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    <title>Transport Research International Documentation (TRID)</title>
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    <atom:link href="https://trid.trb.org/Record/RSS?s=PHNlYXJjaD48cGFyYW1zPjxwYXJhbSBuYW1lPSJkYXRlaW4iIHZhbHVlPSJhbGwiIC8+PHBhcmFtIG5hbWU9InN1YmplY3Rsb2dpYyIgdmFsdWU9Im9yIiAvPjxwYXJhbSBuYW1lPSJ0ZXJtc2xvZ2ljIiB2YWx1ZT0ib3IiIC8+PHBhcmFtIG5hbWU9ImxvY2F0aW9uIiB2YWx1ZT0iMCIgLz48L3BhcmFtcz48ZmlsdGVycz48ZmlsdGVyIGZpZWxkPSJpbmRleHRlcm1zIiB2YWx1ZT0iJnF1b3Q7UGl0Y2ggICggRHluYW1pY3MgKSAmcXVvdDsiIG9yaWdpbmFsX3ZhbHVlPSImcXVvdDtQaXRjaCAoRHluYW1pY3MpJnF1b3Q7IiAvPjwvZmlsdGVycz48cmFuZ2VzIC8+PHNvcnRzPjxzb3J0IGZpZWxkPSJwdWJsaXNoZWQiIG9yZGVyPSJkZXNjIiAvPjwvc29ydHM+PHBlcnNpc3RzPjxwZXJzaXN0IG5hbWU9InJhbmdldHlwZSIgdmFsdWU9InB1Ymxpc2hlZGRhdGUiIC8+PC9wZXJzaXN0cz48L3NlYXJjaD4=" rel="self" type="application/rss+xml" />
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    <copyright>Copyright © 2026. National Academy of Sciences. All rights reserved.</copyright>
    <docs>http://blogs.law.harvard.edu/tech/rss</docs>
    <managingEditor>tris-trb@nas.edu (Bill McLeod)</managingEditor>
    <webMaster>tris-trb@nas.edu (Bill McLeod)</webMaster>
    <image>
      <title>Transport Research International Documentation (TRID)</title>
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      <link>https://trid.trb.org/</link>
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    <item>
      <title>Development of a GUI-Based Pitch Sequence Optimization Tool for Tire Noise Reduction</title>
      <link>https://trid.trb.org/View/2712090</link>
      <description><![CDATA[Tire noise reduction is important for improving ride comfort, especially in electric vehicle due to lack of engine noise and majority of the noise generated in-cabin is from tire-road interaction. Therefore, the tire tread pattern contribution is one of the important criteria for NVH performance apart from other structurally generated noise and vibration. In this work a GUI-based pitch sequence optimization tool is developed to support tire design engineers in generating acoustically optimized tread sequences. The tool operates in two modes: without constraints, where the pitch sequence is optimized freely to reduce tonal noise levels; and with constraints, where specific design rules are applied to preserve pattern consistency and manufacturability. The key point to be considered in this pitch sequence is that it should be reducing the tonal sound and equally spread i.e., the same pitch cannot be concentrated on one side which may lead to non-uniformity. So, the restriction is that the highest and lowest pitch types cannot occur adjacent to one another. This design rule helps in reducing undesirable pattern non-uniformity and improves both acoustic and structural performance. This tool helps in faster design iteration and integration with downstream development processes. This tool is also validated in current OE projects showing promising improvements in tire noise behavior while maintaining realistic design feasibility.]]></description>
      <pubDate>Wed, 10 Jun 2026 17:05:07 GMT</pubDate>
      <guid>https://trid.trb.org/View/2712090</guid>
    </item>
    <item>
      <title>Computational Analysis of Platform Motion and Wave Effects on the
          Aerodynamics and Wake of the IEA 22 MW Floating Wind Turbine</title>
      <link>https://trid.trb.org/View/2706260</link>
      <description><![CDATA[This study investigates the unsteady aerodynamic response, wake evolution, and                     vortex dynamics of an ultra-large floating offshore wind turbine (FOWT) under                     coupled motion–wave conditions. A high-fidelity aero–hydrodynamic CFD model is                     employed for the IEA 22 MW reference turbine. Platform pitch and surge motions                     are prescribed via sinusoidal functions, and wave conditions are independently                     introduced by considering two representative sea states (H = 4 m and 7 m) and a                     no-wave case. Results show that pitch and combined pitch–surge motions                     significantly amplify unsteady aerodynamic effects, increasing peak power from                     81.1 MW (P5S0) to 92.6 MW (P5S5), with periodic negative power output and severe                     dynamic stall. Under strong motion, waves further raise peak power to 93.4 MW                     (H7P5S5), indicating a coupled amplification effect. Dynamic stall is mainly                     triggered by pitch motion, expanding in scope and duration with motion                     amplitude; wave effects on stall remain limited. Platform motion also enhances                     wake recovery by increasing inflow shear and turbulence, leading to higher                     turbulent kinetic energy (TKE) and a reduced velocity deficit (ΔŪ). Waves                     compress the low-speed wake core and reduce ΔŪ from 0.248 (no-wave case) to                     0.204 under H7 conditions at x/D = 3.0, with the effect being particularly                     evident under combined motion. Vortex visualization reveals that platform                     movement leads to vortex merging, ring thickening, and deflection, with combined                     motion creating the strongest mixing. Wave-generated vortices interact with tip                     vortices near the surface, becoming more intense under larger wave heights. In                     general, platform motion is the main factor in FOWT unsteady aerodynamics, while                     waves have secondary but cooperative effects by changing inflow structures and                     aiding wake recovery. This study offers theoretical support and engineering                     guidance for aerodynamic design optimization and wind farm layout of                     next-generation ultra-large floating offshore wind turbines.]]></description>
      <pubDate>Tue, 02 Jun 2026 11:09:48 GMT</pubDate>
      <guid>https://trid.trb.org/View/2706260</guid>
    </item>
    <item>
      <title>Prescribed Performance Control of Nonlinear Active Suspension System With Uncertain Dynamics Based on Bionic Reference Model</title>
      <link>https://trid.trb.org/View/2658898</link>
      <description><![CDATA[In this paper, a prescribed performance control (PPC) strategy of a half-car active suspension system based on a bionic reference model is designed to solve the problems of internal uncertain parameters, external unknown disturbance, and energy consumption. Firstly, a new ideal reference model is designed according to the biological principle that the cheetah can keep posture stable when running fast, which is different from the existing control methods that set the expected trajectory of the car body to the 0 position, and provides a new expected trajectory for the motion control of sprung mass. Then, a new prescribed performance controller is designed by introducing the prescribed performance function (PPF) and backstepping method, which can ensure the transient and steady-state performance of the vertical and pitching motions of the sprung mass, improve the vibration reduction performance of the active suspension, avoid using complex function approximators, and improve the calculation efficiency. It is worth noting that the proposed controller can prevent the shortcoming that the suspension travel cannot be restored to the initial position after the tire passes through the stepped road in the existing control methods, so it has better road applicability. Finally, the simulation results show that the designed controller has better vibration reduction performance and lower energy consumption.]]></description>
      <pubDate>Thu, 28 May 2026 17:09:35 GMT</pubDate>
      <guid>https://trid.trb.org/View/2658898</guid>
    </item>
    <item>
      <title>Testing of Rigid Two- and Three-Wheeled Vehicle Pitch-Over Threshold Models</title>
      <link>https://trid.trb.org/View/2692127</link>
      <description><![CDATA[The phenomenon of bicycle pitch-over is simple in concept, yet determining threshold criteria for pitch-over has yet to be well established, particularly with respect to determining whether or not a bicycle’s front wheel will roll over a particular obstacle or not. Two prior SAE papers have laid out two different analytical approaches to predict this threshold – the Moment-Inversion and Brach Pitch-Over Threshold models - and this paper proposes a modification to the Moment-Inversion model to account for tire deflection. Testing began by measuring the center of gravity locations and moments of inertia for a bicycle with weights and training wheels and for a test rider on a bicycle and tricycle. These physical measurements were used to calculate the predicted pitch-over height for each system for each model. The test systems were then ridden over a series of progressively taller square edge obstacles until they transitioned from rolling over to stopping or pitching over. From this testing, it was demonstrated that the sole bicycle with training wheels stopped rolling over the square edge within one centimeter of the threshold predicted by the original Moment-Inversion model, which was below the height predicted by the other two. However, the rider on the bicycle and tricycle was able to ride repeatedly over obstacles taller than the height calculated by any of the analytical methods. The Brach Maximum Pitch-Over Threshold model (which assumes no upwards impulse from ground contact at the front wheel) consistently predicted the highest pitch-over height, and thus was closest to predicting the critical height for the bicycle and rider system; however, this testing has demonstrated how the dynamics of a bicycle-rider system differ from that of a fully rigid system and that more advanced models or simulations will be required to more accurately predict pitch-over thresholds.]]></description>
      <pubDate>Thu, 28 May 2026 17:09:30 GMT</pubDate>
      <guid>https://trid.trb.org/View/2692127</guid>
    </item>
    <item>
      <title>Numerical Analysis of Helicopter Characteristics during Ditching on Calm Water</title>
      <link>https://trid.trb.org/View/2674252</link>
      <description><![CDATA[This study investigates helicopter ditching characteristics using finite-volume method (FVM) simulations with the volume of fluid (VOF) multiphase model. This study examines the key factors that affect the ditching process such as initial vertical and horizontal velocities, pitch angle, and lift. The results reveal that longitudinal pitch motion predominantly governs the helicopter’s behavior when flying over calm water. Velocity plays a critical role, with excessive horizontal forward speed amplifying water–air interactions. The initial pitch angle significantly affects vertical acceleration and peak static pressure on the helicopter surface, whereas lift helps reduce acceleration. To enhance ditching safety, vertical descent speed should be minimized, horizontal forward speed and pitch angle optimized, and lift maintained. This study offers valuable insights for the safe design of helicopters as well as emergency response strategies for helicopter ditching scenarios.]]></description>
      <pubDate>Thu, 21 May 2026 16:28:53 GMT</pubDate>
      <guid>https://trid.trb.org/View/2674252</guid>
    </item>
    <item>
      <title>Numerical study of the effect of the pitch ratio of a helical strake on the vortex-induced vibration of a cylinder</title>
      <link>https://trid.trb.org/View/2661453</link>
      <description><![CDATA[In this study, 3D numerical simulations based on the overset grid method are used to investigate the vortex-induced vibration (VIV) characteristics of a cylindrical cylinder with four helical strakes and various pitch ratios at different reduced velocities. A systematic comparison of the vibration response, vibration frequency, hydrodynamic coefficients, and vortex shedding patterns between a bare cylinder and a cylinder with a helical strake has been performed to state the suppression of vortex-induced vibration phenomena by four helical strakes with distinct pitch ratios. The results demonstrate that four helical strakes with varying pitch ratios effectively reduce the transverse amplitude of the cylinder, although with different effects on the lift suppression. A cylinder with four helical strakes of pitch ratio 4.0 significantly reduces its drag and lift coefficients over the entire range of calculated reduced velocities. Compared to the bare cylinder, the maximum reduction in drag coefficient and lift coefficient reaches 60 % and 81 %, respectively. Four helical strakes with pitch ratios of 5.0 and 6.0 achieve lift amplitude reduction primarily in the range Ur = 2.0–9.0. However, in the range Ur = 9.0–14.0, the lift amplitude of the cylinder with four helical strakes with pitch ratios of 5.0 and 6.0 gradually increases beyond that of the bare cylinder. The wake vortex shedding pattern of a bare cylinder is dominated by 2S, SS, 2T and 2P modes. The vortex shedding patterns of cylinders with four helical strakes with pitch ratios of 4.0 and 5.0 exhibit similar characteristics in their wake, exhibiting SS, 2T, P + S, and 2S modes. In contrast to the bare cylinders, the cylinders with four helical strakes with pitch ratios of 4.0 and 5.0 do not exhibit the 2P mode, but the P + S mode. The cylinder with four helical strakes with a pitch ratio of 6.0 exhibits five shedding modes: SS, 2T, P + S, 2P and 2S. Analysis of the suppression efficiency reveals that cylinders with four helical strakes substantially reduce the transverse vibrations of the cylinder. The four helical strake with a pitch ratio of 4.0 exhibits the most pronounced suppression in the range of pitch ratios from 4.0 to 6.0. Specifically, the four helical strake with a pitch ratio of 4.0 provides optimal suppression of vortex-induced vibrations of the cylinder within Ur intervals of 4.0–5.0 and 8.3 to 13.0, achieving a maximum suppression efficiency of 87 %.]]></description>
      <pubDate>Thu, 23 Apr 2026 09:12:25 GMT</pubDate>
      <guid>https://trid.trb.org/View/2661453</guid>
    </item>
    <item>
      <title>Modal Analysis Approach on Vehicle Transient Behavior Considering Roll and Pitch Dynamics</title>
      <link>https://trid.trb.org/View/2691943</link>
      <description><![CDATA[When a vehicle performs planar motion, the tire side force induces a jacking-up effect determined by the suspension roll center height governed by suspension geometry. These jacking forces also excite pitching motion. In this study, the pitching degree of freedom, along with roll degree of freedom, was incorporated in the bicycle model of the vehicle motion, hence it becomes four-degree-of-freedom model, and a new analytical method that applies modal analysis method to the model decomposes the motion of the sprung mass of the vehicle into mutually independent vibration modes. Since the superposition of these vibration modes can reproduce vehicle motion, these vibration modes are the fundamental factors governing sprung-mass behavior. Therefore, understanding how these vibration modes respond to design parameters provides a theoretical foundation to design desired vehicle dynamics from the early stage of car development. This report presents, by conducting modal analysis of the four-degree-of-freedom model, that the pitching dominant mode and the mode associated with planar motion and roll, which constitute a three-degree-of-freedom system, are mutually independent dynamically. Furthermore, the suspension design method that controls the pitch-dominant mode can ameliorate the initial turn-in response of the sprung mass in the desirable direction. The insight presented in this report can offer a systematic understanding of the essential characteristics of sprung mass dynamics and can provide new theoretical framework for vehicle dynamics performance design.]]></description>
      <pubDate>Tue, 14 Apr 2026 15:11:22 GMT</pubDate>
      <guid>https://trid.trb.org/View/2691943</guid>
    </item>
    <item>
      <title>Study on nonlinear motion, wave run-up and slamming load characteristics of a semi-submersible platform sailing in head waves</title>
      <link>https://trid.trb.org/View/2653031</link>
      <description><![CDATA[The development of semi-submersible research platforms with high stability in harsh marine environments and safe navigation under varying sea conditions is a critical focus in marine science and technology. This study investigates the nonlinear characteristics of heave and pitch motions in a semi-submersible platform navigating in both regular and long-crested irregular waves through computational fluid dynamics (CFD) simulations and experiments. Wave run-up and slamming loads are analyzed experimentally, emphasizing the influence of speed and structural location on slamming intensity and spatial distribution. The results show that significant asymmetry between positive and negative motion amplitudes in both experimental and numerical analyses. Increased speed amplifies the asymmetry in motion amplitudes and enhances nonlinear behavior. These motion trends are closely related to the frequent wave impacts on the floating hull, especially in the bow region. A detailed discussion is presented on wave run-up and slamming effects under varying speed conditions. Wave impact loads on horizontal braces are more intense than those on the floating hull deck, although the impact frequency on the deck is higher. Additionally, The Froude number effect strengthens wave-platform interactions, influencing wave propagation and accumulation in the central region, leading to pronounced near-field interference.]]></description>
      <pubDate>Mon, 06 Apr 2026 08:50:03 GMT</pubDate>
      <guid>https://trid.trb.org/View/2653031</guid>
    </item>
    <item>
      <title>Stabilization of a nonlinear pitch-roll ship model via NVFBD control: Analytical and numerical investigations</title>
      <link>https://trid.trb.org/View/2679732</link>
      <description><![CDATA[Roll motion is one of the most critical and complex ship responses to waves, and its prediction remains challenging due to the strong sensitivity of ship–wave interactions. Uncontrolled vibrations may threaten ship stability, cargo safety, and operational performance. This study investigates a coupled pitch–roll ship model subjected to external excitations and controlled using negative velocity feedback with Dual Independent Delays (NVFBD). The controller is specifically designed to operate within resonance regions to enhance stability and suppress undesirable vibrations. Approximate solutions (AS) are derived using the multiple-scales process (MSP) and validated against numerical solutions (NS) obtained via the fourth-order Runge–Kutta process (RK-4). Modulation equations (ME), resonance conditions, and solvability criteria are analyzed to reveal the system dynamics. MATLAB simulations are used to present frequency responses, time histories, and resonance curves for both controlled and uncontrolled cases. Stability analysis shows that the system remains robust under ±20% parameter variations, with damping coefficients and control gains playing dominant roles. The basin of attraction and largest Lyapunov exponent (LLE) are employed to characterize sensitivity to initial conditions, while bifurcation diagrams, Poincaré maps, and phase portraits confirm the stabilizing effect of NVFBD. The results provide practical guidance for anti-roll system design and improved maritime safety.]]></description>
      <pubDate>Wed, 25 Mar 2026 11:44:47 GMT</pubDate>
      <guid>https://trid.trb.org/View/2679732</guid>
    </item>
    <item>
      <title>WT-A-LSTM-KAN: A novel hybrid deep learning framework for high-precision short-term prediction of moored ship roll and pitch motions</title>
      <link>https://trid.trb.org/View/2641295</link>
      <description><![CDATA[High-precision short-term prediction of ship motion is crucial for ensuring the safety of offshore operations, such as sea launches. This study proposes a hybrid model, WT-A-LSTM-KAN, which integrates wavelet transform (WT), long short-term memory (LSTM) neural network, and Kolmogorov–Arnold network (KAN) to achieve high-precision predictions of moored ship roll and pitch motions at various prediction times. Specifically, WT is employed to extract multi-scale frequency-domain features from the motion time series, which are then fused with the motion time-domain features (A) via parallel channels. Those fused features are subsequently fed into the LSTM-KAN that effectively combines the temporal modeling advantages of LSTM with the nonlinear mapping capability of KAN. Simulation modeling based on the Sea Launch Vessel Oriental Maritime Spaceport (OMS) is used to generate data for model training and testing. The WT-A-LSTM-KAN model's generalization capability is validated using real measurement data from the vessel. The results demonstrate that WT-A-LSTM-KAN achieves superior performance at prediction times of 5 s, 8 s, and 10 s. Furthermore, the Bootstrap-based uncertainty quantification confirms the robustness of the proposed model under actual sea conditions. Given its prominent prediction capability, the hybrid model shows great potential for application in ship motion forecasting under different sea states.]]></description>
      <pubDate>Thu, 12 Mar 2026 08:49:21 GMT</pubDate>
      <guid>https://trid.trb.org/View/2641295</guid>
    </item>
    <item>
      <title>Assessing the ship motion prediction capabilities of the open-source model NEMOH against field observations</title>
      <link>https://trid.trb.org/View/2633977</link>
      <description><![CDATA[Accurate ship motion prediction is critical for safe and efficient maritime operations, particularly in open ocean environments. This study evaluates the capability of NEMOH, an open-source potential flow boundary element solver, as an example of a ship motion prediction tool for real-world open ocean conditions. A linear model, known as the Response Amplitude Operator (RAO), is obtained using NEMOH and is combined with the wave directional spectrum derived from the WaMoS-II marine radar on the research vessel Akademik Tryoshnikov during the Antarctic Circumnavigation Expedition (ACE) to predict ship motion responses in the frequency domain. Predictions of heave, pitch and roll are benchmarked against concurrent ship motion observations recorded by an onboard inertial measurement unit (IMU). The comparisons, based on the zeroth order moment of the ship motion spectrum, demonstrate a reliable heave prediction (Pearson correlation coefficient r=0.89, scatter index SI=0.41), a reasonable pitch prediction (r=0.80, SI=0.47), and an acceptable roll prediction (r=0.63, SI=0.84). More significant discrepancies for pitch and roll are identified under specific extreme sea conditions. The results demonstrate the capability of NEMOH, offering insights into its applicability for real-world maritime operations.]]></description>
      <pubDate>Wed, 04 Mar 2026 09:16:08 GMT</pubDate>
      <guid>https://trid.trb.org/View/2633977</guid>
    </item>
    <item>
      <title>Physical modelling of the SeAbacus wave energy converter</title>
      <link>https://trid.trb.org/View/2655822</link>
      <description><![CDATA[The SeAbacus is a new patent for a floating offshore wave attenuator, which essentially consists of a rafted Salter’s Duck. It is modular, suitable also for low-energy seas and for array installation. This paper presents the first physical model tests carried out in the wave tank at the Hydraulic Laboratory of the University of Bologna. The tests focused on the effects of the device shape (by changing the shape of the Salter’s Duck) and of the mooring layout (by testing a Tension Leg Platform, a Catenary Anchor Leg Mooring configuration and a spread mooring system) under wave attacks characterised by different wave height, wave steepness and wave obliquity. The results of the tests highlight the relevance of the shape of the Salter’s Duck and the capability of the device of producing wave energy also in mild seas, provided a moderate wave steepness. Wave obliquity significantly decreases the device pitch motion. The mooring layout affects the device motions because the more rigid the moorings the higher the device pitch due to combined motions of the raft and of the Salter’s Duck. The best compromise between device pitch motions and mooring loads was achieved with the spread mooring system.]]></description>
      <pubDate>Mon, 02 Mar 2026 08:55:13 GMT</pubDate>
      <guid>https://trid.trb.org/View/2655822</guid>
    </item>
    <item>
      <title>Submarine Seakeeping and Resistance in Irregular Waves</title>
      <link>https://trid.trb.org/View/2665629</link>
      <description><![CDATA[This study presents numerical simulations of submarine motion near the free water surface in the presence of irregular waves, with results compared to calm water conditions. Using the URANS method, the amplitudes of the submarine's heave, pitch, and roll motions were calculated. The hydrodynamic behavior of the submarine was analyzed with STAR-CCM+ in both surface and submerged modes near the free surface. The effects of encounter angles and varying wave characteristics on the amplitude of submarine motions were also investigated. The results show that the largest amplitudes of pitch and heave motions occur in following waves, while the highest amplitude of roll motion is observed in beam waves. Additionally, following waves exhibit the lowest frequency of motion oscillation. In surface mode, due to the increased height of the longitudinal metacenter compared to submerged mode, the amplitude of pitch motions is reduced. However, in surface mode, the stability of the transverse metacenter and the increased influence of wave effects on the free surface lead to greater roll motion amplitudes. The increase in residual resistance in surface mode is greater than the increase in frictional resistance in submerged mode, resulting in higher total resistance in surface mode.]]></description>
      <pubDate>Thu, 19 Feb 2026 13:21:05 GMT</pubDate>
      <guid>https://trid.trb.org/View/2665629</guid>
    </item>
    <item>
      <title>Experimental parametric study of extended horizontal slab effects on pitch motion for a cruciform floating wind barge</title>
      <link>https://trid.trb.org/View/2649721</link>
      <description><![CDATA[Floating offshore wind is a promising technology for diversifying energy portfolios and enhancing coastal grid resilience. Recent commercial interest has driven efforts to optimize system performance and reduce costs, including innovations in barge-style platforms. This work investigates the influence of extended horizontal slabs on the dynamic responses of a 15 MW cruciform-style barge through a parametric study using 1:70 Froude-scaled physical models. Three configurations were tested: a baseline without slabs and two variants with scaled 2m and 4m wide slabs. Experimental campaigns included free decay tests, pink noise excitation, and scaled Gulf of Maine design load cases (DLCs 1.6 and 6.1). Results show that increasing slab width elongates the natural periods in surge, heave, and pitch, and improves damping, particularly in pitch. In extreme sea states, larger slabs significantly reduce pitch and fore-aft nacelle accelerations, with modest improvements in heave. These findings demonstrate that extended horizontal slabs are an effective and practical means of mitigating pitch-driven loads in barge-type floating wind platforms.]]></description>
      <pubDate>Mon, 02 Feb 2026 09:31:33 GMT</pubDate>
      <guid>https://trid.trb.org/View/2649721</guid>
    </item>
    <item>
      <title>A parametric gain-scheduling framework for pitch control of large-Scale wind turbines: Analytical modeling and comparative validation</title>
      <link>https://trid.trb.org/View/2648701</link>
      <description><![CDATA[This study introduces a compact analytical framework for gain-scheduled pitch control of large-scale wind turbines, providing a continuous closed-form alternative to the lookup-based tables used in industrial controllers. The proportional and integral gains are expressed as smooth functions of wind speed, reducing tuning complexity and enhancing interpretability. The method is implemented on the NREL 5 MW reference turbine and evaluated through time-domain aero-servo-elastic simulations under normal and extreme turbulence. Results show that the analytical controller reproduces the dynamic behavior of the baseline while delivering smoother torque and pitch transitions, improving power tracking and reducing transient losses. Across IEC operational load cases, the approach yields a consistent increase in annual energy production of about 1.5 % under normal turbulence and 1.4 % under extreme turbulence. Power-tracking errors are systematically lower, especially near rated conditions, indicating improved coordination between torque and pitch actions. Fatigue performance remains comparable to the baseline, with slightly reduced or similar damage-equivalent loads for tower-base fore–aft and blade-root flapwise bending moments. Overall, the analytical formulation offers an efficient and physically transparent alternative to table-based gain scheduling, supporting integration into digital-twin workflows and advanced control strategies for next-generation wind turbines.]]></description>
      <pubDate>Mon, 02 Feb 2026 09:31:32 GMT</pubDate>
      <guid>https://trid.trb.org/View/2648701</guid>
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