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Tire modeling and tire parameter estimation are need- [1] L. Wingert, Not to Air Is human. Crane Communications, 2000.
[2] N. Normann, Tyre Pressure Monitoring System for all Vehicle Categories.
ed to reduce the cost of direct TPMSs and to overcome Crane Communications Inc.: ATZ Worldwide, 2000.
the shortcomings of indirect TPMSs. A classical solu- [3] NHTSA, Federal Motor Vehicle Safety Standards [Online]. Available:
tion is to model the dependence of tire/road friction on http://www.nhtsa.dot.gov/cars/rules
[4] H. Shraim, A. Rabhi, M. Ouladsine, N.K. M’Sirid, and L. Fridman, “Esti-
tire pressure, which can then be extracted from the fric- mation and analysis of the tire pressure effects on the comportment of the
tion coefficient. Alternatively, one can consider addi- vehicle center of gravity},” in Proc. 9th Int. Workshop on Variable Structure Sys-
tional factors that affect tire inflation pressure, such as tems, Italy), June 2006, pp. 268–273.
[5] L. Li, F.-Y. Wang, Q. Zhou, and G. Shan, “Automatic tire pressure fault
vertical force and vertical deflection [4]. A combination monitor using wavelet-based probability density estimation,” in Proc. IEEE
of tire speed and tire height can estimate inflation more Intelligent Vehicle Symp., June 2003, pp. 80–84.
precisely than current indirect TPMSs. This approach [6] N. Persson, F. Gustafsson, and M. Drevö, “Indirect tire pressure monitoring
using sensor fusion,” in Proc. SAE 2002, Detroit, June 2002, no. 2002-01-1250.
needs an additional height sensor or accelerometer, [7] C.R. Carlson and J.C. Gerdes, “Identifying tire pressure variation by non-
which is available in vehicles with semi-active or active linear estimation of longitudinal stiffness and effective radius,” in Proc.
suspensions. AVEC2002, Japan, 2002.
he problems posed by electric energy generation from contribution to total energy production within the next
THE KITEGEN PROJECT generated energy [4]. This yo-yo configuration is under the
To overcome the limitations of current wind power tech- control of the kite steering unit (KSU, see Figure 3), which
nology, the KiteGen project was initiated at Politecnico di includes the electric drives (for a total power of 40 kW), the
Torino to design and build a new class of wind energy drums, and all of the hardware needed to control a single
generators in collaboration with Sequoia Automation, kite. The aims of the prototype are to demonstrate the abil-
Modelway, and Centro Studi Industriali. The project focus ity to control the flight of a single kite, to produce a signifi-
[2], [3] is to capture wind energy by means of controlled cant amount of energy, and to verify the energy
tethered airfoils, that is, kites; see Figure 1. production levels predicted in simulation studies.
The KiteGen project has designed and simulated a The potential of a similar yo-yo configuration is investi-
small-scale prototype (see Figure 2). The two kite lines are gated, by means of simulation results, in [5] and [6] for one
rolled around two drums and linked to two electric drives, or more kites linked to a single cable. In [5] and [6], it is
which are fixed to the ground. The flight of the kite is con- assumed that the angle of incidence of the kites can be
trolled by regulating the pulling force on each line. Energy controlled. Thus, the control inputs are not only the roll
is collected when the wind force on the kite unrolls the angle ψ and the cable winding speed, as considered in [4]
lines, and the electric drives act as generators due to the and in this article, but also the lift coefficient CL .
rotation of the drums. When the maximal line length of For medium-to-large-scale energy generators, an alter-
about 300 m is reached, the drives act as motors to recover native KiteGen configuration is being studied, namely, the
the kite, spending a small percentage (about 12%, see the carousel configuration. In this configuration, introduced in
“Simulation Results” section for details) of the previously [7] and shown in Figure 4, several airfoils are controlled by
their KSUs placed on the arms of a verti-
cal-axis rotor. The controller of each kite is
2 designed to maximize the torque exerted
Onboard Sensors Kite on the rotor, which transmits its motion to
Ground Sensors
(Kite Position and Speed) W an electric generator. For a given wind
(Wind Speed and Direction,
1 Line Strength) direction, each airfoil can produce energy
5 for about 300◦ of carousel rotation; only a
3 6
Lines 7 small fraction (about 1%, see the “Simula-
6 Control tion Results” section for details) of the
Software
generated energy is used to drag the kite
4
against the wind for the remaining 60◦ .
Actuation Unit
(Electric Drives and Winches) According to our simulation results, it
is estimated that the required land usage
FIGURE 3 Scheme of the kite steering unit. The kite steering unit, which provides auto-
for a kite generator may be lower than a
matic control for KiteGen, includes the electric drives, drums, and all of the hardware current wind farm of the same power by a
needed to control a single kite. factor of up to 30–50, with electric energy
A
t present, a small scale yo-yo prototype has been real- on a cart riding on a circular rail will be considered. To col-
ized (see Figure S1). This system can generate up to lect the energy produced by the wagon motion, the wheels
40 kW using commercial kites with characteristic area up to of the cart are connected to an alternator. Such a proto-
10 m2 and line length up to 800 m. The prototype is under type is expected to produce about 0.5 MW with a rail
test (see Figure S2). Preliminary tests show that the radius of about 300 m. According to scalability, a platoon
amount of energy predicted by simulation is confirmed by of carts, each one equipped with a kite steering unit, can
experimental data. be mounted on the rail to obtain a more effective wind
A new KiteGen prototype is expected to be built in the power plant. This configuration can generate, on the basis
next 24–36 months to demonstrate the energy-generation of preliminary computations, about 100 MW at a produc-
capabilities of the carousel configuration. In particular, a tion cost of about 20 € /MWh, which is two to three times
carousel structure with a single kite steering unit mounted lower than from fossil sources.
Model Identification
Optimizing performance for Kite-
3,000 Gen relies on predicting the behav-
2,800 ior of the system dynamics as
2,600 accurately as possible. However,
2,400
since accurately modeling the
2,200
dynamics of a nonrigid airfoil is
2,000
challenging, model-based control
Altitude (m)
1,800
1,600 design may not perform satisfacto-
1,400 rily on the real system. In this case,
1,200 methods for identifying nonlinear
1,000 systems [14], [15] can be applied to
800 derive more accurate models.
600
400
Sensors and Sensor Fusion
200
0 The KiteGen controller is based on
3 5 7 9 11 13 15 feedback of the kite position and
Wind Speed (m/s) speed vector, which must be mea-
sured or accurately estimated. Each
FIGURE 6 Wind-speed variation as a function of altitude. These data are based on the average airfoil is thus equipped with a pair
European wind speed of 3 m/s at ground level. Source: Delft University, Dr. Wubbo Ockels. of triaxial accelerometers and a pair
ψtk = f ∗ (wtk ).
F F S = {f ∈ Fγ : |f (w)| ≤ ψ̄; f (w̃k ) = ψ̃k , k = 1, . . . , ν},
(S2)
As ν increases, the approximation error decreases at the cost of
increased computation time.
which summarizes the available information on f . Set membership
theory facilitates the derivation of an optimal estimate of f and its REFERENCES
approximation error in terms of the L p (W) norm for p ∈ [1, ∞], [S1] T. Parisini and R. Zoppoli, “A receding-horizon regulator for
. 1 .
where || f || p = [ W | f (wt)| p dw ] p , p ∈ [1, ∞), and || f ||∞ = ess- nonlinear systems and a neural approximation,” Automatica, vol.
sup | f (w)|. For given f ≈ f , the related L p approximation error is 31, no. 10, pp. 1443–1451, 1995.
w∈W
f − fˆ p . Since the true function f is known at only a finite number [S2] A. Bemporad, M. Morari, V. Dua, and E.N. Pistikopoulos “The
of points, the error between fˆ and f is unknown. However, given explicit linear quadratic regulator for constrained systems,” Auto-
the a priori information, the tightest guaranteed bound is given by matica, vol. 38, pp. 3–20, 2002
e = W a − W
W l, (8) Motor Dynamics
In the case of the carousel configuration, the motion law for
where W a is the kite speed with respect to the ground. For the generator rotor is taken into account by the equation
both the yo-yo and carousel configurations, W a can be
expressed as a function of the local coordinate system ¨ = R Fc (sin θ) sin φ − Tc ,
Jz (14)
(φ, θ, r) and the position of the KSU with respect to the
fixed coordinate system (X, Y, Z). where Jz is the rotor moment of inertia and Tc is the torque
Let us consider now the kite wind coordinate system, of the electric generator/motor linked to the rotor. Viscous
with its origin located at the kite center of gravity, the basis terms are neglected in (14) since the rotor speed ˙ is kept
vector xw aligned with the effective wind speed vector, the low as shown in the “Simulation Results” section. Tc is
basis vector zw contained by the kite longitudinal plane of positive when the kite is pulling the rotor with increasing
symmetry and pointing from the top surface of the kite to values of , thus generating energy, and it is negative
the bottom, and the basis vector yw completing a right- when the electric generator is acting as a motor to drag the
handed system. In the wind coordinate system the aerody- rotor when the kite is not able to generate a pulling force.
namic force Faer,w is given by The torque Tc is set by a local controller to keep the rotor at
constant speed ˙ =˙ ref .
Faer,w = FD xw + FL zw , (9)
KiteGen Dynamics Description
where FD is the drag force and FL is the lift force, comput- The generic system dynamics are of the form
ed as
80
60 phase. Consequently, the
KSU controller employed in the
40
traction phase must maxi-
20 40
Nominal Wind mize the produced energy,
0 20
Direction Traction Phase 0 while the objective of the
0 Starting Conditions
20 −20 passive phase controller is
40 −40
60 to maneuver the kite to
80 −60
100 −80 the traction-phase initial
120
140 −100 position with minimal
Y (m)
X (m) energy. The main reason
for using MPC is that
FIGURE 9 Yo-yo configuration phases. The kite steering unit acts on the kite lines in such a way that ener-
input and state constraints
gy is generated in the traction phase (green) and spent in the passive phase (red). Each cycle begins
when the proper starting conditions (circled in blue) are satisfied. In this simulation the effects of turbu- must be imposed, for
lence are neglected. example, to keep the kite
sufficiently far from the
with KiteGen is the sum of the power generated by ground and to account for actuator physical limitations.
unrolling the lines and the power generated by the rotor Moreover, other constraints on the state variables are
movement, that is, added to force the kite to follow figure-eight trajectories to
prevent the lines from tangling.
˙
P(t) = ṙ(t)Fc (t) + (t)T c (t) . (16)
MPC for KiteGen
Both terms in (16) can be negative when the kite lines are MPC is a model-based control technique that handles both
being recovered in the yo-yo configuration or the rotor is state and input constraints. With MPC, the computation of
being dragged against the wind in the carousel configuration. the control variable is performed at discrete time instants
For the yo-yo configuration the term ˙ Tc is zero, and thus defined on the basis of a suitably chosen sampling period
the generated mechanical energy is due only to line unrolling. t. Without wind disturbances, (15) becomes
Note that (16) is related to a carousel with a single KSU.
When more kites are linked to the same carousel, the effect of ˙ ref (t)),
ẋ(t) = g(x(t), u(t), Wx (t), ṙref (t),
line rolling/unrolling for each kite must be included.
where u(t) = ψ(t) is the control variable. At each sampling
KITEGEN CONTROL time tk = kt, the measured values of the state x(tk ) and
To investigate the potential of KiteGen and to assist in the the wind speed Wx (tk ), together with the reference speeds
design of physical prototypes, a controller is designed for ˙ ref (tk ) are used to compute the control u(t)
ṙref (tk ),
use in numerical simulations. In particular, the mathemati- through the performance index
cal models of the yo-yo and carousel configurations
described in the section “Kite Generator Models” are used tk +Tp
J(U, tk , Tp) = ˙ ref (τ ))dτ ,
L(x̃(τ ), ũ(τ ), Wx (τ ), ṙref ,
to design nonlinear model predictive controllers.
tk
In both KiteGen configurations, energy is generated by
(17)
continually performing a two-phase cycle. In the first
phase, the kite exploits wind power to generate mechani- where Tp = Npt, is the prediction horizon of Np steps,
cal energy until a condition is reached that impairs further x̃(τ ) is the state predicted inside the prediction horizon
energy generation. In the second phase, the kite is recov- according to (15) using W t(t) = 0 and x̃(tk ) = x(tk ), and the
ered to a suitable position to start another productive piecewise constant control input ũ(t) belonging to the
phase. These phases are referred to as the traction phase and sequence U = {ũ(t)}, t ∈ [tk , tk+Tp ] is defined as
Nominal
is considered with θ < π/2. Actua- W0 Wind Direction
Θ = Θ3
tor physical limitations are taken
into account by the constraints (a)
|ψ(t)| ≤ ψ,
|ψ̇(t)| ≤ ψ̇.
Passive Phase
Tables 2 and 4 provide details 400
Traction Phase
on the values of ψ and ψ̇ for the
300
yo-yo and carousel configura-
Z (m)
Kite
tions, respectively. Additional 200
constraints are added to force KSU Trajectory
100
the kite to follow figure-eight Nominal
trajectories rather than circular Wind 600
0 Rotor
ones to prevent the tangling of Direction Center 400
300 200
the lines. Such constraints force 100
the angle φ to oscillate at half −100 0
X (m)
−300 −200
the frequency of the angle θ , Y (m)
−400
thus generating the desired kite
trajectory. (b)
The predictive control law,
FIGURE 10 (a) Carousel configuration phases. The same rotor arm is depicted with three subse-
which is computed using a
quent angular values. The passive phase starts when the rotor arm reaches the angular position
receding horizon strategy, is a 0 , and lasts until the rotation angle 3 is reached. To maneuver the kite to a suitable position to
nonlinear static function of the begin the traction phase (highlighted in blue), the passive phase is divided into 3 subphases (gray,
s y s t e m s t a t e x, t h e n o m i n a l orange, and green) delimited by rotation angles 1 and 2 . (b) Kite trajectory with carousel config-
measured wind speed Wx , and uration. The kite follows figure-eight orbits, which maximize its speed during the traction phase
the reference speeds ṙref , ˙ ref of (green), while during the passive phase (red) the airfoil speed is very low to reduce drag forces.
The kite steering unit follows a circular trajectory at ground height, with radius R.
the form
150 Phase
100 tk +Tp
J(tk ) = − ṙ(τ )Fc (τ )dτ . (20)
50 KSU tk
100
0 50
−50 0 50 100 150 200 250 −50 0 The traction phase ends when the length of the lines reach-
300 −100 Y (m)
X (m) es a given value r and the passive phase begins.
The passive phase is divided into three subphases. In
FIGURE 11 Simulation results for the yo-yo configuration. Kite trajec- the first subphase, the line speed ṙ(t) is controlled to
tories are reported during the traction (green) and passive (red) smoothly decrease toward zero. The control objective is to
phases of a complete yo-yo configuration cycle in the presence of move the kite into a zone with low values of θ and high
wind turbulence. Note that the behavior is similar to Figure 9 despite values of |φ| (see Figure 7), where the effective wind speed
the turbulence. e and force Fc are low and the kite can be recovered with
W
low energy expense. Then, in the second subphase, ṙ(t) is
controlled to smoothly decrease from zero to a negative
60 value, which provides a compromise between high
rewinding speed and low force Fc . During this passive
50
Traction Phase subphase, the control objective is to minimize the energy
40 spent to rewind the lines. This second subphase ends
when the line length r reaches the desired minimum value.
Power (kW)
30
In the third passive subphase, ṙ(t) is controlled to smooth-
20 Mean Generated
Power ly increase toward zero from the previous negative set-
10 point. The control objective is to move the kite in the
Passive Phase traction phase starting zone. The passive phase ends when
0
the starting conditions for the traction phase are reached.
−10
−0.4
speed reference provided by the local motor controller.
Since a traction force Fc is created on the kite lines, the −0.6
system generates mechanical power. The predictive −0.8
control law computes the line angle ψ (see Figure 8) in
order to vary Fc and thus optimize the aerodynamic −1
0 50 100 150 200 250 300 350
behavior of the kite for energy generation. The line Carousel Angle Θ (°)
angle ψ is obtained by varying l according to (13) by
FIGURE 13 Line speed reference imposed during a complete
imposing a setpoint on the desired line length achieved
carousel cycle. The commanded line speed r˙ (t) is chosen on the
by the local motor controller. basis of simulation data to increase the mean generated power and
The value of the reference line speed ṙref is chosen as a to ensure that the lengths of the lines at the beginning of each cycle
compromise between obtaining high traction force action are the same.
Z (m)
250
200
150
100
50
0
450 KSU Trajectory
300
150 Traction Phase
Y (m)
0
−150
−300
−450
−450 −300 −150 0 150 300 450 600 750
X (m)
FIGURE 14 Simulation results for the carousel configuration. Kite and kite steering unit trajectories are reported during traction (green) and
passive (red) phases related to two complete cycles in the presence of turbulence. Note that, despite the turbulence, the trajectories show
good repeatability.
2,500
Traction Phase Traction Phase
2,000
190
1,500
Power (kW)
180
170 Mean
Z (m)
To conclude the column, I would and Faryar Jabbari, the Student member activities. Claire is not only
like to mention that being the VPMA Activities Chair. Their precious an excellent scientist, as the huge
of this society for two years has been advice, together with their energy number of awards she has already
a wonderful experience, which and their wonderful temperament, received despite her young age testi-
allowed me to interact with persons I has made my job not only easier but fies, but also an energetic and reliable
initially knew just by name and often very pleasant and enjoyable! person. So, I wish her good luck, hav-
whom I now regard as real friends. In Finally, I find the chance to men- ing no doubts that she will do a great
particular, I would like to mention tion that in January 2008, I will step job as VPMA.
Rick Middleton, the vice president for down, and Claire Tomlin will be tak- Maria Elena Valcher
conference activities and past VPMA, ing over the role of vice president for