Field testing a full-scale tidal turbine Part 2: In-line Wake Effects

Recent research has shown that higher ambient turbulence leads to better wake recovery, so turbines could be installed in closer proximity in real tidal flows than might be assumed from typical towing tank tests that do not take into account turbulent inflow conditions. The standard tools to assess flow velocities in field conditions are Doppler based sonar devices, such as Acoustic Doppler Profilers (ADPs) or Acoustic Doppler Velocimeters (ADVs). The use of these devices poses some challenges when assessing the wake of a tidal turbine. While ADPs allow the three-dimensional measurement of a velocity profile over a distance, the data is calculated as a mean of three diverging beams and with low temporal resolution. ADVs can measure with higher sampling frequency but only at a single point in the flow. During the MaRINET testing of the SCHOTTELSIT turbine at the QUB tidal test site in Portaferry, Northern Ireland, ADP and ADV measurements were successfully tested.Two methods were employed for measuring the wake: firstly, with a rigidly mounted ADP and secondly, with a submerged ADV which was streamed behind the turbine. This paper presents the experimental set-up and results and discusses limitations and challenges of the two methods used.

Multiloop robust H∞ control design based on the dynamic PLS approach to chemical processes

In this paper, a multiloop robust control strategy is proposed based on H∞ control and a partial least squares (PLS) model (H∞_PLS) for multivariable chemical processes. It is developed especially for multivariable systems in ill-conditioned plants and non-square systems. The advantage of PLS is to extract the strongest relationship between the input and the output variables in the reduced space of the latent variable model rather than in the original space of the highly dimensional variables. Without conventional decouplers, the dynamic PLS framework automatically decomposes the MIMO process into multiple single-loop systems in the PLS subspace so that the controller design can be simplified. Since plant/model mismatch is almost inevitable in practical applications, to enhance the robustness of this control system, the controllers based on the H∞ mixed sensitivity problem are designed in the PLS latent subspace. The feasibility and the effectiveness of the proposed approach are illustrated by the simulation results of a distillation column and a mixing tank process. Comparisons between H∞_PLS control and conventional individual control (either H∞ control or PLS control only) are also made

Predicting axial velocity profiles within a diffusing marine propeller jet

A full understanding of the hydrodynamic processes within the jet produced by a manoeuvring ship’s propeller is essential in the development and maintenance of ports, docks and harbours. In this study the predominant axial velocity component of a diffusing propeller jet was studied. The flow fields formed by four propellers, each operating at four power levels (speeds of rotation), were investigated under bollard pull conditions within a large free surface tank using Laser Doppler Anemometry. Comparison were made to existing methodologies by which a prediction of the magnitudes of the axial velocity can be made, and where deficient modifications to the methodologies have been developed. The jets were found to produce a maximum axial velocity along the initial efflux plane at a location near the blade mid-span. The position and magnitude of the axial velocity was seen to decrease as the jet entrained more flow and transitioned from the zone of flow establishment into the zone of established flow.

A Novel Approach for Axle Detection in Bridge Weigh-In-Motion Systems

Bridge weigh-in-motion (B-WIM), a system that uses strain sensors to calculate the weights of trucks passing on bridges overhead, requires accurate axle location and speed information for effective performance. The success of a B-WIM system is dependent upon the accuracy of the axle detection method. It is widely recognised that any form of axle detector on the road surface is not ideal for B-WIM applications as it can cause disruption to the traffic (Ojio & Yamada 2002; Zhao et al. 2005; Chatterjee et al. 2006). Sensors under the bridge, that is Nothing-on-Road (NOR) B-WIM, can perform axle detection via data acquisition systems which can detect a peak in strain as the axle passes. The method is often successful, although not all bridges are suitable for NOR B-WIM due to limitations of the system. Significant research has been carried out to further develop the method and the NOR algorithms, but beam-and-slab bridges with deep beams still present a challenge. With these bridges, the slabs are used for axle detection, but peaks in the slab strains are sensitive to the transverse position of wheels on the beam. This next generation B-WIM research project extends the current B-WIM algorithm to the problem of axle detection and safety, thus overcoming the existing limitations in current state-of–the-art technology. Finite Element Analysis was used to determine the critical locations for axle detecting sensors and the findings were then tested in the field. In this paper, alternative strategies for axle detection were determined using Finite Element analysis and the findings were then tested in the field. The site selected for testing was in Loughbrickland, Northern Ireland, along the A1 corridor connecting the two cities of Belfast and Dublin. The structure is on a central route through the island of Ireland and has a high traffic volume which made it an optimum location for the study. Another huge benefit of the chosen location was its close proximity to a nearby self-operated weigh station. To determine the accuracy of the proposed B-WIM system and develop a knowledge base of the traffic load on the structure, a pavement WIM system was also installed on the northbound lane on the approach to the structure. The bridge structure selected for this B-WIM research comprised of 27 pre-cast prestressed concrete Y4-beams, and a cast in-situ concrete deck. The structure, a newly constructed integral bridge, spans 19 m and has an angle of skew of 22.7°.