure the flow properties, hot-wire anemometry (HWA) and particle image velocimetry (PIV). In particular, the attention is focused on the flow characteristics on the contact wire location. A simplified analysis on the catenary oscillations due to galloping phenomena is conducted in the last part of the document. Both, the flow characterization performed via PIV and the aerodynamic properties of the contact wire cross-section are combined. In this manner, the risk of the aeroelastic instabilities on a railway overhead placed on a railway bridge is assessed through a practical application.

Transverse galloping of two-dimensional bodies having a rhombic cross-section

Transverse galloping is a type of aeroelastic instability characterized by oscillations perpendicular to wind direction, large amplitude and low frequency, which appears in some elastic two-dimensional bluff bodies when they are subjected to an incident flow, provided that the flow velocity exceeds a threshold critical value. Understanding the galloping phenomenon of different cross-sectional geometries is important in a number of engineering applications: for energy harvesting applications the interest relies on strongly unstable configurations but in other cases the purpose is to avoid this type of aeroelastic phenomenon. In this paper the aim is to analyze the transverse galloping behavior of rhombic bodies to understand, on the one hand, the dependence of the instability with a geometrical parameter such as the relative thickness and, on the other hand, why this cross-section shape, that is generally unstable, shows a small range of relative thickness values where it is stable. Particularly, the non-galloping rhombus-shaped prism?s behavior is revised through wind tunnel experiments. The bodies are allowed to freely move perpendicularly to the incoming flow and the amplitude of movement and pressure distributions on the surfaces is measured.