Tape-tether design for de-orbiting from given altitude and inclination

The product of the tether-to-satellite mass ratio and the probability of tether cuts by small debris must be small to make electrodynamic bare tethers a competitive and useful de-orbiting technology. In the case of a circular orbit and assuming a model for the debris population, the product can be written as a function that just depends on the initial orbit parameters (altitude and inclination) and the tether geometry. This formula, which does not contain the time explicitly and ignores the details of the tether dynamics during the de-orbiting, is used to find design rules for the tape dimensions and the orbit parameter ranges where tethers dominate other de-orbiting technologies like rockets, electrical propulsion, and sails.

Optimized design of the prestress in continuous bridge decks

In this paper a method for automatic design of the prestress in continuous bridge decks is presented. In a first step of the procedure the optimal prestressed force for a completely geometrically defined and feasible prestress layout is obtained by means of linear programming techniques. Further on, in a second step the prestress geometry and minimum force are automatically found by steepest descent optimization techniques. Finally this methodology is applied to two-span continuous bridge decks and from the obtained results some preliminary design rules can be drawn.

Domestic hot water consumption vs. solar thermal energy storage: the optimum size of the storage tank

Many efforts have been made in order to adequate the production of a solar thermal collector field to the consumption of domestic hot water of the inhabitants of a building. In that sense, much has been achieved in different domains: research agencies, government policies and manufacturers. However, most of the design rules of the solar plants are based on steady state models, whereas solar irradiance, consumption and thermal accumulation are inherently transient processes. As a result of this lack of physical accuracy, thermal storage tanks are sometimes left to be as large as the designer decides without any aforementioned precise recommendation. This can be a problem if solar thermal systems are meant to be implemented in nowadays buildings, where there is a shortage of space. In addition to that, an excessive storage volume could not result more efficient in many residential applications, but costly, extreme in space consumption and in some cases too heavy. A proprietary transient simulation program has been developed and validated with a detailed measurement campaign in an experimental facility. In situ environmental data have been obtained through a whole year of operation. They have been gathered at intervals of 10 min for a solar plant of 50 m2 with a storage tank of 3 m3, including the equipment for domestic hot water production of a typical apartment building. This program has been used to obtain the design and dimensioning criteria of DHW solar plants under daily transient conditions throughout a year and more specifically the size of the storage tank for a multi storey apartment building. Comparison of the simulation results with the current Spanish regulation applicable, “Código Técnico de la Edificación” (CTE 2006), offers fruitful details and establishes solar facilities dimensioning criteria.

Fórmulas para el cálculo del factor de impacto de estructuras semienterradas en líneas de ferrocarril de alta velocidad = Dynamic factors for underpasses in high speed train lines

Los pasos inferiores son muy numerosos en las líneas de ferrocarril. Su comportamiento dinámico ha recibido mucha menos atención que el de otras estructuras como los puentes, pero su elevado número hace que su estudio sea económicamente relevante con vista a optimizar su forma, manteniendo la seguridad. El proyecto de puentes según el Eurocódigo incluye comprobaciones de estados límite de tensiones bajo carga dinámica. En el caso de pasos inferiores, las comprobaciones pueden resultar tan costosas como aquellas de puentes, pese a que su coste es mucho menor. Por tanto, se impone la búsqueda de unas reglas de cálculo simplificado que pongan en consonancia el coste de la estructura con el esfuerzo necesario para su proyecto. Este artículo propone un conjunto de reglas basadas en un estudio paramétrico = Underpasses are common in modern railway lines. Wildlife corridors and drainage conduits often fall into this category of partially buried structures. Their dynamic behavior has received far less attention than that of other structures such as bridges, but their large number makes their study an interesting challenge from the viewpoint of safety and cost savings. The bridge design rules in accordance with the Eurocode involve checks on stresses according to dynamic loading. In the case of underpasses, those checks may be as much as those for bridges. Therefore, simplified design rules may align the design effort with their cost. Such a set of rules may provide estimations of response parameters based on the key parameters influencing the result. This paper contains a proposal based on a parametric study.

Effects of traffic loads on reinforced concrete railroad culverts

In the context of the present conference paper culverts are defined as an opening or conduit passing through an embankment usually for the purpose of conveying water or providing safe pedestrian and animal crossings under rail infrastructure. The clear opening of culverts may reach values of up to 12m however, values around 3m are encountered much more frequently. Depending on the topography, the number of culverts is about 10 times that of bridges. In spite of this, their dynamic behavior has received far less attention than that of bridges. The fundamental frequency of culverts is considerably higher than that of bridges even in the case of short span bridges. As the operational speed of modern high-speed passenger rail systems rises, higher frequencies are excited and thus more energy is encountered in frequency bands where the fundamental frequency of box culverts is located. Many research efforts have been spent on the subject of ballast instability due to bridge resonance, since it was first observed when high-speed trains were introduced to the Paris/Lyon rail line. To prevent this phenomenon from occurring, design codes establish a limit value for the vertical deck acceleration. Obviously one needs some sort of numerical model in order to estimate this acceleration level and at that point things get quite complicated. Not only acceleration but also displacement values are of interest e.g. to estimate the impact factor. According to design manuals the structural design should consider the depth of cover, trench width and condition, bedding type, backfill material, and compaction. The same applies to the numerical model however, the question is: What type of model is appropriate for this job? A 3D model including the embankment and an important part of the soil underneath the culvert is computationally very expensive and hard to justify taking into account the associated costs. Consequently, there is a clear need for simplified models and design rules in order to achieve reasonable costs. This paper will describe the results obtained from a 2D finite element model which has been calibrated by means of a 3D model and experimental data obtained at culverts that belong to the high-speed railway line that links the two towns of Segovia and Valladolid in Spain

Structural efficiency variation with the problem size in some bending problems = Variación del rendimiento estructural con el tamaño del problema en algunos casos de flexión simple

Existe normalmente el propósito de obtener la mejor solución posible cuando se plantea un problema estructural, entendiendo como mejor la solución que cumpliendo los requisitos estructurales, de uso, etc., tiene un coste físico menor. En una primera aproximación se puede representar el coste físico por medio del peso propio de la estructura, lo que permite plantear la búsqueda de la mejor solución como la de menor peso. Desde un punto de vista práctico, la obtención de buenas soluciones—es decir, soluciones cuyo coste sea solo ligeramente mayor que el de la mejor solución— es una tarea tan importante como la obtención de óptimos absolutos, algo en general difícilmente abordable. Para disponer de una medida de la eficiencia que haga posible la comparación entre soluciones se propone la siguiente definición de rendimiento estructural: la razón entre la carga útil que hay que soportar y la carga total que hay que contabilizar (la suma de la carga útil y el peso propio). La forma estructural puede considerarse compuesta por cuatro conceptos, que junto con el material, definen una estructura: tamaño, esquema, proporción, y grueso.Galileo (1638) propuso la existencia de un tamaño insuperable para cada problema estructural— el tamaño para el que el peso propio agota una estructura para un esquema y proporción dados—. Dicho tamaño, o alcance estructural, será distinto para cada material utilizado; la única información necesaria del material para su determinación es la razón entre su resistencia y su peso especifico, una magnitud a la que denominamos alcance del material. En estructuras de tamaño muy pequeño en relación con su alcance estructural la anterior definición de rendimiento es inútil. En este caso —estructuras de “talla nula” en las que el peso propio es despreciable frente a la carga útil— se propone como medida del coste la magnitud adimensional que denominamos número de Michell, que se deriva de la “cantidad” introducida por A. G. M. Michell en su artículo seminal de 1904, desarrollado a partir de un lema de J. C. Maxwell de 1870. A finales del siglo pasado, R. Aroca combino las teorías de Galileo y de Maxwell y Michell, proponiendo una regla de diseño de fácil aplicación (regla GA), que permite la estimación del alcance y del rendimiento de una forma estructural. En el presente trabajo se estudia la eficiencia de estructuras trianguladas en problemas estructurales de flexión, teniendo en cuenta la influencia del tamaño. Por un lado, en el caso de estructuras de tamaño nulo se exploran esquemas cercanos al optimo mediante diversos métodos de minoración, con el objetivo de obtener formas cuyo coste (medido con su numero deMichell) sea muy próximo al del optimo absoluto pero obteniendo una reducción importante de su complejidad. Por otro lado, se presenta un método para determinar el alcance estructural de estructuras trianguladas (teniendo en cuenta el efecto local de las flexiones en los elementos de dichas estructuras), comparando su resultado con el obtenido al aplicar la regla GA, mostrando las condiciones en las que es de aplicación. Por último se identifican las líneas de investigación futura: la medida de la complejidad; la contabilidad del coste de las cimentaciones y la extensión de los métodos de minoración cuando se tiene en cuenta el peso propio. ABSTRACT When a structural problem is posed, the intention is usually to obtain the best solution, understanding this as the solution that fulfilling the different requirements: structural, use, etc., has the lowest physical cost. In a first approximation, the physical cost can be represented by the self-weight of the structure; this allows to consider the search of the best solution as the one with the lowest self-weight. But, from a practical point of view, obtaining good solutions—i.e. solutions with higher although comparable physical cost than the optimum— can be as important as finding the optimal ones, because this is, generally, a not affordable task. In order to have a measure of the efficiency that allows the comparison between different solutions, a definition of structural efficiency is proposed: the ratio between the useful load and the total load —i.e. the useful load plus the self-weight resulting of the structural sizing—. The structural form can be considered to be formed by four concepts, which together with its material, completely define a particular structure. These are: Size, Schema, Slenderness or Proportion, and Thickness. Galileo (1638) postulated the existence of an insurmountable size for structural problems—the size for which a structure with a given schema and a given slenderness, is only able to resist its self-weight—. Such size, or structural scope will be different for every different used material; the only needed information about the material to determine such size is the ratio between its allowable stress and its specific weight: a characteristic length that we name material structural scope. The definition of efficiency given above is not useful for structures that have a small size in comparison with the insurmountable size. In this case—structures with null size, inwhich the self-weight is negligible in comparisonwith the useful load—we use as measure of the cost the dimensionless magnitude that we call Michell’s number, an amount derived from the “quantity” introduced by A. G. M. Michell in his seminal article published in 1904, developed out of a result from J. C.Maxwell of 1870. R. Aroca joined the theories of Galileo and the theories of Maxwell and Michell, obtaining some design rules of direct application (that we denominate “GA rule”), that allow the estimation of the structural scope and the efficiency of a structural schema. In this work the efficiency of truss-like structures resolving bending problems is studied, taking into consideration the influence of the size. On the one hand, in the case of structures with null size, near-optimal layouts are explored using several minimization methods, in order to obtain forms with cost near to the absolute optimum but with a significant reduction of the complexity. On the other hand, a method for the determination of the insurmountable size for truss-like structures is shown, having into account local bending effects. The results are checked with the GA rule, showing the conditions in which it is applicable. Finally, some directions for future research are proposed: the measure of the complexity, the cost of foundations and the extension of optimization methods having into account the self-weight.

Uncertainties in the design of support structures and foundations for offshore wind turbines

Offshore wind industry has exponentially grown in the last years. Despite this growth, there are still many uncertainties in this field. This paper analyzes some current uncertainties in the offshore wind market, with the aim of going one step further in the development of this sector. To do this, some already identified uncertainties compromising offshore wind farm structural design have been identified and described in the paper. Examples of these identified uncertainties are the design of the transition piece and the difficulties for the soil properties characterization. Furthermore, this paper deals with other uncertainties not identified yet due to the limited experience in the sector. To do that, current and most used offshore wind standards and recommendations related to the design of foundation and support structures (IEC 61400-1, 2005; IEC 61400-3, 2009; DNV-OS-J101, Design of Offshore Wind Turbine, 2013 and Rules and Guidelines Germanischer Lloyd, WindEnergie, 2005) have been analyzed. These new identified uncertainties are related to the lifetime and return period, loads combination, scour phenomenon and its protection, Morison e Froude Krilov and diffraction regimes, wave theory, different scale and liquefaction. In fact, there are a lot of improvements to make in this field. Some of them are mentioned in this paper, but the future experience in the matter will make it possible to detect more issues to be solved and improved.

Design of a generalized tool for the performance assessment under sail based on analytical, numerical and empirical results : a global sailing yacht meta-model

La evaluación de las prestaciones de las embarcaciones a vela ha constituido un objetivo para ingenieros navales y marinos desde los principios de la historia de la navegación. El conocimiento acerca de estas prestaciones, ha crecido desde la identificación de los factores clave relacionados con ellas(eslora, estabilidad, desplazamiento y superficie vélica), a una comprensión más completa de las complejas fuerzas y acoplamientos involucrados en el equilibrio. Junto con este conocimiento, la aparición de los ordenadores ha hecho posible llevar a cabo estas tareas de una forma sistemática. Esto incluye el cálculo detallado de fuerzas, pero también, el uso de estas fuerzas junto con la descripción de una embarcación a vela para la predicción de su comportamiento y, finalmente, sus prestaciones. Esta investigación tiene como objetivo proporcionar una definición global y abierta de un conjunto de modelos y reglas para describir y analizar este comportamiento. Esto se lleva a cabo sin aplicar restricciones en cuanto al tipo de barco o cálculo, sino de una forma generalizada, de modo que sea posible resolver cualquier situación, tanto estacionaria como en el dominio del tiempo. Para ello se comienza con una definición básica de los factores que condicionan el comportamiento de una embarcación a vela. A continuación se proporciona una metodología para gestionar el uso de datos de diferentes orígenes para el cálculo de fuerzas, siempre con el la solución del problema como objetivo. Esta última parte se plasma en un programa de ordenador, PASim, cuyo propósito es evaluar las prestaciones de diferentes ti pos de embarcaciones a vela en un amplio rango de condiciones. Varios ejemplos presentan diferentes usos de PASim con el objetivo de ilustrar algunos de los aspectos discutidos a lo largo de la definición del problema y su solución . Finalmente, se presenta una estructura global de cara a proporcionar una representación virtual de la embarcación real, en la cual, no solo e l comportamiento sino también su manejo, son cercanos a la experiencia de los navegantes en el mundo real. Esta estructura global se propone como el núcleo (un motor de software) de un simulador físico para el que se proporciona una especificación básica. ABSTRACT The assessment of the performance of sailing yachts, and ships in general, has been an objective for naval architects and sailors since the beginning of the history of navigation. The knowledge has grown from identifying the key factors that influence performance(length, stability, displacement and sail area), to a much more complete understanding of the complex forces and couplings involved in the equilibrium. Along with this knowledge, the advent of computers has made it possible to perform the associated tasks in a systematic way. This includes the detailed calculation of forces, but also the use of those forces, along with the description of a sailing yacht, to predict its behavior, and ultimately, its performance. The aim of this investigation is to provide a global and open definition of a set of models and rules to describe and analyze the behavior of a sailing yacht. This is done without applying any restriction to the type of yacht or calculation, but rather in a generalized way, capable of solving any possible situation, whether it is in a steady state or in the time domain. First, the basic definition of the factors that condition the behavior of a sailing yacht is given. Then, a methodology is provided to assist with the use of data from different origins for the calculation of forces, always aiming towards the solution of the problem. This last part is implemented as a computational tool, PASim, intended to assess the performance of different types of sailing yachts in a wide range of conditions. Several examples then present different uses of PASim, as a way to illustrate some of the aspects discussed throughout the definition of the problem and its solution. Finally, a global structure is presented to provide a general virtual representation of the real yacht, in which not only the behavior, but also its handling is close to the experience of the sailors in the real world. This global structure is proposed as the core (a software engine) of a physical yacht simulator, for which a basic specification is provided.