PELAMIS WEC FULL-SCALE

JOINT SYSTEM TEST

V/06/00191/00/00/REP
DTI URN 03/1435

Contractor
Ocean Power Delivery Ltd.
Prepared by
Dr. Richard Yemm

The work described in this report was carried

out under contract as part of the DTI New
and Renewable Energy Programme, which is
managed by Future Energy Solutions. The
views and judgements expressed in this
report are those of the contractor and do not
necessarily reflect those of the DTI or Future
Energy Solutions.

First Published 2003

Crown Copyright 2003

EXECUTIVE SUMMARY
INTRODUCTION & BACKGROUND
The Pelamis Wave energy Converter (WEC) is an innovative concept for extracting
energy from ocean waves and converting it into a useful product such as electricity,
direct hydraulic pressure or potable water. The system is a semi-submerged,
articulated structure composed of cylindrical sections linked by hinged joints. The
wave-induced motion of these joints is resisted by hydraulic rams that pump highpressure oil through hydraulic motors via smoothing accumulators. The hydraulic
motors drive electrical generators to produce electricity. The complete machine is
flexibly moored so as to swing head-on to the incoming waves and derives its
'reference' from spanning successive wave crests.
OPD has systematically tackled design of the first full-scale machine through a
rigorous RD&D programme including concept development, extensive numerical and
experimental work, demonstration of the whole machine concept at 7th scale (through
project Reference V/06/00188), preparation of several full machine designs, and a
thorough analysis of the initial and future economics of the system. The programme
reported here has extended this to integrated testing of all key components at fullscale using a fully functional joint test rig in the laboratory.
The programme reported here met its key objectives, and is seen as a major step in
reducing the technical risk of the programme. It paves the way for the first full-scale
prototype machine, and onward optimisation of the performance and reliability of the
entire system.
PROJECT OBJECTIVES
The project had the following key objectives:
1.
2.
3.
4.

Build and test a full-scale Pelamis WEC two-axis joint system

Confirm functionality of active and passive ('failsafe') joint control modes
Confirm functionality of power conversion and electrical systems
Determine pressure drops through all hydraulic flow paths to ensure inlet
cavitation and local overpressure are avoided
5. Confirm the thermal stability of the system for of normal and failed operating
conditions
6. Determine full-cycle conversion efficiency of the complete system at a range
of mean power levels
7. Conduct a three-month cycle test to increase confidence in reliability before
the first offshore test
8. Confirm suitability of the chosen hydraulic fluid
9. Preliminary assessment of static and dynamic seal performance and likely
service life.
10. Preliminary assessment of the suitability of the proposed prototype structure
11. Assess space and accessibility of components and demonstrate procedures for
installation and removal of system components
12. Assess health and safety issues for work on the full-scale system

13. Allow the OPD team to work closely with prospective full-scale contractors
and to gain experience of assembling, testing, operating and maintaining the
full joint system

SUMMARY OF THE WORK PROGRAMME

A full-scale two-axis joint system was built, commissioned and tested. A general
view of the rig is shown below.
Heave actuation
ram (1 of 2)

Main bearing

Joint module
structure
End frame

Sway actuation
ram (1 of 2)
Floor stand

The rig comprises

1. A fully functional joint module unit (housing all the systems for two joint
axes)
2. Two pairs of external actuation rams with 500kW hydraulic actuation power
packs
3. Two end frames to couple the actuation rams to the internal systems
4. A purpose built test facility with a full set of electrical, control and monitoring
equipment.
The rig was built and commissioned over an intensive 8 month period, using most of
the OPDs engineering resources.
Work was split into the following six main work packages:
Work Package (a)

Final design of all rig components. Adapting the joint module

design to include attachment points for the external actuation
system, and specification/design of all elements of ancillary
equipment.

Work Package (b) Rig build, including set up of the test facility and infrastructure.
Also included a critical assessment of packaging, space,
accessibility and health and safety issues before and after build.

II

Work Package (c)

Commissioning of the complete facility and test rig

Work Package (d) Functionality test programme to confirm that all systems were
working to specification, including an initial inspection
programme to confirm any component failures.
Work Package (e)

An extended cycle test programme to improve confidence in

the reliability and longevity of the system.

Work Package (f)

A detailed inspection programme following the cycle test to

assess likely long term wear-rates and reliability.

This work programme was completed, the key results are reported below.
KEY CONCLUSIONS
The following overall project conclusions have been drawn:
1. A full-scale, two-axis joint module system has been successfully built,
commissioned and tested in the laboratory. The unit is representative of the
full-scale prototype specification and design, and where possible uses
components identical to those specified for the full-scale prototype machine.
2. Actuating the system posed a number of technical challenges. The system
chosen was a pair of large closed circuit hydraulic systems. These generally
performed satisfactorily though at high operating pressures problems were
encountered with limited drive rigidity due to compressibility of the oil and
stretchiness of the hoses. However, it is not felt that this significantly
compromised the tests.
3. All rig systems were proven to function satisfactorily, and in line with
predictions.
4. Active and passive control modes were demonstrated, though active
algorithms had to be modified at elevated pressures to address the issues
relating to drive rigidity.
5. Pressure drops and flow losses through the system were proven to be similar
or less than predicted. It is estimated that generally flow losses will be less
that 1-2%.
6. It has been confirmed that cavitation at the inlets to the ram chambers will not
be a problem. Pressure drops on inlet were estimated to be less than 1 bar at
peak flow-rates significantly less than anticipated. The positive result of this
is that a lower reservoir pre-charge is required, this will prolong the life of
static and dynamic seals.
7. Oil cooling provided was found to be adequate. However, estimation of the
thermal stability of the module as a whole was not practical. Despite this it is
not felt that there will be a problem in this regard.
8. The measured conversion efficiency was 75-85% across the range of power
levels. This is in line with predictions. It is essential for the economics of the
system that the captured primary energy is converted efficiently. The
achieved conversion efficiency is seen as adequate for initial commercial

III

machines though there are several avenues to improve performance these

will be actively pursued in the onward programme.
9. The rig was cycle tested for a period of one and a half months. This was less
that the three months originally envisaged. It was felt that the best use of the
rig was testing and commissioning actual components and sub-systems for the
full-scale machine. However, it is felt that sufficient testing was carried out to
meet the objectives of the programme.
10. There is nothing to indicate that the biodegradable oil chosen is not suitable as
a working fluid. However, only extended testing in the full-scale prototype
and subsequent machines will determine any long term issues.
11. Static and dynamic seal performance was generally shown to be satisfactory.
The only issues arising were the front rod seals on the rams, and a damaged
static seal on one of the system valves. I was concluded that neither of these
was serious, and that both were probably caused by external factors.
However, long-term performance will only become apparent through extended
testing in the real environment.
12. It was concluded that the structural configuration chosen for the joint module
is satisfactory, there are no signs of cracking or yielding of the rig structure. It
was not possible to directly confirm suitability of structural components due to
the more severe load regime of the test rig.
13. Experience gained with the test rig regarding packaging, installation of
components, accessibility and general health and safety issues has been
invaluable for the detailed design of the full-scale prototype. The layout and
installation procedures have been fully revised for the prototype machine.
14. The rig has provided invaluable experience working with full-scale
components and systems, and with assessing and working with the intended
suppliers for the full-scale machine.
15. Overall, the project is seen as a major success it has certainly achieved its
primary objective of significantly reducing the technical risk of the onward
programme.

IV

TABLE OF CONTENTS

EXECUTIVE SUMMARY

TABLE OF CONTENTS

1.

INTRODUCTION..
1.1 Background
1.2 Scope of Work
1.3 This report

1
1
2
3

2.

TEST RIG SPECIFICATION & DESIGN.

2.1 Joint system concept
2.2 General specification
2.3 Structure
2.4 Actuation system
2.5 Power conversion system
2.6 Test facility

4
4
6
8
10
11
15

3.

TEST & INSPECTION PROGRAMME..

3.1 Commissioning Tests
3.2 Functionality Tests
3.2.1 Primary power take-off
3.2.2 Power conversion system
3.3 Cycle Testing
3.3.1 Details of test programme
3.3.2 Anticipated future testing
3.3.2 Other cycle testing
3.4 Inspection Activities
3.4.1 Structure
3.4.2 Hydraulic rams
3.4.3 Accumulators & reservoirs
3.4.4 System valves
3.4.5 Hoses & fittings
3.4.6 Motors & generators
3.4.7 Oil quality

16
16
18
18
22
25
25
26
26
28
28
28
32
33
33
35
35

4.

ONWARD DEVELOPMENT CONSIDERATIONS.......

4.1 General & structure
4.2 Power take-off system
4.3 Electrical & control systems
4.4 Conclusions

37
37
37
40
40

5.

OVERALL PROJECT CONCLUSIONS....

41

6.

REFERENCES

43

1. INTRODUCTION
1.1 BACKGROUND
Ocean Power Delivery Ltd (OPD) has been actively developing the Pelamis WEC
concept since January 1998.
The Pelamis WEC is a semi-submerged, articulated structure composed of cylindrical
sections linked by hinged joints (Figure 1.1). The wave-induced motion of these joints
is resisted by hydraulic rams which pump high pressure fluid through hydraulic
motors via smoothing accumulators. The hydraulic motors drive electrical generators
to produce electricity. The complete device is flexibly moored so as to swing head-on
to the incoming waves and derives its 'reference' from spanning successive wave
crests.

Figure 1.1 Artists impression of a Pelamis WEC wave-farm

A novel joint configuration is used to induce a tuneable cross-coupled resonant
response that greatly increases power capture in small seas. Control of the restraint
applied to the joints allows the resonant response to be 'turned-up' in small seas where
capture efficiency must be maximised or 'turned-down' to limit loads and motions in
survival conditions. Electrical power from the joints is fed down a single umbilical
cable to a junction on the seabed. Several machines can be connected together and
linked to shore through a single seabed cable.
The core theme of the Pelamis concept is survivability. The fundamental survivability
mechanisms employed are the use of length as the source of reaction (to allow the
system to de-reference in long storm waves) in conjunction with a finite diameter to
induce full submergence and emergence in large, steep waves, thereby limiting loads

Page 1

and motions. The system is slack moored and does not use mooring reaction in order
to absorb power. The moorings have a motion envelope large enough to
accommodate extreme wave motions in addition to the low frequency wave-group
induced response.
As part of the overall RD&D programme, OPD has previously been supported by the
DTI Sustainable Energy Programme under grants V/06/00181 (to conclude primary
R&D considerations) and V/06/00188 (to demonstrate the Pelamis WEC concept at
intermediate scale). The former project looked at various aspects of the design and
consolidated previous work on small-scale wave-tank models. The latter developed a
1/7th scale, full-systems model which included fully functional hydraulics and control
systems. This successfully demonstrated the whole machine concept in real-sea
conditions.
From the outset OPD has been committed to a responsible, staged development
programme to systematically tackle all major elements of technical risk before
committing to a full-scale prototype. A complex electro-hydraulic system such as the
Pelamis WEC joint unit would not, for example, be cleared for service in the
aerospace or offshore industries without extensive dry-land tests. OPD feels that
wave energy systems should be treated in the same way.
Consequently, the purpose of this project has been to design, build and test a full-scale
model of the Pelamis joint system, with the aim of improving understanding of the
systems function, performance and control, and to further reduce the technical risk of
the Pelamis WEC full-scale prototype programme.
1.2 SCOPE OF WORK
The projects main tasks were as follows:
1.
2.
3.
4.

Build and test a full-scale Pelamis WEC joint system

Confirm functionality of active and passive ('failsafe') joint control modes
Confirm functionality of power conversion and electrical systems
Determine pressure drops through all hydraulic flow paths to ensure inlet
cavitation and local overpressure are avoided
5. Confirm the thermal stability of the system for of normal and failed operating
conditions
6. Determine full-cycle conversion efficiency of the complete system at a range
of mean power levels
7. Conduct a three-month cycle test to increase confidence in reliability before
the first offshore test
8. Confirm suitability of the chosen hydraulic fluid
9. Preliminary assessment of static and dynamic seal performance and likely
service life.
10. Preliminary assessment of the suitability of the proposed prototype structure
11. Assess space and accessibility of components and demonstrate procedures for
installation and removal of system components
12. Assess health and safety issues for work on the full-scale system

Page 2

13. Allow the OPD team to work closely with prospective full-scale contractors
and to gain experience of assembling, testing, operating and maintaining the
full joint system
At the outset of the project, it was planned to base the rig on a simplified version of
the full-scale joint that would mainly allow testing of the system components.
However, in parallel with advancements to the power take-off design, it was realised
that testing the complete, dual-axis system would be of greater benefit, giving greater
confidence in the structure, mounting hardware, access, operability, maintainability,
thermal stability and safety of the joint system. Although it was recognised that a
dual-axis rig would be more expensive, the extra cost was considered well-justified on
the grounds of increased test realism and scope. The project therefore proceeded on
this basis.
1.3 THIS REPORT
This report summarises all aspects of work carried out under the project. The main
body is set out as follows:
Section 2:

A general description of the full-scale joint rig and test facility

specification, configuration, and design.

Section 3:

A description and discussion of the test and inspection programme

including commissioning, functionality, and cycle testing.

Section 4:

A discussion of onward development consideration.

Section 5:

Project conclusions

Page 3

2. TEST RIG SPECIFICATION & DESIGN

2.1 JOINT SYSTEM CONCEPT
The Pelamis WEC power take-off system design underwent a major revision at the
end of 2001. Each joint between adjacent units was formerly of a conventional
universal joint configuration with a 'spider' linking the main tube elements (Figure
2.1). Opposing hydraulic rams mounted in the ends of each tube acted on the spider
to restrain the joint about its two axes. Bellows seals were used to prevent water
ingress as the ram exits, while the main bearings were water lubricated.

Figure 2.1 Old Pelamis joint configuration

The revised configuration houses all of the systems for both joint axes within an
elongated universal joint spider, as shown in Figure 2.2. Consequently, all of the
complex power conversion components are contained in a single, compact space.
This has the advantages of:

Allowing the system to be fully assembled and tested before movement to the
intended launch site.
Minimising final assembly and commissioning operations at the launch site.
Separating the main structural and power take-off elements. The high-tech
joint module can be manufactured centrally, while the low-tech main tubes
could be fabricated close to launch sites. This is beneficial from the
commercial perspectives of IPR protection and export sales. In this context,
the 'joint-module' is analogous to the nacelle of a wind-turbine.

The new configuration also has a number of significant technical advantages over the
previous layout, some of which are summarised below.

All of the power take-off and conversion systems are now in one place
allowing the heave and sway hydraulic systems to be linked. This reduces the
total accumulator volume required to generate smooth power across the full
range of wave conditions.
Two generators are retained to allow one to be run at part load. This
dramatically improves efficiency at power levels less that 50% of rated, gives

Page 4

a level of redundancy in the event of partial failure, and increases the service
life of the bearings and hydraulic motors.
The hydraulic circuits are designed to split into two independent systems in
the event of failure. One heave and one sway ram are on each half of the split
system, allowing joint restraint to be maintained even in the event of complete
failure of the other half of the system. A good analogy for this is dual circuit
braking on cars.

Figure 2.2 Joint-module configuration (ram seals not shown)

All bearings are now internal to either the joint-module or the main tube ends,
thus allowing bearing pins to be removed for inspection without surface divers
or water ingress.
The main bearings are now dry, sealed with Orings.
The structural duty of the joint-module is low as all major bending loads
between the main tubes to pass through the hydraulic rams.

A result of this change in configuration was that, to be a representative test, the fullscale joint test rig must be a full 2 degree-of-freedom unit, rather than the single axis
unit originally proposed (Figure 2.3).

Figure 2.3 - Single axis test rig as originally proposed

Page 5

2.2 GENERAL SPECIFICATION

The dual-axis test rig configuration is shown in Figure 2.4. Two sets of actuation
rams are mounted outside the module to simulate wave action and drive the internal
systems. The main tube elements are replaced with rigid, triangulated open truss
structures on each end of the rig to couple the drive and power take-off rams.

Figure 2.4 Test rig configuration as built

For meaningful tests the system must be able to run both joint axes up to full rated
moment, angle and power. In addition it was important to ensure that the inlet valves
to the rams would not cavitate at extreme angular velocities. The system was
therefore designed to run in two modes, one for all normal testing where angular
velocity was restricted to ~7.5 degrees/second, and a high-speed mode with one
chamber of each actuation ram isolated giving peak angular velocities of >15
degrees/second, (which is consistent with the highest values observed in model
testing).
While the rated, steady output power of each axis is ~125kW, the instantaneous peak
input power can be up to 1MW per axis in extreme seas. This overdrive ratio of >8:1
was not possible using available hydraulic systems so a compromise was made. A
pair of the largest displacement Denison Goldcup units were chosen to give a peak
instantaneous power of >500kW per axis. At higher instantaneous powers the only
important difference is the increased pressure drop in the flow path. As long as it is
not extreme this is not a problem on the high pressure side of the system, on the low
pressure side cavitation at inlet is a potential problem as mentioned above. If the inlet
cavitiates there will be no resistance to the return stroke, and oil foaming may cause
further problems due to oil compressibility in this state. The high speed mode
allowed it to be confirmed that this would not be a problem.
The test rig was therefore specified as follows:

Peak actuation power

Mean actuation power
Rated steady output power
Angle limits

500kW per axis

350kW per axis
125kW per axis
+/- ~15 degrees

Page 6

Angular velocity limits (normal)

Angular velocity limits (anti-cavitation tests)

+/- ~7.5 degrees/second

+/- ~15 degrees/second

Further details of the rig are described in the following sections.

Page 7

2.3 STRUCTURE
The rig structure (Figure 2.5) is based on the full-scale prototype structural design,
with the principle differences being to accommodate the external actuation rams. The
loading in the rig is actually much more severe than for the module in service due to
the large moments generated between the actuation and power-take off rams, but
careful design and the use of extra stiffening plates solved this problem. The rig
structure was been the subject of a full finite-element analysis using a similar
methodology to that used for the full-scale prototype design. An example plot is also
shown in Figure 2.5, with the deflection exaggerated 100 times.

Figure 2.5 Cutaway view of the joint test rig structure & finite element analysis
results
The structure comprises the main module shell and the two end frames to provide the
reaction between the externally mounted actuation rams and the internal power takeoff rams. The main shell is an assembly of prefabricated parts to form a rigid shell. It
is intended that the ram and main bearing attachment points are castings in the fullscale prototype to remove welds from highly stressed areas. However, for the test rig
heavy fabrications were used as castings were not practical for the test rig as only four
were required. Various frames, end plates, internal stiffening rings and four rolled
closing plates complete the structure. All internal system components are mounted on
elements of the main structure such as the ring frames or end walls to minimise part
count and fabrication costs.
The structure was built by Ross Deeptech Initiatives Ltd in Stonehaven. Several
pictures of the structure during fabrication are shown in Figure 2.6 on the following
page. The finished structure was assembled at Ross Deeptech before shipment to
OPDs test facility for population with components and subsequent commissioning
and testing.

Page 8

Figure 2.6 Test rig structure: Ram attachment inserts during fabrication (top left),
fabrication of the main shell in process (top right), welding out the completed shell
(middle left), machining the bores on the end rigs (middle right), final finishing work
on the completed module (bottom left), the complete, painted, assembled structure
installed at the OPD test facility (bottom right).

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2.4 ACTUATION SYSTEM

Each axis of the rig is driven by an individual closed circuit hydraulic system with a
peak rating of ~500kW. A large Denison Goldcup 500cc/rev over-centre pump is
directly coupled to each set of opposing hydraulic actuation rams. The manifolding
system allows the power unit to deliver in excess of ~350kW of r.m.s. power into
each axis with a peak of ~500kW. Valving allows two of the actuation ram chambers
to be isolated to allow the system to be actuated at over twice the angular velocity at a
reduced moment. This is to confirm that the inlets to the power take-off rams will
not cavitate in extreme conditions.
Each unit is mounted on an independent skid measuring approximately 4.5x2x2.5m.
These units were designed, fabricated and assembled by Hytec Hydraulics Ltd on a
turn-key basis. Various views of the actuation packs during build and installed at the
OPD test facility are shown below in Figure 2.7 below.

Insert pics of power packs

Figure 2.7 - 500kW closed circuit hydraulic actuation packs: Trial fitting of drive
motor and cooler at Hytec (top left), Denison Goldcup 500cc/rev actuation pump (top
right), views of the two completed packs installed at the OPD test facility (bottom).

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2.5 POWER CONVERSION SYSTEM

The general layout within the joint module is shown schematically in Figure 2.8. A
general schematic of the power take-off and conversion system is shown in Figure
2.9. Certain details have been omitted for commercial reasons.

Figure 2.8 Joint module layout

125kW GENERATOR
FILTER

PTO RAM

PTO RAM

HEAT X

H.P.

MANIFOLD

A
MANIFOLD

L.P.
AXIS 2

AXIS 1

L.P.

MANIFOLD

H.P.
M

B
PTO RAM

HEAT X
FILTER

MANIFOLD

PTO RAM
125kW GENERATOR

Figure 2.9 Power conversion system schematic

The PTO system is a development of the previous configurations described in the
final reports for projects V/06/00181 [1] and V/06/00188 [2] (see Introduction). The
main changes are integration of the heave and sway systems into a single unit as

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described earlier. Where possible the major components were dual-sourced to allow
OPD to assess what the best supplier options are for the full prototype machine.
The heave and sway rams are specially made units designed for the required load and
motion envelope. The rams (one-off each heave and sway) were sourced from two
different suppliers. The inlet and outlet control manifolds are bolted directly to the
ram bodies to minimise compressibility effects. A semi-transparent view of the full
manifold is shown below in Figure 2.10, and a picture of an actual unit mounted to a
ram body in Figure 2.11. Before the main order was placed, a single chamber
prototype was built to confirm satisfactory operation over the required pressure and
flow envelope.

Figure 2.10 Ram manifold schematic

Figure 2.11 - ram manifold installed on the ram body

Central to the performance and reliability of the power conversion system are the high
and low-pressure accumulators. The low-pressure circuit is maintained at a raised
pre-charge pressure bar by a pair of 1000 litre low pressure bladder accumulators

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shown prior to installation in Figure 2.12. These use a low permeability nitrile
bladder to separate the oil and gas volumes to prevent the nitrogen from being
absorbed into the oil. The pre-charge ensures that the inlet valves do not cavitate at
extreme joint velocities and that there will be a minimum of dirt and water ingress
into the hydraulic circuit. After much iteration is was decided that the Pelamis system
should use large piston accumulators as the high-pressure reservoirs instead of bladder
accumulators as shown in Figure 2.13. This minimises the required pipe-work and
reduces the probability of serious problems associated with rapid gas release into the
system (for example catastrophic failure of a bladder).

Figure 2.12 Hydraulic reservoirs

Figure 2.13 High pressure piston accumulators

Power conversion is performed by a pair of hydraulic-motor/induction-generator
units. OPD has chosen simple induction generator units for the prototype machine to
minimise the complexity of the control and switch gear required. Each unit can be
run independently from the common accumulator bank to minimise exposure to
failure of a single unit, and to allow conversion efficiency to be maximised and
running hours minimised at part load. OPD dual sourced the motors and generators.

Page 13

All of the main components are plumbed together using flexible hose and SAE
standard flange fittings. Hard pipe work was considered, but ultimately rejected due
to cost, the difficulty of meeting the required positional tolerances, and the conclusion
it would be unreliable due to thermal expansion and flexing of the joint module
structure. Also, connecting and disconnecting individual components is much easier
using flexible piping. A central 'hydraulic-hub' manifold is used to make all the key
connections (Figure 2.14). This is located at one end of the joint module.

Figure 2.14 Main connections manifold

All system components were installed by OPD personnel. One of the key objectives
of this programme was to give OPD experience of working with the full-scale
technology, it is felt by OPD that it is important for the designers of the system to
experience issues relating to assembly so that that this can inform the design of future
systems. The experience gained from packaging and assembly of the full-scale joint
rig has led to a number of major improvements and simplifications for the full-scale
prototype joint modules.
The system was originally commissioned and tested using the 7th scale control and
data acquisition system. However, a second revision of the control hardware has been
built and retro fitted into the test rig since completion of the cycle tests. This has
allowed the actual control hardware to be fitted to the full-scale prototype to be tested
on a realistic platform.

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2.6 TEST FACILITY

Given the nature of the testing and the need for test supervision during the initial
stages, OPD felt that the most effective route was to commission its own facility for
the purpose, close to its offices. OPD leased and upgraded a 450m2 industrial unit
from Forth Ports plc for the test rig. Upgrade work included thorough cleaning and
painting, installation of an office, installation of a hydraulics assembly area, a
mechanical workshop area, and the required 5tonne overhead gantry crane and 2MVA
electrical supply. Also provided was a control area with provision for the joint
computers and hardware, including independent condition monitoring and emergency
shut-down system, as well as a dedicated independent 64 channel data acquisition
suite.
The costs of this were significant within the overall project, but were justified on the
grounds that the locations convenience meant that travel costs were minimised, and
in any case, it proved impossible to source an alternative facility that did not require
electrical upgrade.
Various views of the facility during preparation are shown below in Figure 2.16.

Figure 2.16 The OPD test facility: During preparation (top left), installation of the
overhead gantry crane (top right), during installation of the full-scale joint rig (bottom
left), and fully commissioned (bottom right).

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3. TEST & INSPECTION PROGRAMME

Testing of the full-scale joint rig fell under three main headings:

Commissioning Tests to confirm satisfactory operation of all test facility and

rig systems
Functionality Tests to characterise all joint power take-off systems, and
confirm performance was as anticipated
Cycle Testing to improve confidence in the initial reliability of the system
prior to the first offshore tests, and highlight any early wear issues

The scope and results from each of these are set out below.
3.1 COMMISSIONING TESTS
During December 2002 the test facility and test rig were successfully commissioned.
Test included confirmation of satisfactory operation of:

The grid connection and test facility electrical systems

The actuation power-packs
The joint module instrumentation, control and electrical systems
The overall test facility data acquisition suite

The 2MVA 6.6kV/415V grid connection was witness tested by Scottish Power to
confirm satisfactory operation of the fault trip and earthing systems. This is a near
identical process to that that will be required at the test centre prior to installation of
the full-scale prototype, and gave valuable experience.
Each of the actuation packs and the joint module are served by independent electrical
panels. Each of these was commissioned on-site as a suitable connection was not
available at the manufacturer's facility. The actuation packs were run-up to break in
the pumps and were subsequently commissioned using a flow restrictor valve rather
than on the rig itself. This was seen as a prudent measure as the actuation system is
extremely powerful. Once the actuation pump controllers had been commissioned
work concentrated on setting the closed loop control around each joint axis in turn. A
closed loop system is required to properly simulate the action of waves on the real
system. The control loops were closed and the system parameters optimised to give
the best response. There were a number of problems with commissioning the
actuation power packs themselves, these were mostly concerning the boost system for
the Denison pumps. The rapidly reversing load and rapid pressure changes in the
system initially gave problems until a small accumulator was included in the boost
circuit.
The joint module systems include full electrical panels, including back-up battery
supply. Soft-starters are included for the induction generators to reduce the inrushcurrent, a power factor correction unit is also included. The complete electrical
system was commissioned at the manufacturer prior to shipment, however, the system
was re-commissioned on-site to confirm wiring and local voltage drops. The pair of

Page 16

generators and hydraulic motors were run up, enabled and tripped to confirm
satisfactory operation.
The joint instrumentation and control systems are essentially identical to the 7th scale
system. However, a number of extra channels have been introduced to allow full
performance appraisal and better diagnostics. The full system was tested, and
calibrated where appropriate. Commissioning then moved to confirming correct
operation of the joint control systems. This process was directly analogous to that
carried out using the 7th scale joint test rig. Many of the tests and analysis tools are
common to both systems, proving the value of the earlier work.
A National Instruments Labview based system is used to collect data from both the
test rig itself and the actuation power packs. A total of 64 channels are available.
During the majority of testing a total of approximately 40 channels were used.

Page 17

3.2 FUNCTIONALITY TESTS

The most important tests carried out were the functionality trials. These were to:

Confirm satisfactory operation of the actuation system across the design

load/motion envelope
Confirm satisfactory operation of the active joint control algorithms across the
design joint restraint envelope
Characterise flow induced pressure drops through the complete system
Confirm that there was no cavitation at the inlets to the ram chambers
Confirm satisfactory operation of the hydraulic motors, induction generators
and controls
Confirm that the full-cycle conversion efficiency is as anticipated

The primary hydraulic system comprises the rams, manifolds, flow control valves,
reservoirs, accumulators and pressure relief valves. Testing of the primary hydraulic
system was the most important set as they proved the more innovative parts of the
system. While the system is an assembly of proven components, the joint module
assembly is a new application of this technology it was a key objective of this
programme to confirm the satisfactory operation of the system as a whole.
The power generation system is conventional by comparison. Early tests were carried
out at reduced pressure while problems with the actuation system were resolved, and
to reduce the stored energy in the system while confidence built. After various
problems during commissioning were solved, the actuation system the worked
satisfactorily during all subsequent testing. It should be noted that most of the
problems experienced during commissioning and operation have been due to the
actuation system. It can be concluded that simulating the North Atlantic is not an
easy task!
3.2.1 Primary power-take-off
A large number of active and passive tests were run to confirm functionality of the
primary power take-off system. The results can not be fully presented here for
commercial reasons. However, the key results are discussed in some detail below.
The active primary power take-off system functionality tests were carried out using a
control program previously proven on the 7th scale system. Indeed, most of the
algorithms proved to be directly portable between the two systems once corrections
had been made for geometry, pressure and the time-constants of active components.
This proves the value of the 7th scale test rig and machine programmes. Example
results are shown in Figures 3.1 & 3.2.
Active algorithms were applied to cover the intended range of joint restraint. Initially,
tests were conducted at reduced pressure to lesson the amount of stored energy in the
system. These tests proved that the main algorithms were sound. However, tests at
higher pressures caused problems due to compressibility of oil and the stiffness of the
hoses in the actuation system. Tests at these levels had to be conducted with modified
algorithms to prevent rapid depressurisation of the actuation system leading to
undesirable pressure spikes in the inlet manifold of the primary power take-off

Page 18

system. This was not an issue on the 7th scale joint test rig as the drive system was
more rigid. It will not be a significant issue with the full-scale prototype machine at
the structure is of adequate rigidity. However, initial sea trials will quantify the effect.
Upper Chamber Pressures

Pressure (bar)

100
90
80
70
60

4.1
4.2
3.1

50
40
30
20
10
0

3.2
Drive
State
HP acc
10

12

14

16

18

20
Time (s)

22

24

26

28

30

LP res

Total Applied Momemt

1.5

Moment (MNm)

1
0.5
0
10

12

14

16

18

20

22

24

26

28

30

-0.5
-1
-1.5
Time (s)

Figure 3.1 Results from an example test showing high-pressure accumulator,

reservoir, and ram chamber pressures (top), and applied moment records (bottom).
The control algorithms used for these tests were identical to those implemented on the
7th scale machine proving the value of the intermediate scale programme.

-0.1

-0.05

1.6

1.6

1.6

1.2

1.2

1.2

0.8

0.8

0.8

0.4

0.4

0.4

-0.4

0.05

0.1

-0.8
-1.2
-1.6

-0.08

-0.04

-0.4

0
0

0.04

0.08

-0.8
y = 12.051x

-0.08

-0.04

-0.4

0.04

0.08

-0.8

-1.2

-1.2
y = 21.444x

-1.6

-1.6

y = 15.373x

Figure 3.2 Test results for typical stiffness (left), damping (middle) and complex
(right) joint impedances. The damping and complex results show more disturbances
and oscillation than the stiffness results due to the compliance of the rig actuation
system (note however that the traces are repeatable). However, quantised moment
levels are still clearly visible.
The results from the joint test rig were correlated the Pel power take-off system
numerical model. The methodology used was identical to that used for the 7th scale
system under V/06/00188, proving the value of the earlier work. Catalogue values for
all system impedances, response times, volumes, compressibility etc were first entered

Page 19

into the model. Agreement was found to be poor for most cases. Measured values
derived from results from the rig were subsequently used agreement was much
improved. The power take-off model in the Pel machine simulations is now a very
accurate representation of the system for all operating cases studied, an example of
the level of agreement achieved is shown below in Figure 3.3. The good level of
agreement means that the power take-off model can now be used to predict the
response and performance of the full machine with a good degree of confidence.

Figure 3.3 Example chamber pressure records from the test rig, plotted with
corresponding simulation results. The results show good agreement between the test
rig and the simulation down to the level of individual pressure transient features.
Previous analyses, and experience with the 7th scale machine have shown that ultimate
joint restraint levels achievable are inherently limited by the frequency response of the
control valves. OPD have been in close discussion with the valve manufacturers to
characterise and improve the performance of the valves to be used on the full-scale
prototype machine. This led to an iterative test procedure using the full-scale joint rig
at the end of the programme. Various valves were modified and tested by OPD and
the manufacturer. They were installed in the rig and tested under real operating
conditions. A good solution was found that gives acceptable frequency response
characteristics without major modification to the valves. The manufacturer has since
produced a batch of modified valves for installation in the full-scale prototype. It was
precisely this kind of issue that the full-scale joint was conceived of to address. A
large amount of time and money has been saved by identifying and addressing this
issue before the full-scale prototype is built and deployed.
A further key objective of the test programme was to determine the fluid resistances
in the system to quantify losses and to confirm that there would be no cavitation on

Page 20

inlet and no extreme over pressure on outlet across all operating conditions. The
graphs in Figure 3.4 (below) show passive fluid resistances. The left hand graph
shows the inlet characteristics.
HP (outlet) valve pressure drop vs flow f or
chamber 1.1

LP (inlet) valve Pressure drop vs flow f or

chamber 1.1
10

10
9

8
7
6

(bar)

(bar)

6
4

5
4
3

2
1

0
-400

-200

200

400

0
0

-2

(lt/min)

100

200

300

(lt/min)

Figure 3.4 Ram inlet (left) and outlet (right) fluid resistances
On induction (negative half of the x-axis) the control valves are designed to ensure
that the resistance is low, so that cavitation is avoided at high flow rates. The pressure
drop lies below 1 bar even at flows of >350litres/minute. It should be noted that the
small pressure differences measured on induction are obscured by the datum accuracy
of the 400bar transducers used in the ram chambers. However, the chamber pressures
can be seen to be flat on induction at a pressure less than 1 bar different from the
reservoir pressure. The induction pressure drop is considerably lower than has been
assumed in the past, this is a very positive result as it will allow the system pre-charge
pressure to be reduced, reducing the cost of the reservoir and increasing the life of all
dynamic and static seals.
Resistance to flow through the outlet control valves (positive half of the x-axis) is
higher due to the different flow-path, this is not a problem as cavitation is not possible
in this case. The graph on the right of Figure 3.4 is the resistance of the high pressure
valve as oil is pumped from the ram. A minimum of around 3.5bar is dropped due to
the cracking pressure of the valve, the pressure drop rises to approximately 8 bar at
300litres/minute. Again this is less than was previously anticipated due to the
specification of a larger valve.
The pressure measurements on which the pressure drops shown above are based were
taken inside the ram chambers and at the high or low pressure reservoirs. They
therefore include the drops over the hoses and manifold. The results imply that around
1-2% of absorbed power would be lost due to pressure drops through the flow path
depending on the operating conditions. This agrees well with previous estimates of
flow losses made in V/06/00181. The majority of the losses are due to the cracking
pressure of the high pressure non-return valve, the design and choice of this valve is
currently being reviewed.

Page 21

Further tests showed that variation of fluid resistance with oil temperature was not
significant (see Figure 3.5).
HP (outlet) valve pressure drop vs flow f or
chamber 1.1

10

10

(bar)

(bar)

HP (outlet) valve pressure drop vs flow f or

chamber 1.1

5
4

5
4

0
0

100

200

300

(lt/min)

100

200

300

(lt/min)

Figure 3.5 Effect of oil temperature on fluid resistances (13.5oC (left), 34.3oC
(right)) showing the expected small reduction in pressure drops with rising
temperature as fluid viscosity falls.
To put losses in context, 1-2% losses due to flow restrictions would equate to 1,000 2,000 per annum at Renewables Obligation prices. This clearly sho ws why all
aspects of system efficiency must be optimised. Considerable effort will be focussed
on optimising the flow paths for future machines.
3.2.2 Power conversion system
A broad range of tests have been conducted on the power generation system and
controls. The functionality of the electrical control panels has been fully tested with
interlocked start sequences implemented on the FPGA controller. The most important
interlock is ensuring that the hydraulic flow cannot be enabled before the generator is
up to speed with the power factor correction enabled. This has been fully
demonstrated along with the other more minor interlocks.
Active over-speed shutdown has been tested using a signal generator to simulate the
speed encoder. The system also incorporates a mechanical over-speed shutdown in
the form of a flow-fuse on the inlet that shuts at 1.5-2 times the full load flow-rate.
This system is seen as a last ditch saver to prevent the hydraulic motor or generator
being damaged in the event of the electrical load being removed while the hydraulics
are still active (the hydraulic motors are rate for up to three times rated speed). The
flow-fuse has been tested with the hydraulic motor disconnected.
Motor-generator performance has been as expected. Figure 3.6 shows example test
records from the full-scale joint rig. The results show a test where both generators are
running with an average system pressure of ~300bar. The test includes a simulated
emergency shutdown at 50 seconds. Fluctuations in pressure and power are due to the
fact that the input to the rig is a large sine wave. Further refinements to the control
algorithm prior to deployment in the full-scale prototype will significantly improve
the output smoothness.

Page 22

Low er

Generator speeds (rpm)

Upper

1600
1550
1500
1450
1400
0

10

20

30

40

50

60

50

60

accumulator
reservoir

Oil Pressures (bar)

400
350
300
250
200
150
100
50
0
0

10

20

30

Low er

Motor swash angles (%)

40

Upper

low er demand

upper demand

100
80
60
40
20
0
0

10

20

30

40

50

60

Pow m1 upp

Module 1 Powers (kW)

Pow m1 low

200

Pow m1 Total
hyd pow e upp

150

hyd pow e low

100
50
0
0

10

20

30

40

50

60

upper

Conversion efficiency

low er

1
0.9
0.8
0.7
0.6
0.5
0.4
0.3
0.2
0.1
0
0

10

20

30
Time

40

50

60

Figure 3.6 Example power conversion system results for a short sweep of pressure
and swash angle. The top graph shows the motor-generator rpm, the generator is an
induction machine and as such increases in speed with torque (and therefore power),
this can clearly be seen on the trace. The spike at 50seconds corresponds to the
generators being tripped. The next plot shows oil pressure in the HP accumulator and
LP reservoir. The lumpiness is due to the unsteady nature of the input power. The
following graph shows the demand and achieved swash angles for the two motors.
The next plot shows individual hydraulic and electrical power, and total power
electrical output power for the same test. The final graph shows overall conversion
efficiency for the two motor-generator sets, calculated as the ratio of electrical power
out to hydraulic power in (pressure x flow-rate).

Page 23

Efficiencies have been calculated using input power from high pressure accumulator
pressure and flow-rate, and output power from the electrical panel. Measured
efficiencies are typically ~75% at 150bar operating pressure and full-flow (~35-40kW
per generator) which is in line with motor and generator data. The combined
efficiency rises to 85% - 90% at 300 bar (~100kW per generator). Again this is in
line with motor and generator manufacturers data. The results are conservative due
to losses through the long pipe work of the test rig, the motor/generator sets and heat
exchangers were mounted outside the joint module for all testing to allow safe access
to the equipment while the rig is running. This adds a total of ~60metres of extra
hose, and several couplings in the circuit, giving an extra ~2-3bar of pressure drop at
full flow. The actual module will have much shorter pipe work and overall efficiency
can be expected to rise by 1-2% from the figures presented. The power conversion
packs and heat exchangers on the full-scale prototype have been redesigned and resited to minimise hose length and connections.
The measured efficiencies of all of the components show that the overall conversion
efficiency of the system will be better than 80% for most operating conditions. This
is a very encouraging result as it confirms that the performance of the OPD power
take-off and conversion system is good enough (even in its current form) for direct
application in future commercial machines. However, improvements to the various
flow paths are expected to lead to modest improvements of the order of 1% at high
power levels, at no extra cost, with no new technology required. Larger gains are
possible through the development of specialist hydraulic motors optimised for the
application. OPD are in discussions with manufacturers regarding this.

Page 24

3.3 CYCLE TESTING

Cycle testing was carried out over a period of three months from February April
2003. Within this, a total of approximately one-and a half months running time was
accumulated. While this is less than anticipated (due to heavy commitments on the
full-scale prototype design/build programme) sufficient testing has now been
conducted to meet the original project objectives specifically, to confirm the
satisfactory extended operation of the system and that there are no 'show-stopping'
issues regarding reliability or component wear.
Rather than continuing the cycle tests into May & June 2003 the rig has been
extensively utilised to test additional components for the full-scale prototype and to
commission the actual power conversion systems to be used in the full-scale
prototype. These tests are briefly discussed within this report for completeness.
3.3.1 Details of test programme
All cycle testing was to a common format, the testing was monitored throughout with
continuous data logging of 38 data channels (see below) from the rig and actuation
system, and a check of all system parameters every half-hour to confirm satisfactory
operation. The test format was as follows:

Start up test rig

Bring system up to operating pressure
Start up both generators
Ramp up to test power levels
Run at steady state conditions, logging test data and monitoring every half
hour
Change steady state conditions as required
Shut down at end of test period (typically 10-12 hours continuous)
Perform post shutdown checks and inspection
View sampled test data to confirm satisfactory operation of all components

The system proved highly reliable in operation with no un-commanded shutdowns

due to the joint systems. On three occasions one of the generators tripped off during
testing, due to the power limit settings on the generator soft starter. These settings
were adjusted and the problem did not recur. The soft-starter was included to limit
the in-rush current at start-up. This was due to concerns about voltage drops in the
system causing undesirable interactions between modules. Subsequent testing has
shown that the voltage drops will be manageable and the soft starters have now been
removed altogether.
Several problems were experienced with the actuation-system during early cycle
testing, these were traced to faulty transducers or connections on the actuation packs.
In all cases the rig safety shut-down systems and procedures worked correctly.

Page 25

The following data was collected for all cycle tests:

Description

Type

Heave axis angle

Sway axis angle
Heave drive signal
Sway drive signal
Heave actuation pressure
Sway actuation pressure
Main manifold HP & LP pressure
Ram manifold (x4) HP & LP
Ram chamber pressures
Heave controller demand
Sway controller demand

Unipolar, differential
Unipolar, differential
Bipolar, differential
Bipolar, differential
Unipolar, differential
Unipolar, differential
Unipolar, single-ended
Unipolar, single-ended
Unipolar, single-ended
Digital
Digital
TOTAL:

Number of
channels
1
1
1
1
2
2
4
8
16
1
1
38

Data was collected using a National Instruments sampling system and Labview
software this is the same system as will be used for full-scale prototype structural
monitoring. Configuring and using the system and managing the considerable
volumes of data provided useful experience for the forthcoming full-scale prototype
programme.
The data was collected to allow diagnostic analysis to be performed in the event of
problems with system components. However, as there we no significant problems
with the test rig systems, little actual in-depth analysis of the sampled data was carried
out. Analysis was limited to on-line checks while the rig was running to confirm that
the system was running to specifications.
3.3.2 Anticipated future testing
Subsequent to the main cycle tests, the rig has been used to test the full-scale
prototype power conversion packs. All three units are being thoroughly tested prior to
installation in the joint modules. The final versions of the control system hardware
and software are also being tested. At the time of writing, the rig is operational with a
single joint control system installed, the other two systems are set up on the bench
with dummy inputs to allow the whole system to be tested.
Further cycle tests will be run once commissioning test on full-scale prototype
systems have been completed. It is anticipated that a further months test will be run
ahead of deployment of the prototype.
Thereafter, the rig will become a test-bed for new valves, components and control
algorithms, and used to simulate any failures experienced on the full-scale prototype
in operation. The joint rig represents a considerable investment for the company and
we are keen to utilise it fully in the future.
3.3.3 Other cycle testing
It was originally intended that the flexible cable unions between segments of the
Pelamis would be tested on the FSJ rig. However, it was realised early on that the
envisaged rig cycle tests would give a maximum of the order of 1 or 2 x 105 cycles

Page 26

through moderate angles. It therefore was deemed preferable to build an separate,

dedicated rig for this purpose. This rig incorporated both power and signal cabling
including the correct geometry, conduits and glanding. It used a simple geared
induction motor to drive the flexible union system through its maximum operating
angles (rather than average) at ~3Hz, allowing tests to be conducted at approximately
100 times the real time flexure duty. The rig was run for 1.2 x 106 cycles, giving a
predicted flexural test greater than 15 years in normal service. The individual cables
were then examined for signs of damage none was evident indicating that the
system is performing adequately.
While it was possible to address flexural life and wear with the rig, the tests did not
assess the long term sealing and corrosion performance of the system. The flexible
union system incorporates two independent seal paths giving a high degree of
integrity in the event of a single failure (as is standard practice for marine and
offshore systems). Also, in the event of failure of the external barriers the individual
wire cores are sheathed, giving the system an effective third barrier. Long-term
performance of the complete system will be monitored on the full-scale prototype and
future machines during offshore trials. However, the multiple independent seal paths
are expected to give the system a high degree of integrity, and will afford a good
degree of failure tolerance. OPD therefore have a high degree of confidence in the
performance and robustness of the flexible joint union system. The sealing and
corrosion performance of the system will be monitored in service on the full-scale
prototype.

Page 27

3.4 INSPECTION ACTIVITIES

The rig has been thoroughly inspected during and after the cycle test programme.
These inspection activities were predominantly aimed at confirming the satisfactory
(or otherwise) operation of all system components, and identifying any components
that were exhibiting early signs of loss of performance or wear. The tests and
inspections proved highly useful. One of the aims of the FSJ programme was to
assess alternative suppliers for the main components, the results have proved
invaluable for specifying components for the full-scale prototype machine.
Inspection activities and results are summarised below.
3.4.1 Structure
During the test programme, the rig was visually inspected while stationary and also
during operation. No cracking or distortion has been found to date. The rotational
locking plates for the ram pins were found to loosen during extended cycle testing,
their design has been changed for the full-scale prototype to ensure this does not
recur.
3.4.2 Hydraulic rams
The rams have been thoroughly visually inspected throughout the test programme.
Inspection activities have concentrated on the following:

Wear of external rods

Rod exit seal leakage
Backlash in rod-end bearings & pins
Signs of movement in unions between ram barrels and blocks, including tie
rods and anchors

External rods
The external ram rods have been monitored for signs of early degradation, wear or
undue burnishing. None of the rams shows serious wear, though the rams from one
supplier (Supplier A) appear to be in generally better condition than the other
(Supplier B). The visible wear on the front rods of the Supplier B rams may be due to
higher level of dust/dirt contamination prior to installation of an effective dust shield
(no dust ingress will be experienced on the full-scale prototype). However, the upper
Supplier A heave and sway actuation rams were most exposed and shows little sign of
wear other than normal polishing and a few shallow scores. The Supplier B sway ram
rod looks the worst wear here seems unlikely to be attributable to dirt and appears to
be more like a degree of binding in the front rod bearing. From the tests and
inspections conducted it appears that the design, build and performance of the units
from Supplier A is superior, these have been specified for the full-scale prototype.
Close-up pictures of each power take-off ram rod are shown on the following two
pages in Figure 3.7(a)-(d).

Page 28

Figure 3.7(a) - Lower heave power take-off ram external rod condition showing normal degree of polishing

Figure 3.7(b) Upper heave power take-off ram external rod condition showing normal degree of polishing on underside (right) but some
shallow scoring on upper face (left), possibly due to dirt contamination during early runs
Page 29

Figure 3.7(c) Lower sway power take-off ram external rod condition showing normal degree of polishing

Figure 3.7(d) Upper sway power take-off ram showing more significant surface wear on rod (NB the wear is not serious but is
significantly more than on other rams and is of a different type inconsistent with scoring due to dirt ingress)
Page 30

Piston rod front seals

The performance of the internal piston seals is not as critical as that of the front piston
rod seal, where the piston rod exits the ram body. All such seals will leak slowly as
they leave a thin oil film on the rod as part of their normal operation. However, this
should be a maximum of an (estimated) 1-2 drops/day. While it does not pose a
problems in terms of oil release into the environment as the rods are inside the robust
outer bellows seal, excessive leakage here is still highly undesirable as it will result in
oil being lost from the system, and will cause a build up in the seal.
All front seals are performing satisfactorily, apart from on the upper heave ram which
is showing significant leakage in operation (4-5 drops/minute) (Figure 3.8). This may
again be due to contamination during early tests but again it is observed that the upper
heave actuation ram was in the worst location for contamination, and is showing no
signs of leakage. The poor performance of the upper heave ram front seal was
another key reason why the other manufacturers units were specified for the fullscale prototype machine.

Figure 3.8 Modest oil leakage from the front seal of the upper heave power take-off
ram
Rod-end bearings
The rod end bearings used on the full-scale joint rig were the recommended wide
series steel-on-steel spherical bearing units, typically used on hydraulic rams. In
service it was found necessary to lubricate these units at regular (~daily) intervals. At
first OPD concluded that this would require a centralised greasing system, however,
individual automatic greasing systems were found to be a cheaper, more reliable
alternative.
The frequency of greasing required led to a further detailed study into rod-end bearing
requirements and options. The result of this was specification of larger PTFE-on-steel
spherical units for the full-scale prototype, which have a higher dynamic load rating

Page 31

and maintenance free characteristics. It was not possible to retrofit these units onto
the test rig due to the jaw spacing of the front and rear mounts. However, the
manufacturer has been consulted in detail about their use and in-service life
expectancy.
Therefore, the lubrication requirements of the rod end bearings on the test rig cannot
be taken as representative of the full-scale prototype in service, as larger PTFE-onsteel units have been specified. In-service performance will be determined by regular
inspection of the front and rear units on the full-scale prototype machine.
Ram bodies
Careful inspection of the ram bodies was carried out at regular intervals. All
inspection was visual, mainly concentrating on whether the paint line between the
various components had become cracked, crazed or damaged. No signs of movement
were found (see Figure 3.9). The rams specified for the full-scale prototype are more
conservative in terms of structural design, and this gives further confidence.

Figure 3.9 Two views of the ram barrel end/mid block unions showing no signs of
movement
3.4.3 Accumulators & reservoirs
The accumulators and reservoirs have been examined for external signs of damage,
and none has been found. The main criterion is confirmation of gas retention, as
significant loss of gas would seriously affect performance. While short term
monitoring is impossible due to fluctuations in temperature, long-term monitoring has
found no perceptible loss of gas from either the accumulators or reservoirs either to
the outside atmosphere or into the oil.
The only other significant potential weak point in the system is the gas connection
between the piston accumulators and their gas back-up bottle as shown in Figure 3.10.
If there is significant motion of either unit in the module this link may be
compromised. While the gas link has been designed to give sufficient compliance to
cope with small motions, gross movements are likely to result in a failure. There has
been no sign of movement during the tests but the accumulator mounting system for
the full-scale prototype has been upgraded.

Page 32

Figure 3.10 Accumulator to gas bottle connection

The reservoir is a self contained unit, so has no problems with gas piping. However,
there were concerns over the vulnerability of the gas filling valve. A more robust unit
is fitted to the reservoirs for the full-scale prototype.
OPD therefore currently has no concerns over the performance of the accumulator and
reservoir units. Though no motion of the units has been evident, OPD have upgraded
the mounting system for the full-scale prototype. The gas filling valves on the
reservoirs have been upgraded to a more robust design for the full-scale prototype
units.
3.4.4 System valves
The Pelamis power take-off system uses a number of valves to control oil flow
through the primary circuits. A number of other valves are used in the rest of the
system, including some large pressure relief valves to limit system pressure in large
seas. Through their life, the valves will see a very large number of cycles (>107),
manufacturers have conducted tests up to 106 cycles which gives a high degree of
confidence for the short-medium term. However, OPD will be monitoring the
condition of the various system valves in service to ascertain whether there is likely to
be a serious longer-term problem.
Several valves have been removed for inspection following the main block of cycle
tests. This has included at least one of each type of valve. In general, the valves have
been found to be in near as-new condition with little or no sign of operation. One
valve has been found with a damaged 'O' ring seal, but this damage looks consistent
with pinching of the seal during installation rather than pressure related extrusion.
This has been discussed with the manifold supplier. Two views of system valves are
shown in Figure 3.11.
3.4.5 Hoses & fittings
The Pelamis power take-off system uses a significant number of flexible hoses to link
the main components in the hydraulic circuit. As discussed earlier, flexible hoses are
used throughout as they are felt to be more reliable with regard to thermal expansion
and flexing of the joint module structure and are easier to route and install. However,
the use of flexible hoses increases the risk of failures due to pipe chafing. Inspection
of the flexible pipe-work in the full-scale joint rig showed that one pipe had chafed in
the supporting steelwork during the cycle tests. The hose was re-routed and clamped

Page 33

to prevent further damage. Damage of this type is possibly the highest risk facing the
full-scale prototype hydraulic system, and consequently very careful thought has been
applied to the routing and mounting of all flexible hoses in the full-scale prototype
joint modules. Also, the system has been fully reconfigured to minimise the number
and length of flexible pipe work used to further reduce risks.

Figure 3.11 One of the system check valves showing no signs of wear (left) and the
damaged seal on one of the solenoid pilot valves (right). This looks like damage on
insertion rather than extrusion damage to the seal.
In general the full-scale joint rig used SAE flange fitting for all hose terminations.
However, due to compatibility issues some large BSP cone fittings and a couple of
BSP face fittings using bonded seals were used. Both types are shown in Figure 3.12.
We have had no problems with the SAE flange system at either high or low pressure,
and the 'O'ring element provides effective sealing and the flange bolts have shown no
sign of loosening or moving. However, it has been found that both of the BSP types
are unreliable in these large sizes, perhaps due the difficulty of torquing the two
halves of the joint against each other. Therefore, all BSP fittings requiring in-situ
assembly have replaced with SAE flanges.

Figure 3.12 Fittings used were almost exclusively SAE flange type couplings
(shown left on main manifold block), however, a few large BSP fittings using bonded
seals were also used (right). The latter proved less reliable and were prone to slow
leakage.

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Pipe work has been further minimised by careful grouping of components, with due
consideration to hose routing and clamping to prevent chafing. All large fittings are
now SAE flanges.
3.4.6 Motors & generators
The motors and generators have not been dismantled for inspection. This was deemed
unnecessary as they are 100% standard off-the-shelf components. There was no
change in the sound of the units during the test period (a very good indication of
health), and oil samples taken downstream of the motors indicated no significant
contamination (see following section). This has shown that there are no short-term
problems with the hydraulic circuit. However, the longevity of the motors, as with
other components, remains a subject for the in-service full-scale prototype trials.
OPD is however confident that the hydraulic motors and induction generators are
performing satisfactorily.
3.4.7 Oil quality
The oil used for all tests was BP Biohyd SE-S 32, a biodegradable synthetic ester
based fluid. One of the aims of the full-scale joint programme was to assess the
suitability of Biohyd as the working fluid. Nothing from any of the testing has
indicated anything to the contrary.
One of the most powerful tools for determining the 'health' or otherwise of a hydraulic
system is to examine the level of contamination in the working fluid (surprisingly
similar in nature and scope to a blood test in medicine!). It is a generally accepted
view in the industry that an estimated 80% of all failures in hydraulic systems are due
to oil contamination. Various technologies are available for assessing the condition of
the system oil of most relevance to the early testing of a system such as the fullscale joint rig is examining the level of solid particulate contamination of the oil.
There are various industry standards used for specifying the permissible level of oil
contamination, and for assessing sample oil against this. One of the most universal is
the NAS Class system, and OPD have adopted this for use with the full-scale joint rig
and full-scale prototype. OPD has purchased a MP Filtri LPA2 laser particle analyser
for monitoring the oil quality in the test rig as shown in Figure 3.13. The laser
particle analyser takes three independent oil samples from the system, counts the
number of particles of different sizes in each sample, and averages the results to arrive
at an overall NAS Class rating for the cleanliness of the oil. This is the simplest,
cheapest, most reliable way of determining whether there are problems in the circuit,
and is the industry standard method.
During and after cycle testing, oil was sampled from key locations. Although there
have been a few 'rogue' readings (possibly attributable to bubbles in the oil sample) in
almost all cases the oil has achieved a cleanliness of better than NAS Class 8
(adequate), normally all samples were better than NAS class 6 or 7 which is as good
as required in aerospace applications. OPD will be using the laser particle analyser
as the primary method for assessing the condition of the FSP hydraulic systems
during maintenance in-service.

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Figure 3.14 shows scans of the analyser printouts from three consecutive readings,
from oil samples taken from the lower heave ram. The results show a NAS rating of 6
or 7 which is excellent for this type of system.

Figure 3.13 Portable MP Filtri Laser Particle Analyser

Figure 3.14 - Example of three consecutive oil quality tests from the full-scale joint
rig while running, each test is the average of three automated samples. The rating of
NAS 6 or 7 shows that the oil is running clean enough for an aerospace application.

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4. ONWARD DEVELOPMENT CONSIDERATIONS

Overall conclusions and development considerations are discussed below with
reference to the main sub-systems.
4.1 General & structure
The general configuration, structure, and equipment mounting points proved
satisfactory. Stress ranges in critical components around the load points are high.
Through discussions with WS Atkins (full-scale prototype design verifiers) is has
been decided to manufacture the main load bearing components from discrete castings
rather than the heavy fabrications used for the test rig. This is to remove welds from
high stress areas to improve fatigue performance.
Actuating the system posed a number of technical challenges. The system chosen was
a pair of large closed circuit hydraulic systems. These generally performed
satisfactorily though at high operating pressures problems were encountered with the
rigidity of the drive system, due to compressibility of the oil and stretchiness of the
hoses. This meant that the control algorithms implemented had to be modified to
prevent rapid decompressions as these induce unacceptable angular accelerations
resulting in large pressure transients in the low pressure circuit. However, it is not felt
that this significantly compromised the tests.
Thermal stability of the oil was difficult to assess. The rig was fitted with external
plate heat exchangers, cooled by force circulation of water. There proved to be no
problem cooling the oil with the units chosen, it is felt that the amount of cooling
capacity provided is conservative. The direct oil water heat exchangers for the fullscale prototype have a similar rating to those used for the test rig. Thermal stability of
the entire module was impossible to assess as the heat transfer path is not
representative. OPD has carried out preliminary modelling of the likely internal air
temperature at peak output. Temperature rise is expected to be manageable and will
be monitored in service on the prototype machine.
As a direct result of experience with the rig, individual component siting and
mounting has been re-examined for the full-scale prototype to minimise the number
and length of hydraulic and electrical interconnections.
4.2 Power take-off system
The power take-off rams in the test rig performed satisfactorily. However, it was
evident that rams from one supplier were superior to those from the alternative
supplier. The former were specified for the full-scale prototype. In addition, a fuller
fatigue analysis has been carried out on the ram design leading to adoption of a
number of detail design changes. While being of identical configuration, the rams to
be installed in the prototype are of a generally stronger construction. Due to robust
construction and some non-standard bore sizes etc the rams ended up being
considerably more expensive than originally budgeted. While it is anticipated that
there will be significant economies of scale associated with volume production, there
is a need to re-engineer the units to drive down the cost. This will be addressed as
part of the onward development programme.

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The accumulators performed satisfactorily throughout the testing. There was nothing
to split the products from the two suppliers. The accumulators were therefore selected
for the full-scale prototype only the basis of cost and delivery. Cost reduction will be
a priority in the onward programme.
The reservoirs also performed faultlessly during commissioning and trials. Similar
units have been specified for the full-scale prototype. However, costs for the
reservoirs are again high. Also, the reservoirs are bulky and take up lots of space in
the module. In the future it is anticipated that the reservoirs can be integrated into the
joint module structure to save cost and space once again this will be an objective of
the onward programme.
System valves generally performed adequately. In the future work will focus on
working with the manufacturers to improve performance in terms of reducing flow
losses and decreasing response time. The first steps in this process are underway as
discussed in Section 3.4.4.
Static and dynamic seal performance was generally shown to be satisfactory. The
only issues arising were the front rod seals on the rams, and a damaged static seal on
one of the system valves. Performance of the front rod seals was generally good
though all such seals will leak slowly. For most of the rams this leakage was barely
perceptible. However, one of the ram seals developed a significant leak during the
cycle tests (~4-5 drops/minute). It is not clear whether this is premature wear of the
seal or damage due to contamination from the test facility roof falling onto the ram
rod. Performance of the front seals on the full-scale prototype will be monitored
closely as a result. Following close examination, it was concluded that the damaged
Oring on one of the system valves was caused during installation of the valve, rather
than through extrusion of the seal under pressure. The matter was raised with the
manifold manufacturer.
The dominant source of inefficiency in the system is the hydraulic motor/generator
sets. It is estimated that the combination results in 10-15% loss depending on the
power level. The use of dual motor-generator sets running off the same circuit goes
some way to mitigating this as it allows a single generator to be run at higher capacity
at times of part load. However, it is estimated that motor-generator inefficiency will
result in a revenue loss of approximately 15,000-20,000 per annum per 750kW
machine assuming UK Renewables Obligation prices. There is clearly a strong case to
improve the performance of the power conversion system, and significantly higher
component costs may be tolerable if they lead to proportionately larger increases in
energy capture. Fortunately, there remains considerable scope for improvement of
this system. These are off the shelf items as it is seen as essential that the prototype
and early commercial machines use 100% available technology.
The hydraulic motors are drawn from the mobile hydraulics industry where power to
weight and size ratio is of prime importance and efficiency a secondary consideration.
OPD are already in consultation with a number of motor manufacturers to develop
improved machines optimised for efficiency, particularly at part load. Optimisation of
generator efficiency has less potential for improvement. The generators used in the
full-scale joint rig and prototype are conventional induction units, wound for

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maximum efficiency as generators. Their nominal efficiency is ~95% at full load.

Small improvements to this can be expected through further optimisation but gains are
expected to be small. Larger gains are possible by moving to synchronous generators.
This would confer other advantages in terms of power quality and reactive power
control and it is anticipated that a move will be made to this technology in the near
future. It is anticipated that this will be first tested on the full-scale joint rig.
It was recognised in the design of the full-scale joint rig that there are a large number
of interconnections to be made between the various system components. Each
interconnection is a source of cost and unreliability. This was to some degree
desirable as the system was by definition a prototype. Assessment of the optimum
layout for components for ease of installation, reliability in service, and accessibility
for maintenance was a key objective of the overall programme. The layout of
components in the full-scale prototype module has been revised to reduce the number
and length of connections to a minimum. This will lead to not only a more reliable
system but will reduce flow losses and the cost of components and installation.
While the system is designed to be tolerant to major loss of hydraulic oil from the
system, and any loss will be contained within the module not released into the
environment, oil loss remains a key concern. System performance would be seriously
degraded if one half of the hydraulic system is disabled. Experience with the hose
chafing in the rig due to ineffective routing and anchoring has led to a high degree of
focus on this aspect of the detail design of the full-scale prototype joint modules.
There are no premature signs that BP Biohyd is unsuitable as the working fluid. The
use of oil quality monitoring to determine the health of the hydraulic system has
proved highly effective. While inspection of individual components remains
important, testing of system oil using a laser particle analyser has now been adopted
as the primary method for determining the 'health' of the full-scale prototype systems
in service. Oil quality has been found to exceed that recommended for this type of
system. OPD is currently investigating other aspects of oil quality monitoring such as
water content and chemical analysis etc. If technically justified, OPD will invest in
appropriate equipment and/or services as required in the future.
While overall efficiency of the power take-off and conversion system has been in line
with projections, the importance of this aspect has been re-confirmed through this
programme. A conversion efficiency of 75-85% is seen as acceptable for early
machines and is significantly higher than alternative solutions and technologies.
However, this aspect must remain the focus of significant onward design and
development work, each percentage point of improvement in efficiency will result in a
direct increase of ~1,500 in annual revenue from a 750kW-rated machine, again
allowing for the UK Renewables Obligation.
OPD is committed to engaging the industry to improve the performance of all
components while reducing their unit cost. It is not realistic or desirable for OPD to
develop its own hydraulic and electrical machines and components. Its role should
rather be to demonstrate the market for such equipment and leave it to the respective
industries to tailor products to the technology. This process will be iterative and will
take some time as OPD is committed to retaining the ethos of using only proven
components and systems in early and future machines.

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4.3 Electrical & control systems

Operation of the electrical systems within the rig has been satisfactory. A useful
development point was to appreciate the large size and bulk of typical switchgear
installation. Also, assembly and supply margins appear high, with finished panels
costing many factors higher than the component cost. The electrical industry has
certain ways of building, packaging and pricing equipment. OPD is examining the
possibility of manufacturing electrical panels in-house in the future.
The basis of control was the control-system for the 7th-scale prototype. This had
already been proven on the prototype model, and generally performed well on the rig.
However, much software and hardware development has been required through the
course of this programme to interface with and control various new systems, and this
work will continue into the future. OPD has a high degree of confidence in the
robustness and flexibility of the system.
4.4 Conclusion
Overall, the project has provided enormous insight into general packaging,
accessibility and maintainability issues surrounding the full-scale joint design. While
software solid modelling is invaluable for design purposes, the full-scale joint rig has
provided essential real world input to the design process to improve the design for
the full-scale prototype.
The whole programme has been of great use to OPD and the Pelamis WEC design.
The project has allowed OPD engineers to work closely with prospective suppliers
and partners, and to assess the quality and performance of their products and services.
This was the final key objective of the V/06/00191 but is seen as one of the most
important results for the onward success of the concept and company.
Overall, the programme has resulted in a high degree of confidence in the joint
module design and systems. This would not have been the case if OPD had not
committed to this part of the programme. The programme has also resulted in a
number of key improvements to the design that would not have been possible without
a full-scale test. The cost and effort expended on this programme, and on increasing
the nature and scope of the test to include a full two axis module, has been an
essential step in reducing the onward risks of the Pelamis WEC development
programme.

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4. OVERALL PROJECT CONCLUSIONS

The following overall project conclusions can be drawn with regard to the original
programme objectives:
1. A full-scale, two-axis joint module system has been successfully built,
commissioned and tested in the laboratory. The unit is representative of the
full-scale prototype specification and design, and where possible uses
components identical to those specified for the full-scale prototype machine.
2. Actuating the system posed a number of technical challenges. The system
chosen was a pair of large closed circuit hydraulic systems. These generally
performed satisfactorily though at high operating pressures problems were
encountered with limited drive rigidity due to compressibility of the oil and
stretchiness of the hoses. However, it is not felt that this significantly
compromised the tests.
3. All rig systems were proven to function satisfactorily, and in line with
predictions.
4. Active and passive control modes were demonstrated, though active
algorithms had to be modified at elevated pressures to address the issues
relating to drive rigidity.
5. Pressure drops and flow losses through the system were proven to be similar
or less than predicted. It is estimated that generally flow losses will be less
that 1-2%.
6. It has been confirmed that cavitation at the inlets to the ram chambers will not
be a problem. Pressure drops on inlet were estimated to be less than 1 bar at
peak flow-rates significantly less than anticipated. The positive result of this
is that a lower reservoir pre-charge is required, this will prolong the life of
static and dynamic seals.
7. Oil cooling provided was found to be adequate. However, estimation of the
thermal stability of the module as a whole was not practical. Despite this it is
not felt that there will be a problem in this regard.
8. The measured conversion efficiency was 75-85% across the range of power
levels. This is in line with predictions. It is essential for the economics of the
system that the captured primary energy is converted efficiently. The
achieved conversion efficiency is seen as adequate for initial commercial
machines though there are several avenues to improve performance these
will be actively pursued in the onward programme.
9. The rig was cycle tested for a period of one and a half months. This was less
that the three months originally envisaged. It was felt that the best use of the
rig was testing and commissioning actual components and sub-systems for the
full-scale machine. However, it is felt that sufficient testing was carried out to
meet the objectives of the programme.
10. There is nothing to indicate that the biodegradable oil chosen is not suitable as
a working fluid. However, only extended testing in the full-scale prototype
and subsequent machines will determine any long term issues.
11. Static and dynamic seal performance was generally shown to be satisfactory.
The only issues arising were the front rod seals on the rams, and a damaged
static seal on one of the system valves. I was concluded that neither of these
was serious, and that both were probably caused by external factors.

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However, long-term performance will only become apparent through extended

testing in the real environment.
12. It was concluded that the structural configuration chosen for the joint module
is satisfactory, there are no signs of cracking or yielding of the rig structure. It
was not possible to directly confirm suitability of structural components due to
the more severe load regime of the test rig.
13. Experience gained with the test rig regarding packaging, installation of
components, accessibility and general health and safety issues has been
invaluable for the detailed design of the full-scale prototype. The layout and
installation procedures have been fully revised for the prototype machine.
14. The rig has provided invaluable experience working with full-scale
components and systems, and with assessing and working with the intended
suppliers for the full-scale machine.
15. Overall, the project is seen as a major success it has certainly achieved its
primary objective of significantly reducing the technical risk of the onward
programme.

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6. REFERENCES
[1]

FINAL REPORT, Pelamis WEC Conclusion of Primary R&D, UK DTI

Project Reference V/06/00181.

[2]

FINAL REPORT, Pelamis WEC Intermediate Scale Demonstration, UK

DTI Project Reference V/06/00188.

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