Assessing the accessibility impact of transport policy by a land-use and transport interaction model - The case of Madrid

Accessibility is an essential concept widely used to evaluate the impact of transport and land-use strategies in urban planning and policy making. Accessibility is typically evaluated by using separately a transport model or a land-use model. This paper embeds two accessibility indicators (i.e., potential and adaptive accessibility) in a land use and transport interaction (LUTI) model in order to assess transport policies implementation. The first aim is to define the adaptive accessibility, considering the competition factor at territorial level (e.g. workplaces and workers). The second aim is to identify the optimal implementation scenario of policy measures using potential and adaptive accessibility indicators. The analysis of the results in terms of social welfare and accessibility changes closes the paper. Two transport policy measures are applied in Madrid region: a cordon toll and increase bus frequency. They have been simulated through the MARS model (Metropolitan Activity Relocation Simulator, i.e. LUTI model). An optimisation procedure is performed by MARS for maximizing the value of the objective function in order to find the optimal policy implementation (first best). Both policy measures are evaluated in terms of accessibility. Results show that the introduction of the accessibility indicators (potential and adaptive) influence the optimal value of the toll price and bus frequency level, generating different results in terms of social welfare. Mapping the difference between potential and adaptive accessibility indicator shows that the main changes occur in areas where there is a strong competition among different land-use opportunities.

Dynamic effect of high speed railway traffic loads on the ballast track settlement

The traditional ballast track structures are still being used in high speed railways lines with success, however technical problems or performance features have led to non-ballast track solution in some cases. A considerable maintenance work is needed for ballasted tracks due to the track deterioration. Therefore it is very important to understand the mechanism of track deterioration and to predict the track settlement or track irregularity growth rate in order to reduce track maintenance costs and enable new track structures to be designed. The objective of this work is to develop the most adequate and efficient models for calculation of dynamic traffic load effects on railways track infrastructure, and then evaluate the dynamic effect on the ballast track settlement, using a ballast track settlement prediction model, which consists of the vehicle/track dynamic model previously selected and a track settlement law. The calculations are based on dynamic finite element models with direct time integration, contact between wheel and rail and interaction with railway cars. A initial irregularity profile is used in the prediction model. The track settlement law is considered to be a function of number of loading cycles and the magnitude of the loading, which represents the long-term behavior of ballast settlement. The results obtained include the track irregularity growth and the contact force in the final interaction of numerical simulation

Safety assessment of underground vehicles passing over highly resilient straight tracks in the presence of a broken rail

In this paper, vehicle-track interaction for a new slab track design, conceived to reduce noise and vibration levels has been analyzed, assessing the derailment risk for trains running on curved track when encountering a broken rail. Two different types of rail fastening systems with different elasticities have been analysed and compared. Numerical methods were used in order to simulate the dynamic behaviour of the train-track interaction. Multibody system (MBS) modelling techniques were combined with techniques based on the finite element method (FEM). MBS modelling was used for modelling the vehicle and FEM for simulating the elastic track. The simulation model was validated by comparing simulated results to experimental data obtained in field testing. During the simulations various safety indices, characteristic of derailment risk, were analysed. The simulations realised at the maximum running velocity of 110 km/h showed a similar behaviour for several track types. When reducing the running speed, the safety indices worsened for both cases. Although the worst behaviour was observed for the track with a greater elasticity, in none of the simulations did a derailment occur when running over the broken rail.

Efectos dinámicos debidos al tráfico de ferrocarril sobre la infraestructura de vía y las estructuras

La vía tradicional sobre balasto sigue siendo una selección para las líneas de alta velocidad a pesar de los problemas técnicos y la prestación del funcionamiento. El problema de la vía sobre balasto es el proceso continuo del deterioro de éste debido a las cargas asociadas al tráfico ferroviario. En consecuencia es imprescindible un mantenimiento continuado para mantener un alineamiento adecuado de la vía. Por eso se surge la necesidad de comprender mejor el mecanismo involucrado en el deterioro de la vía y los factores claves que rigen su progresión a lo largo de ciclos de carga con el fin de reducir los costos del mantenimiento de la vía y mejorar el diseño de las nuevas vías. La presente tesis intenta por un lado desarrollar los modelos más adecuados y eficientes del vehículo y de la vía para los cálculos de los efectos dinámicos debido al tráfico de ferrocarril sobre la infraestructura de la vía sobre balasto, y por otro evaluar estos efectos dinámicos sobre el deterioro de la vía sobre balasto a largo plazo, empleando un adecuado modelo de predicción del deterioro de la misma. Se incluye en el trabajo una recopilación del estado del arte en lo referente a la dinámica de la vía, a la modelización del vehículo, de la vía y de la interacción entre ambos. También se hace un repaso al deterioro de la vía y los factores que influyen en su proceso. Para la primera línea de investigación de esta tesis, se han desarrollado los diferentes modelos del vehículo y de la vía y la modelización de la interacción entre ambos para los cálculos dinámicos en dos y tres dimensiones. En la interacción vehículo-vía, se ha empleado la formulación de contacto nodo-superficie para establecer la identificación de las superficies en contacto y el método de los multiplicadores de Lagrange para imponer las restricciones de contacto. El modelo de interacción se ha contrastado con los casos reportados en la literatura. Teniendo en cuenta el contacto no lineal entre rueda-carril y los perfiles de irregularidades distribuidas de la vía, se han evaluado y comparado los efectos dinámicos sobre el sistema vehículo-vía en la interacción de ambos, para distintas velocidades de circulación del vehículo, en los aspectos como la vibración del vehículo, fuerza de contacto, fuerza transmitida en los railpads, la vibración del carril. También se hace un estudio de la influencia de las propiedades de los componentes de la vía en la respuesta dinámica del sistema vehículo-vía. Se ha desarrollado el modelo del asiento de la vía que consiste en la implementación del modelo de acumulación de Bochum y del modelo de hipoplasticidad en la subrutina del usuario \UMAT" del programa ABAQUS. La implementación numérica ha sido comprobado al comparar los resultados de las simulaciones numéricas con los reportados en la literatura. Se ha evaluado la calidad geométrica de la vía sobre balasto de los tramos de estudio con datos reales de la auscultación proporcionados por ADIF (2012). Se ha propuesto una metodología de simulación, empleando el modelo de asiento, para reproducir el deterioro de la geometría de la vía. Se usan los perfiles de la nivelación longitudinal de la auscultación como perfiles de irregularidades iniciales de la vía en las simulaciones numéricas. También se evalúa la influencia de la velocidad de circulación sobre el deterioro de la vía. The traditional ballast track structures are still being used in high speed railways lines with success, however technical problems or performance features have led to ballast track solution in some cases. The considerable maintenance work is needed for ballasted tracks due to the track deterioration. Therefore it is very important to understand the mechanism of track deterioration and to predict the track settlement or track irregularity growth rate in order to reduce track maintenance costs and enable new track structures to be designed. This thesis attempts to develop the most adequate and efficient models for calculation of dynamic track load effects on railways track infrastructure, and to evaluate these dynamic effects on the track settlement, using a track settlement prediction model, which consists of the vehicle/track dynamic model previously selected and a track settlement law. A revision of the state of the knowledge regarding the track dynamics, the modelling of the vehicle, the track and the interaction between them is included. An overview related to the track deterioration and the factors influencing the track settlement is also done. For the first research of this thesis, the different models of vehicle, track and the modelling of the interaction between both have been developed. In the vehicle-track interaction, the node-surface contact formulation to establish the identification of the surfaces in contact and the Lagrange multipliers method to enforce contact constraint are used. The interaction model has been verified by contrast with some benchmarks reported in the literature. Considering the nonlinear contact between wheel-rail and the track irregularities, the dynamic effects on the vehicle-track system have been evaluated and compared, for different speeds of the vehicle, in aspects as vehicle vibration, contact force, force transmitted in railpads, rail vibration. A study of the influence of the properties of the track components on the the dynamic response of the vehicle-track system has been done. The track settlement model is developed that consist of the Bochum accumulation model and the hipoplasticity model in the user subroutine \UMAT" of the program ABAQUS. The numerical implementation has been verified by comparing the numerical results with those reported in the literature. The geometric quality of the ballast track has been evaluated with real data of auscultation provided by ADIF (2012). The simulation methodology has been proposed, using the settlement model for the ballast material, to reproduce the deterioration of the track geometry. The profiles of the longitudinal level of the auscultation is used as initial profiles of the track irregularities in the numerical simulation. The influence of the running speed on the track deterioration is also investigated.

On-road visual vehicle tracking using Markov chain Monte Carlo with metropolis sampling

In this study, a method for vehicle tracking through video analysis based on Markov chain Monte Carlo (MCMC) particle filtering with metropolis sampling is proposed. The method handles multiple targets with low computational requirements and is, therefore, ideally suited for advanced-driver assistance systems that involve real-time operation. The method exploits the removed perspective domain given by inverse perspective mapping (IPM) to define a fast and efficient likelihood model. Additionally, the method encompasses an interaction model using Markov Random Fields (MRF) that allows treatment of dependencies between the motions of targets. The proposed method is tested in highway sequences and compared to state-of-the-art methods for vehicle tracking, i.e., independent target tracking with Kalman filtering (KF) and joint tracking with particle filtering. The results showed fewer tracking failures using the proposed method.

Estudio de la respuesta dinámica transversal de viaductos altos de líneas de ferrocarril de alta velocidad bajo la acción de cargas de uso

Es conocido que las dimensiones de los puentes de ferrocarril han ido cambiando debido a las estrictas condiciones de trazado impuestas en las líneas de alta velocidad. Además, la creciente preocupación de la sociedad por cuidar y proteger el medio ambiente, reflejado en la correspondiente normativa, ha generado nuevos condicionantes en el diseño de estas infraestructuras. En concreto, se ha limitado el movimiento de grandes volúmenes de terreno particularmente en los espacios protegidos. Por estas razones, hoy en día se proyectan y construyen puentes de ferrocarril más altos y más largos en todo el mundo. En España se han construido varios viaductos de pilas altas para líneas de alta velocidad. Ejemplos de estas infraestructuras son el Viaducto O’Eixo y el Viaducto de Barbantiño, situados en la línea de alta velocidad Madrid-Galicia, Estos viaductos altos se caracterizan por tener una mayor flexibilidad lateral y una frecuencia fundamental de oscilación baja, de hasta 0.2 Hz. La respuesta dinámica de este tipo de estructura puede aumentar como consecuencia de la aproximación entre la frecuencias propias de la misma y las de excitación debidas al paso del tren y a la acción del viento. Por lo tanto, estas estructuras pueden presentar problemas a la hora de cumplir con las limitaciones impuestas en las normas de diseño de puentes de ferrocarril, y otras, para garantizar la seguridad del tráfico y el confort de los viajeros. La respuesta dinámica lateral de viaductos de pilas altas no ha sido suficientemente estudiada en la literatura científica. Se pueden intuir varios de los motivos para explicar esta carencia. El primero es la relativamente reciente aparición de este tipo de viaductos asociados al desarrollo de la alta velocidad. Por otro lado, se hace necesario, para estudiar este tema, construir nuevos modelos numéricos adecuados para el estudio de la interacción dinámica lateral del puente y del tren. La interacción entre el puente y un tren viajando sobre él es un problema dinámico no lineal, dependiente del tiempo y de acoplamiento entre los dos subsistemas que intervienen (vehículo y puente). Los dos subsistemas, que pueden ser modelados como estructuras elásticas, interaccionan el uno con el otro a través de las fuerzas de contacto, que tiene una marcada naturaleza no lineal por el rozamiento entre rueda y carril, y por la geometría de los perfiles de estos dos elementos en contacto. En esta tesis, se desarrolla la formulación completa de un modelo no lineal de interacción tren-vía-puente-viento que reproduce adecuadamente las fuerzas laterales de contacto rueda-carril, fuerzas que van a tener una gran influencia en los índices de seguridad del tráfico. Este modelo se ha validado a partir de casos resueltos en la literatura científica, y de medidas experimentales tomadas en eventos dinámicos ocurridos en los viaductos de Arroyo de Valle y Arroyo de las Piedras. Puentes altos que han estado monitorizados en servicio durante dos años. En los estudios realizados en este trabajo, se cuantifican, empleando el modelo construido, los niveles de seguridad del tráfico y de confort de los pasajeros de trenes ligeros de alta velocidad, como el tren articulado AVE S-100, que viajan sobre viaductos altos sometidos, o no, a fuertes vientos laterales racheados. Finalmente, se ha obtenido el grado de mejora de la seguridad del tráfico y del confort de los viajeros, cuando se emplean pantallas anti-viento en el tablero y amortiguadores de masa sintonizados en la cabeza de las pilas de un viaducto alto. Resultando, el uso simultaneo de estos dos dispositivos (pantallas y amortiguadores de masa), en puentes altos de líneas de alta velocidad, una opción a considerar en la construcción de estas estructuras para elevar significativamente el nivel de servicio de las mismas. It is known that dimensions of railway bridges have been changing due to the strict high-speed lines layout parameters. Moreover, the growing concern of society to take care of and protect the environment, reflected in the corresponding regulations, has created new environment requirements for the design of these infrastructures. Particularly, the mentioned regulations do not allow designers to move far from terrain to build these railway lines. Due to all these reasons, longer and higher railway bridges are being designed and built around the world. In Spain, several high pier railway viaducts have been built for high speed lines. Barbantiño Viaduct and Eixo Viaduct, belonging to the Madrid-Galicia high speed line, are examples of this kind of structures. These high viaducts have great lateral flexibility and a low fundamental vibration frequency of down to 0.2 Hz. The dynamic response of high speed railway bridges may increase because of the approximation between the natural viaduct frequencies and the excitation ones due to the train travel and the wind action. Therefore, this bridge response could not satisfy the serviceability limits states, for traffic safety and for passenger comfort, considered by the design standards of high speed bridges. It is difficult to find papers in the scientific literature about the lateral response of high-speed trains travel over long viaducts with high piers. Several reasons could explain this issue. On one hand, the construction of this kind of viaduct is relatively recent and it is associated to the development of the high speed railway. On the other hand, in order to study the dynamic lateral interaction between the train and the high bridge, it is necessary to build new numerical and complex models. The interaction between the bridge-track subsystem and the vehicle subsystem travelling over the bridge is a coupling, nonlinear and time dependent problem. Both subsystems, train and bridge, which can be modelled as elastic structures, interact each other through the contact forces. These forces have a strong nonlinear nature due to the friction and the geometry of rail and wheel profiles. In this thesis, the full formulation of a train-track-bridge-wind nonlinear interaction model is developed. This model can reproduce properly the lateral contact wheel-rail forces, which have a great influence on traffic safety indices. The validation of the model built has been reached through interaction solved cases found in the scientific literature and experimental measures taken in dynamic events which happened at Arroyo de las Piedras and Arroyo del Valle Viaducts. These high bridges have been controlled during two years of service by means of structural health monitoring. In the studies carried out for this thesis, the levels of traffic safety and passenger comfort are quantified using the interaction model built, in the cases of high speed and light trains, as AVE S-100, travelling over high pier bridges and with or without lateral turbulent winds acting. Finally, the improvement rate of the traffic safety and passenger comfort has been obtained, when wind barriers are used at the bridge deck and tuned mass dampers are installed at the pier heads of a high viaduct. The installation of both devices, wind barriers and tuned mass damper, at the same time, turned out to be a good option to be considered in the design of high pier railway viaducts, to improve significantly the serviceability level of this kind of structures.

Co-simulation Methodologies for Hybrid and Electric Vehicle Dynamics

In recent decades, full electric and hybrid electric vehicles have emerged as an alternative to conventional cars due to a range of factors, including environmental and economic aspects. These vehicles are the result of considerable efforts to seek ways of reducing the use of fossil fuel for vehicle propulsion. Sophisticated technologies such as hybrid and electric powertrains require careful study and optimization. Mathematical models play a key role at this point. Currently, many advanced mathematical analysis tools, as well as computer applications have been built for vehicle simulation purposes. Given the great interest of hybrid and electric powertrains, along with the increasing importance of reliable computer-based models, the author decided to integrate both aspects in the research purpose of this work. Furthermore, this is one of the first final degree projects held at the ETSII (Higher Technical School of Industrial Engineers) that covers the study of hybrid and electric propulsion systems. The present project is based on MBS3D 2.0, a specialized software for the dynamic simulation of multibody systems developed at the UPM Institute of Automobile Research (INSIA). Automobiles are a clear example of complex multibody systems, which are present in nearly every field of engineering. The work presented here benefits from the availability of MBS3D software. This program has proven to be a very efficient tool, with a highly developed underlying mathematical formulation. On this basis, the focus of this project is the extension of MBS3D features in order to be able to perform dynamic simulations of hybrid and electric vehicle models. This requires the joint simulation of the mechanical model of the vehicle, together with the model of the hybrid or electric powertrain. These sub-models belong to completely different physical domains. In fact the powertrain consists of energy storage systems, electrical machines and power electronics, connected to purely mechanical components (wheels, suspension, transmission, clutch…). The challenge today is to create a global vehicle model that is valid for computer simulation. Therefore, the main goal of this project is to apply co-simulation methodologies to a comprehensive model of an electric vehicle, where sub-models from different areas of engineering are coupled. The created electric vehicle (EV) model consists of a separately excited DC electric motor, a Li-ion battery pack, a DC/DC chopper converter and a multibody vehicle model. Co-simulation techniques allow car designers to simulate complex vehicle architectures and behaviors, which are usually difficult to implement in a real environment due to safety and/or economic reasons. In addition, multi-domain computational models help to detect the effects of different driving patterns and parameters and improve the models in a fast and effective way. Automotive designers can greatly benefit from a multidisciplinary approach of new hybrid and electric vehicles. In this case, the global electric vehicle model includes an electrical subsystem and a mechanical subsystem. The electrical subsystem consists of three basic components: electric motor, battery pack and power converter. A modular representation is used for building the dynamic model of the vehicle drivetrain. This means that every component of the drivetrain (submodule) is modeled separately and has its own general dynamic model, with clearly defined inputs and outputs. Then, all the particular submodules are assembled according to the drivetrain configuration and, in this way, the power flow across the components is completely determined. Dynamic models of electrical components are often based on equivalent circuits, where Kirchhoff’s voltage and current laws are applied to draw the algebraic and differential equations. Here, Randles circuit is used for dynamic modeling of the battery and the electric motor is modeled through the analysis of the equivalent circuit of a separately excited DC motor, where the power converter is included. The mechanical subsystem is defined by MBS3D equations. These equations consider the position, velocity and acceleration of all the bodies comprising the vehicle multibody system. MBS3D 2.0 is entirely written in MATLAB and the structure of the program has been thoroughly studied and understood by the author. MBS3D software is adapted according to the requirements of the applied co-simulation method. Some of the core functions are modified, such as integrator and graphics, and several auxiliary functions are added in order to compute the mathematical model of the electrical components. By coupling and co-simulating both subsystems, it is possible to evaluate the dynamic interaction among all the components of the drivetrain. ‘Tight-coupling’ method is used to cosimulate the sub-models. This approach integrates all subsystems simultaneously and the results of the integration are exchanged by function-call. This means that the integration is done jointly for the mechanical and the electrical subsystem, under a single integrator and then, the speed of integration is determined by the slower subsystem. Simulations are then used to show the performance of the developed EV model. However, this project focuses more on the validation of the computational and mathematical tool for electric and hybrid vehicle simulation. For this purpose, a detailed study and comparison of different integrators within the MATLAB environment is done. Consequently, the main efforts are directed towards the implementation of co-simulation techniques in MBS3D software. In this regard, it is not intended to create an extremely precise EV model in terms of real vehicle performance, although an acceptable level of accuracy is achieved. The gap between the EV model and the real system is filled, in a way, by introducing the gas and brake pedals input, which reflects the actual driver behavior. This input is included directly in the differential equations of the model, and determines the amount of current provided to the electric motor. For a separately excited DC motor, the rotor current is proportional to the traction torque delivered to the car wheels. Therefore, as it occurs in the case of real vehicle models, the propulsion torque in the mathematical model is controlled through acceleration and brake pedal commands. The designed transmission system also includes a reduction gear that adapts the torque coming for the motor drive and transfers it. The main contribution of this project is, therefore, the implementation of a new calculation path for the wheel torques, based on performance characteristics and outputs of the electric powertrain model. Originally, the wheel traction and braking torques were input to MBS3D through a vector directly computed by the user in a MATLAB script. Now, they are calculated as a function of the motor current which, in turn, depends on the current provided by the battery pack across the DC/DC chopper converter. The motor and battery currents and voltages are the solutions of the electrical ODE (Ordinary Differential Equation) system coupled to the multibody system. Simultaneously, the outputs of MBS3D model are the position, velocity and acceleration of the vehicle at all times. The motor shaft speed is computed from the output vehicle speed considering the wheel radius, the gear reduction ratio and the transmission efficiency. This motor shaft speed, somehow available from MBS3D model, is then introduced in the differential equations corresponding to the electrical subsystem. In this way, MBS3D and the electrical powertrain model are interconnected and both subsystems exchange values resulting as expected with tight-coupling approach.When programming mathematical models of complex systems, code optimization is a key step in the process. A way to improve the overall performance of the integration, making use of C/C++ as an alternative programming language, is described and implemented. Although this entails a higher computational burden, it leads to important advantages regarding cosimulation speed and stability. In order to do this, it is necessary to integrate MATLAB with another integrated development environment (IDE), where C/C++ code can be generated and executed. In this project, C/C++ files are programmed in Microsoft Visual Studio and the interface between both IDEs is created by building C/C++ MEX file functions. These programs contain functions or subroutines that can be dynamically linked and executed from MATLAB. This process achieves reductions in simulation time up to two orders of magnitude. The tests performed with different integrators, also reveal the stiff character of the differential equations corresponding to the electrical subsystem, and allow the improvement of the cosimulation process. When varying the parameters of the integration and/or the initial conditions of the problem, the solutions of the system of equations show better dynamic response and stability, depending on the integrator used. Several integrators, with variable and non-variable step-size, and for stiff and non-stiff problems are applied to the coupled ODE system. Then, the results are analyzed, compared and discussed. From all the above, the project can be divided into four main parts: 1. Creation of the equation-based electric vehicle model; 2. Programming, simulation and adjustment of the electric vehicle model; 3. Application of co-simulation methodologies to MBS3D and the electric powertrain subsystem; and 4. Code optimization and study of different integrators. Additionally, in order to deeply understand the context of the project, the first chapters include an introduction to basic vehicle dynamics, current classification of hybrid and electric vehicles and an explanation of the involved technologies such as brake energy regeneration, electric and non-electric propulsion systems for EVs and HEVs (hybrid electric vehicles) and their control strategies. Later, the problem of dynamic modeling of hybrid and electric vehicles is discussed. The integrated development environment and the simulation tool are also briefly described. The core chapters include an explanation of the major co-simulation methodologies and how they have been programmed and applied to the electric powertrain model together with the multibody system dynamic model. Finally, the last chapters summarize the main results and conclusions of the project and propose further research topics. In conclusion, co-simulation methodologies are applicable within the integrated development environments MATLAB and Visual Studio, and the simulation tool MBS3D 2.0, where equation-based models of multidisciplinary subsystems, consisting of mechanical and electrical components, are coupled and integrated in a very efficient way.

Enhancing Interaction With Smart Objects Throught Mobile Devices

Interaction with smart objects can be accomplished with different technologies, such as tangible interfaces or touch computing, among others. Some of them require the object to be especially designed to be 'smart', and some other are limited in the variety and complexity of the possible actions. This paper describes a user-smart object interaction model and prototype based on the well known event-condition-action (ECA) reasoning, which can work, to a degree, independently of the intelligence embedded into the smart object. It has been designed for mobile devices to act as mediators between users and smart objects and provides an intuitive means for personalization of object's behavior. When the user is close to an object, this one publishes its 'event & action' capabilities to the user's device. The user may accept the object's module offering, which will enable him to configure and control that object, but also its actions with respect to other elements of the environment or the virtual world. The modular ECA interaction model facilitates the integration of different types of objects in a smart space, giving the user full control of their capabilities and facilitating creative mash-uping to build customized functionalities that combine physical and virtual actions

Towards a lightweight mobile semantic-based approach for enhancing interaction with smart objects

This work describes a semantic extension for a user-smart object interaction model based on the ECA paradigm (Event-Condition-Action). In this approach, smart objects publish their sensing (event) and action capabilities in the cloud and mobile devices are prepared to retrieve them and act as mediators to configure personalized behaviours for the objects. In this paper, the information handled by this interaction system has been shaped according several semantic models that, together with the integration of an embedded ontological and rule-based reasoner, are exploited in order to (i) automatically detect incompatible ECA rules configurations and to (ii) support complex ECA rules definitions and execution. This semantic extension may significantly improve the management of smart spaces populated with numerous smart objects from mobile personal devices, as it facilitates the configuration of coherent ECA rules.

A model to develop a platform for personalised health applications

Antecedentes Europa vive una situación insostenible. Desde el 2008 se han reducido los recursos de los gobiernos a raíz de la crisis económica. El continente Europeo envejece con ritmo constante al punto que se prevé que en 2050 habrá sólo dos trabajadores por jubilado [54]. A esta situación se le añade el aumento de la incidencia de las enfermedades crónicas, relacionadas con el envejecimiento, cuyo coste puede alcanzar el 7% del PIB de un país [51]. Es necesario un cambio de paradigma. Una nueva manera de cuidar de la salud de las personas: sustentable, eficaz y preventiva más que curativa. Algunos estudios abogan por el cuidado personalizado de la salud (pHealth). En este modelo las prácticas médicas son adaptadas e individualizadas al paciente, desde la detección de los factores de riesgo hasta la personalización de los tratamientos basada en la respuesta del individuo [81]. El cuidado personalizado de la salud está asociado a menudo al uso de las tecnologías de la información y comunicación (TICs) que, con su desarrollo exponencial, ofrecen oportunidades interesantes para la mejora de la salud. El cambio de paradigma hacia el pHealth está lentamente ocurriendo, tanto en el ámbito de la investigación como en la industria, pero todavía no de manera significativa. Existen todavía muchas barreras relacionadas a la economía, a la política y la cultura. También existen barreras puramente tecnológicas, como la falta de sistemas de información interoperables [199]. A pesar de que los aspectos de interoperabilidad están evolucionando, todavía hace falta un diseño de referencia especialmente direccionado a la implementación y el despliegue en gran escala de sistemas basados en pHealth. La presente Tesis representa un intento de organizar la disciplina de la aplicación de las TICs al cuidado personalizado de la salud en un modelo de referencia, que permita la creación de plataformas de desarrollo de software para simplificar tareas comunes de desarrollo en este dominio. Preguntas de investigación RQ1 >Es posible definir un modelo, basado en técnicas de ingeniería del software, que represente el dominio del cuidado personalizado de la salud de una forma abstracta y representativa? RQ2 >Es posible construir una plataforma de desarrollo basada en este modelo? RQ3 >Esta plataforma ayuda a los desarrolladores a crear sistemas pHealth complejos e integrados? Métodos Para la descripción del modelo se adoptó el estándar ISO/IEC/IEEE 42010por ser lo suficientemente general y abstracto para el amplio enfoque de esta tesis [25]. El modelo está definido en varias partes: un modelo conceptual, expresado a través de mapas conceptuales que representan las partes interesadas (stakeholders), los artefactos y la información compartida; y escenarios y casos de uso para la descripción de sus funcionalidades. El modelo fue desarrollado de acuerdo a la información obtenida del análisis de la literatura, incluyendo 7 informes industriales y científicos, 9 estándares, 10 artículos en conferencias, 37 artículos en revistas, 25 páginas web y 5 libros. Basándose en el modelo se definieron los requisitos para la creación de la plataforma de desarrollo, enriquecidos por otros requisitos recolectados a través de una encuesta realizada a 11 ingenieros con experiencia en la rama. Para el desarrollo de la plataforma, se adoptó la metodología de integración continua [74] que permitió ejecutar tests automáticos en un servidor y también desplegar aplicaciones en una página web. En cuanto a la metodología utilizada para la validación se adoptó un marco para la formulación de teorías en la ingeniería del software [181]. Esto requiere el desarrollo de modelos y proposiciones que han de ser validados dentro de un ámbito de investigación definido, y que sirvan para guiar al investigador en la búsqueda de la evidencia necesaria para justificarla. La validación del modelo fue desarrollada mediante una encuesta online en tres rondas con un número creciente de invitados. El cuestionario fue enviado a 134 contactos y distribuido en algunos canales públicos como listas de correo y redes sociales. El objetivo era evaluar la legibilidad del modelo, su nivel de cobertura del dominio y su potencial utilidad en el diseño de sistemas derivados. El cuestionario incluía preguntas cuantitativas de tipo Likert y campos para recolección de comentarios. La plataforma de desarrollo fue validada en dos etapas. En la primera etapa se utilizó la plataforma en un experimento a pequeña escala, que consistió en una sesión de entrenamiento de 12 horas en la que 4 desarrolladores tuvieron que desarrollar algunos casos de uso y reunirse en un grupo focal para discutir su uso. La segunda etapa se realizó durante los tests de un proyecto en gran escala llamado HeartCycle [160]. En este proyecto un equipo de diseñadores y programadores desarrollaron tres aplicaciones en el campo de las enfermedades cardio-vasculares. Una de estas aplicaciones fue testeada en un ensayo clínico con pacientes reales. Al analizar el proyecto, el equipo de desarrollo se reunió en un grupo focal para identificar las ventajas y desventajas de la plataforma y su utilidad. Resultados Por lo que concierne el modelo que describe el dominio del pHealth, la parte conceptual incluye una descripción de los roles principales y las preocupaciones de los participantes, un modelo de los artefactos TIC que se usan comúnmente y un modelo para representar los datos típicos que son necesarios formalizar e intercambiar entre sistemas basados en pHealth. El modelo funcional incluye un conjunto de 18 escenarios, repartidos en: punto de vista de la persona asistida, punto de vista del cuidador, punto de vista del desarrollador, punto de vista de los proveedores de tecnologías y punto de vista de las autoridades; y un conjunto de 52 casos de uso repartidos en 6 categorías: actividades de la persona asistida, reacciones del sistema, actividades del cuidador, \engagement" del usuario, actividades del desarrollador y actividades de despliegue. Como resultado del cuestionario de validación del modelo, un total de 65 personas revisó el modelo proporcionando su nivel de acuerdo con las dimensiones evaluadas y un total de 248 comentarios sobre cómo mejorar el modelo. Los conocimientos de los participantes variaban desde la ingeniería del software (70%) hasta las especialidades médicas (15%), con declarado interés en eHealth (24%), mHealth (16%), Ambient Assisted Living (21%), medicina personalizada (5%), sistemas basados en pHealth (15%), informática médica (10%) e ingeniería biomédica (8%) con una media de 7.25_4.99 años de experiencia en estas áreas. Los resultados de la encuesta muestran que los expertos contactados consideran el modelo fácil de leer (media de 1.89_0.79 siendo 1 el valor más favorable y 5 el peor), suficientemente abstracto (1.99_0.88) y formal (2.13_0.77), con una cobertura suficiente del dominio (2.26_0.95), útil para describir el dominio (2.02_0.7) y para generar sistemas más específicos (2_0.75). Los expertos también reportan un interés parcial en utilizar el modelo en su trabajo (2.48_0.91). Gracias a sus comentarios, el modelo fue mejorado y enriquecido con conceptos que faltaban, aunque no se pudo demonstrar su mejora en las dimensiones evaluadas, dada la composición diferente de personas en las tres rondas de evaluación. Desde el modelo, se generó una plataforma de desarrollo llamada \pHealth Patient Platform (pHPP)". La plataforma desarrollada incluye librerías, herramientas de programación y desarrollo, un tutorial y una aplicación de ejemplo. Se definieron cuatro módulos principales de la arquitectura: el Data Collection Engine, que permite abstraer las fuentes de datos como sensores o servicios externos, mapeando los datos a bases de datos u ontologías, y permitiendo interacción basada en eventos; el GUI Engine, que abstrae la interfaz de usuario en un modelo de interacción basado en mensajes; y el Rule Engine, que proporciona a los desarrolladores un medio simple para programar la lógica de la aplicación en forma de reglas \if-then". Después de que la plataforma pHPP fue utilizada durante 5 años en el proyecto HeartCycle, 5 desarrolladores fueron reunidos en un grupo de discusión para analizar y evaluar la plataforma. De estas evaluaciones se concluye que la plataforma fue diseñada para encajar las necesidades de los ingenieros que trabajan en la rama, permitiendo la separación de problemas entre las distintas especialidades, y simplificando algunas tareas de desarrollo como el manejo de datos y la interacción asíncrona. A pesar de ello, se encontraron algunos defectos a causa de la inmadurez de algunas tecnologías empleadas, y la ausencia de algunas herramientas específicas para el dominio como el procesado de datos o algunos protocolos de comunicación relacionados con la salud. Dentro del proyecto HeartCycle la plataforma fue utilizada para el desarrollo de la aplicación \Guided Exercise", un sistema TIC para la rehabilitación de pacientes que han sufrido un infarto del miocardio. El sistema fue testeado en un ensayo clínico randomizado en el cual a 55 pacientes se les dio el sistema para su uso por 21 semanas. De los resultados técnicos del ensayo se puede concluir que, a pesar de algunos errores menores prontamente corregidos durante el estudio, la plataforma es estable y fiable. Conclusiones La investigación llevada a cabo en esta Tesis y los resultados obtenidos proporcionan las respuestas a las tres preguntas de investigación que motivaron este trabajo: RQ1 Se ha desarrollado un modelo para representar el dominio de los sistemas personalizados de salud. La evaluación hecha por los expertos de la rama concluye que el modelo representa el dominio con precisión y con un balance apropiado entre abstracción y detalle. RQ2 Se ha desarrollado, con éxito, una plataforma de desarrollo basada en el modelo. RQ3 Se ha demostrado que la plataforma es capaz de ayudar a los desarrolladores en la creación de software pHealth complejos. Las ventajas de la plataforma han sido demostradas en el ámbito de un proyecto de gran escala, aunque el enfoque genérico adoptado indica que la plataforma podría ofrecer beneficios también en otros contextos. Los resultados de estas evaluaciones ofrecen indicios de que, ambos, el modelo y la plataforma serán buenos candidatos para poderse convertir en una referencia para futuros desarrollos de sistemas pHealth. ABSTRACT Background Europe is living in an unsustainable situation. The economic crisis has been reducing governments' economic resources since 2008 and threatening social and health systems, while the proportion of older people in the European population continues to increase so that it is foreseen that in 2050 there will be only two workers per retiree [54]. To this situation it should be added the rise, strongly related to age, of chronic diseases the burden of which has been estimated to be up to the 7% of a country's gross domestic product [51]. There is a need for a paradigm shift, the need for a new way of caring for people's health, shifting the focus from curing conditions that have arisen to a sustainable and effective approach with the emphasis on prevention. Some advocate the adoption of personalised health care (pHealth), a model where medical practices are tailored to the patient's unique life, from the detection of risk factors to the customization of treatments based on each individual's response [81]. Personalised health is often associated to the use of Information and Communications Technology (ICT), that, with its exponential development, offers interesting opportunities for improving healthcare. The shift towards pHealth is slowly taking place, both in research and in industry, but the change is not significant yet. Many barriers still exist related to economy, politics and culture, while others are purely technological, like the lack of interoperable information systems [199]. Though interoperability aspects are evolving, there is still the need of a reference design, especially tackling implementation and large scale deployment of pHealth systems. This thesis contributes to organizing the subject of ICT systems for personalised health into a reference model that allows for the creation of software development platforms to ease common development issues in the domain. Research questions RQ1 Is it possible to define a model, based on software engineering techniques, for representing the personalised health domain in an abstract and representative way? RQ2 Is it possible to build a development platform based on this model? RQ3 Does the development platform help developers create complex integrated pHealth systems? Methods As method for describing the model, the ISO/IEC/IEEE 42010 framework [25] is adopted for its generality and high level of abstraction. The model is specified in different parts: a conceptual model, which makes use of concept maps, for representing stakeholders, artefacts and shared information, and in scenarios and use cases for the representation of the functionalities of pHealth systems. The model was derived from literature analysis, including 7 industrial and scientific reports, 9 electronic standards, 10 conference proceedings papers, 37 journal papers, 25 websites and 5 books. Based on the reference model, requirements were drawn for building the development platform enriched with a set of requirements gathered in a survey run among 11 experienced engineers. For developing the platform, the continuous integration methodology [74] was adopted which allowed to perform automatic tests on a server and also to deploy packaged releases on a web site. As a validation methodology, a theory building framework for SW engineering was adopted from [181]. The framework, chosen as a guide to find evidence for justifying the research questions, imposed the creation of theories based on models and propositions to be validated within a scope. The validation of the model was conducted as an on-line survey in three validation rounds, encompassing a growing number of participants. The survey was submitted to 134 experts of the field and on some public channels like relevant mailing lists and social networks. Its objective was to assess the model's readability, its level of coverage of the domain and its potential usefulness in the design of actual, derived systems. The questionnaires included quantitative Likert scale questions and free text inputs for comments. The development platform was validated in two scopes. As a small-scale experiment, the platform was used in a 12 hours training session where 4 developers had to perform an exercise consisting in developing a set of typical pHealth use cases At the end of the session, a focus group was held to identify benefits and drawbacks of the platform. The second validation was held as a test-case study in a large scale research project called HeartCycle the aim of which was to develop a closed-loop disease management system for heart failure and coronary heart disease patients [160]. During this project three applications were developed by a team of programmers and designers. One of these applications was tested in a clinical trial with actual patients. At the end of the project, the team was interviewed in a focus group to assess the role the platform had within the project. Results For what regards the model that describes the pHealth domain, its conceptual part includes a description of the main roles and concerns of pHealth stakeholders, a model of the ICT artefacts that are commonly adopted and a model representing the typical data that need to be formalized among pHealth systems. The functional model includes a set of 18 scenarios, divided into assisted person's view, caregiver's view, developer's view, technology and services providers' view and authority's view, and a set of 52 Use Cases grouped in 6 categories: assisted person's activities, system reactions, caregiver's activities, user engagement, developer's activities and deployer's activities. For what concerns the validation of the model, a total of 65 people participated in the online survey providing their level of agreement in all the assessed dimensions and a total of 248 comments on how to improve and complete the model. Participants' background spanned from engineering and software development (70%) to medical specialities (15%), with declared interest in the fields of eHealth (24%), mHealth (16%), Ambient Assisted Living (21%), Personalized Medicine (5%), Personal Health Systems (15%), Medical Informatics (10%) and Biomedical Engineering (8%) with an average of 7.25_4.99 years of experience in these fields. From the analysis of the answers it is possible to observe that the contacted experts considered the model easily readable (average of 1.89_0.79 being 1 the most favourable scoring and 5 the worst), sufficiently abstract (1.99_0.88) and formal (2.13_0.77) for its purpose, with a sufficient coverage of the domain (2.26_0.95), useful for describing the domain (2.02_0.7) and for generating more specific systems (2_0.75) and they reported a partial interest in using the model in their job (2.48_0.91). Thanks to their comments, the model was improved and enriched with concepts that were missing at the beginning, nonetheless it was not possible to prove an improvement among the iterations, due to the diversity of the participants in the three rounds. From the model, a development platform for the pHealth domain was generated called pHealth Patient Platform (pHPP). The platform includes a set of libraries, programming and deployment tools, a tutorial and a sample application. The main four modules of the architecture are: the Data Collection Engine, which allows abstracting sources of information like sensors or external services, mapping data to databases and ontologies, and allowing event-based interaction and filtering, the GUI Engine, which abstracts the user interface in a message-like interaction model, the Workow Engine, which allows programming the application's user interaction ows with graphical workows, and the Rule Engine, which gives developers a simple means for programming the application's logic in the form of \if-then" rules. After the 5 years experience of HeartCycle, partially programmed with pHPP, 5 developers were joined in a focus group to discuss the advantages and drawbacks of the platform. The view that emerged from the training course and the focus group was that the platform is well-suited to the needs of the engineers working in the field, it allowed the separation of concerns among the different specialities and it simplified some common development tasks like data management and asynchronous interaction. Nevertheless, some deficiencies were pointed out in terms of a lack of maturity of some technological choices, and for the absence of some domain-specific tools, e.g. for data processing or for health-related communication protocols. Within HeartCycle, the platform was used to develop part of the Guided Exercise system, a composition of ICT tools for the physical rehabilitation of patients who suffered from myocardial infarction. The system developed using the platform was tested in a randomized controlled clinical trial, in which 55 patients used the system for 21 weeks. The technical results of this trial showed that the system was stable and reliable. Some minor bugs were detected, but these were promptly corrected using the platform. This shows that the platform, as well as facilitating the development task, can be successfully used to produce reliable software. Conclusions The research work carried out in developing this thesis provides responses to the three three research questions that were the motivation for the work. RQ1 A model was developed representing the domain of personalised health systems, and the assessment of experts in the field was that it represents the domain accurately, with an appropriate balance between abstraction and detail. RQ2 A development platform based on the model was successfully developed. RQ3 The platform has been shown to assist developers create complex pHealth software. This was demonstrated within the scope of one large-scale project, but the generic approach adopted provides indications that it would offer benefits more widely. The results of these evaluations provide indications that both the model and the platform are good candidates for being a reference for future pHealth developments.

Intentions: a confident-based interaction design for smart spaces

The paradigm of ubiquitous computing has become a reference for the design of Smart Spaces. Current trends in Ambient Intelligence are increasingly related to the scope of Internet of Things. This paradigm has the potential to support cost-effective solutions in the fields of telecare, e-health and Ambient Assisted Living. Nevertheless, ubiquitous computing does not provide end users with a role for proactive interactions with the environment. Thus, the deployment of smart health care services at a private space like the home is still unsolved. This PhD dissertation aims to define a person-environment interaction model to foster acceptability and users confidence in private spaces by applying the concept of user-centred security and the human performance model of seven stages of action.

Statistical mechanics approaches to granular media: between micromechanics and macromechanics

The mechanical behavior of granular materials has been traditionally approached through two theoretical and computational frameworks: macromechanics and micromechanics. Macromechanics focuses on continuum based models. In consequence it is assumed that the matter in the granular material is homogeneous and continuously distributed over its volume so that the smallest element cut from the body possesses the same physical properties as the body. In particular, it has some equivalent mechanical properties, represented by complex and non-linear constitutive relationships. Engineering problems are usually solved using computational methods such as FEM or FDM. On the other hand, micromechanics is the analysis of heterogeneous materials on the level of their individual constituents. In granular materials, if the properties of particles are known, a micromechanical approach can lead to a predictive response of the whole heterogeneous material. Two classes of numerical techniques can be differentiated: computational micromechanics, which consists on applying continuum mechanics on each of the phases of a representative volume element and then solving numerically the equations, and atomistic methods (DEM), which consist on applying rigid body dynamics together with interaction potentials to the particles. Statistical mechanics approaches arise between micro and macromechanics. It tries to state which the expected macroscopic properties of a granular system are, by starting from a micromechanical analysis of the features of the particles and the interactions. The main objective of this paper is to introduce this approach.

Caracterización de un robot para aplicaciones de mecanizado con requerimientos de tolerancias

El presente Trabajo fin Fin de Máster, versa sobre una caracterización preliminar del comportamiento de un robot de tipo industrial, configurado por 4 eslabones y 4 grados de libertad, y sometido a fuerzas de mecanizado en su extremo. El entorno de trabajo planteado es el de plantas de fabricación de piezas de aleaciones de aluminio para automoción. Este tipo de componentes parte de un primer proceso de fundición que saca la pieza en bruto. Para series medias y altas, en función de las propiedades mecánicas y plásticas requeridas y los costes de producción, la inyección a alta presión (HPDC) y la fundición a baja presión (LPC) son las dos tecnologías más usadas en esta primera fase. Para inyección a alta presión, las aleaciones de aluminio más empleadas son, en designación simbólica según norma EN 1706 (entre paréntesis su designación numérica); EN AC AlSi9Cu3(Fe) (EN AC 46000) , EN AC AlSi9Cu3(Fe)(Zn) (EN AC 46500), y EN AC AlSi12Cu1(Fe) (EN AC 47100). Para baja presión, EN AC AlSi7Mg0,3 (EN AC 42100). En los 3 primeros casos, los límites de Silicio permitidos pueden superan el 10%. En el cuarto caso, es inferior al 10% por lo que, a los efectos de ser sometidas a mecanizados, las piezas fabricadas en aleaciones con Si superior al 10%, se puede considerar que son equivalentes, diferenciándolas de la cuarta. Las tolerancias geométricas y dimensionales conseguibles directamente de fundición, recogidas en normas como ISO 8062 o DIN 1688-1, establecen límites para este proceso. Fuera de esos límites, las garantías en conseguir producciones con los objetivos de ppms aceptados en la actualidad por el mercado, obligan a ir a fases posteriores de mecanizado. Aquellas geometrías que, funcionalmente, necesitan disponer de unas tolerancias geométricas y/o dimensionales definidas acorde a ISO 1101, y no capaces por este proceso inicial de moldeado a presión, deben ser procesadas en una fase posterior en células de mecanizado. En este caso, las tolerancias alcanzables para procesos de arranque de viruta se recogen en normas como ISO 2768. Las células de mecanizado se componen, por lo general, de varios centros de control numérico interrelacionados y comunicados entre sí por robots que manipulan las piezas en proceso de uno a otro. Dichos robots, disponen en su extremo de una pinza utillada para poder coger y soltar las piezas en los útiles de mecanizado, las mesas de intercambio para cambiar la pieza de posición o en utillajes de equipos de medición y prueba, o en cintas de entrada o salida. La repetibilidad es alta, de centésimas incluso, definida según norma ISO 9283. El problema es que, estos rangos de repetibilidad sólo se garantizan si no se hacen esfuerzos o éstos son despreciables (caso de mover piezas). Aunque las inercias de mover piezas a altas velocidades hacen que la trayectoria intermedia tenga poca precisión, al inicio y al final (al coger y dejar pieza, p.e.) se hacen a velocidades relativamente bajas que hacen que el efecto de las fuerzas de inercia sean menores y que permiten garantizar la repetibilidad anteriormente indicada. No ocurre así si se quitara la garra y se intercambia con un cabezal motorizado con una herramienta como broca, mandrino, plato de cuchillas, fresas frontales o tangenciales… Las fuerzas ejercidas de mecanizado generarían unos pares en las uniones tan grandes y tan variables que el control del robot no sería capaz de responder (o no está preparado, en un principio) y generaría una desviación en la trayectoria, realizada a baja velocidad, que desencadenaría en un error de posición (ver norma ISO 5458) no asumible para la funcionalidad deseada. Se podría llegar al caso de que la tolerancia alcanzada por un pretendido proceso más exacto diera una dimensión peor que la que daría el proceso de fundición, en principio con mayor variabilidad dimensional en proceso (y por ende con mayor intervalo de tolerancia garantizable). De hecho, en los CNCs, la precisión es muy elevada, (pudiéndose despreciar en la mayoría de los casos) y no es la responsable de, por ejemplo la tolerancia de posición al taladrar un agujero. Factores como, temperatura de la sala y de la pieza, calidad constructiva de los utillajes y rigidez en el amarre, error en el giro de mesas y de colocación de pieza, si lleva agujeros previos o no, si la herramienta está bien equilibrada y el cono es el adecuado para el tipo de mecanizado… influyen más. Es interesante que, un elemento no específico tan común en una planta industrial, en el entorno anteriormente descrito, como es un robot, el cual no sería necesario añadir por disponer de él ya (y por lo tanto la inversión sería muy pequeña), puede mejorar la cadena de valor disminuyendo el costo de fabricación. Y si se pudiera conjugar que ese robot destinado a tareas de manipulación, en los muchos tiempos de espera que va a disfrutar mientras el CNC arranca viruta, pudiese coger un cabezal y apoyar ese mecanizado; sería doblemente interesante. Por lo tanto, se antoja sugestivo poder conocer su comportamiento e intentar explicar qué sería necesario para llevar esto a cabo, motivo de este trabajo. La arquitectura de robot seleccionada es de tipo SCARA. La búsqueda de un robot cómodo de modelar y de analizar cinemática y dinámicamente, sin limitaciones relevantes en la multifuncionalidad de trabajos solicitados, ha llevado a esta elección, frente a otras arquitecturas como por ejemplo los robots antropomórficos de 6 grados de libertad, muy populares a nivel industrial. Este robot dispone de 3 uniones, de las cuales 2 son de tipo par de revolución (1 grado de libertad cada una) y la tercera es de tipo corredera o par cilíndrico (2 grados de libertad). La primera unión, de tipo par de revolución, sirve para unir el suelo (considerado como eslabón número 1) con el eslabón número 2. La segunda unión, también de ese tipo, une el eslabón número 2 con el eslabón número 3. Estos 2 brazos, pueden describir un movimiento horizontal, en el plano X-Y. El tercer eslabón, está unido al eslabón número 4 por la unión de tipo corredera. El movimiento que puede describir es paralelo al eje Z. El robot es de 4 grados de libertad (4 motores). En relación a los posibles trabajos que puede realizar este tipo de robot, su versatilidad abarca tanto operaciones típicas de manipulación como operaciones de arranque de viruta. Uno de los mecanizados más usuales es el taladrado, por lo cual se elige éste para su modelización y análisis. Dentro del taladrado se elegirá para acotar las fuerzas, taladrado en macizo con broca de diámetro 9 mm. El robot se ha considerado por el momento que tenga comportamiento de sólido rígido, por ser el mayor efecto esperado el de los pares en las uniones. Para modelar el robot se utiliza el método de los sistemas multicuerpos. Dentro de este método existen diversos tipos de formulaciones (p.e. Denavit-Hartenberg). D-H genera una cantidad muy grande de ecuaciones e incógnitas. Esas incógnitas son de difícil comprensión y, para cada posición, hay que detenerse a pensar qué significado tienen. Se ha optado por la formulación de coordenadas naturales. Este sistema utiliza puntos y vectores unitarios para definir la posición de los distintos cuerpos, y permite compartir, cuando es posible y se quiere, para definir los pares cinemáticos y reducir al mismo tiempo el número de variables. Las incógnitas son intuitivas, las ecuaciones de restricción muy sencillas y se reduce considerablemente el número de ecuaciones e incógnitas. Sin embargo, las coordenadas naturales “puras” tienen 2 problemas. El primero, que 2 elementos con un ángulo de 0 o 180 grados, dan lugar a puntos singulares que pueden crear problemas en las ecuaciones de restricción y por lo tanto han de evitarse. El segundo, que tampoco inciden directamente sobre la definición o el origen de los movimientos. Por lo tanto, es muy conveniente complementar esta formulación con ángulos y distancias (coordenadas relativas). Esto da lugar a las coordenadas naturales mixtas, que es la formulación final elegida para este TFM. Las coordenadas naturales mixtas no tienen el problema de los puntos singulares. Y la ventaja más importante reside en su utilidad a la hora de aplicar fuerzas motrices, momentos o evaluar errores. Al incidir sobre la incógnita origen (ángulos o distancias) controla los motores de manera directa. El algoritmo, la simulación y la obtención de resultados se ha programado mediante Matlab. Para realizar el modelo en coordenadas naturales mixtas, es preciso modelar en 2 pasos el robot a estudio. El primer modelo se basa en coordenadas naturales. Para su validación, se plantea una trayectoria definida y se analiza cinemáticamente si el robot satisface el movimiento solicitado, manteniendo su integridad como sistema multicuerpo. Se cuantifican los puntos (en este caso inicial y final) que configuran el robot. Al tratarse de sólidos rígidos, cada eslabón queda definido por sus respectivos puntos inicial y final (que son los más interesantes para la cinemática y la dinámica) y por un vector unitario no colineal a esos 2 puntos. Los vectores unitarios se colocan en los lugares en los que se tenga un eje de rotación o cuando se desee obtener información de un ángulo. No son necesarios vectores unitarios para medir distancias. Tampoco tienen por qué coincidir los grados de libertad con el número de vectores unitarios. Las longitudes de cada eslabón quedan definidas como constantes geométricas. Se establecen las restricciones que definen la naturaleza del robot y las relaciones entre los diferentes elementos y su entorno. La trayectoria se genera por una nube de puntos continua, definidos en coordenadas independientes. Cada conjunto de coordenadas independientes define, en un instante concreto, una posición y postura de robot determinada. Para conocerla, es necesario saber qué coordenadas dependientes hay en ese instante, y se obtienen resolviendo por el método de Newton-Rhapson las ecuaciones de restricción en función de las coordenadas independientes. El motivo de hacerlo así es porque las coordenadas dependientes deben satisfacer las restricciones, cosa que no ocurre con las coordenadas independientes. Cuando la validez del modelo se ha probado (primera validación), se pasa al modelo 2. El modelo número 2, incorpora a las coordenadas naturales del modelo número 1, las coordenadas relativas en forma de ángulos en los pares de revolución (3 ángulos; ϕ1, ϕ 2 y ϕ3) y distancias en los pares prismáticos (1 distancia; s). Estas coordenadas relativas pasan a ser las nuevas coordenadas independientes (sustituyendo a las coordenadas independientes cartesianas del modelo primero, que eran coordenadas naturales). Es necesario revisar si el sistema de vectores unitarios del modelo 1 es suficiente o no. Para este caso concreto, se han necesitado añadir 1 vector unitario adicional con objeto de que los ángulos queden perfectamente determinados con las correspondientes ecuaciones de producto escalar y/o vectorial. Las restricciones habrán de ser incrementadas en, al menos, 4 ecuaciones; una por cada nueva incógnita. La validación del modelo número 2, tiene 2 fases. La primera, al igual que se hizo en el modelo número 1, a través del análisis cinemático del comportamiento con una trayectoria definida. Podrían obtenerse del modelo 2 en este análisis, velocidades y aceleraciones, pero no son necesarios. Tan sólo interesan los movimientos o desplazamientos finitos. Comprobada la coherencia de movimientos (segunda validación), se pasa a analizar cinemáticamente el comportamiento con trayectorias interpoladas. El análisis cinemático con trayectorias interpoladas, trabaja con un número mínimo de 3 puntos máster. En este caso se han elegido 3; punto inicial, punto intermedio y punto final. El número de interpolaciones con el que se actúa es de 50 interpolaciones en cada tramo (cada 2 puntos máster hay un tramo), resultando un total de 100 interpolaciones. El método de interpolación utilizado es el de splines cúbicas con condición de aceleración inicial y final constantes, que genera las coordenadas independientes de los puntos interpolados de cada tramo. Las coordenadas dependientes se obtienen resolviendo las ecuaciones de restricción no lineales con el método de Newton-Rhapson. El método de las splines cúbicas es muy continuo, por lo que si se desea modelar una trayectoria en el que haya al menos 2 movimientos claramente diferenciados, es preciso hacerlo en 2 tramos y unirlos posteriormente. Sería el caso en el que alguno de los motores se desee expresamente que esté parado durante el primer movimiento y otro distinto lo esté durante el segundo movimiento (y así sucesivamente). Obtenido el movimiento, se calculan, también mediante fórmulas de diferenciación numérica, las velocidades y aceleraciones independientes. El proceso es análogo al anteriormente explicado, recordando la condición impuesta de que la aceleración en el instante t= 0 y en instante t= final, se ha tomado como 0. Las velocidades y aceleraciones dependientes se calculan resolviendo las correspondientes derivadas de las ecuaciones de restricción. Se comprueba, de nuevo, en una tercera validación del modelo, la coherencia del movimiento interpolado. La dinámica inversa calcula, para un movimiento definido -conocidas la posición, velocidad y la aceleración en cada instante de tiempo-, y conocidas las fuerzas externas que actúan (por ejemplo el peso); qué fuerzas hay que aplicar en los motores (donde hay control) para que se obtenga el citado movimiento. En la dinámica inversa, cada instante del tiempo es independiente de los demás y tiene una posición, una velocidad y una aceleración y unas fuerzas conocidas. En este caso concreto, se desean aplicar, de momento, sólo las fuerzas debidas al peso, aunque se podrían haber incorporado fuerzas de otra naturaleza si se hubiese deseado. Las posiciones, velocidades y aceleraciones, proceden del cálculo cinemático. El efecto inercial de las fuerzas tenidas en cuenta (el peso) es calculado. Como resultado final del análisis dinámico inverso, se obtienen los pares que han de ejercer los cuatro motores para replicar el movimiento prescrito con las fuerzas que estaban actuando. La cuarta validación del modelo consiste en confirmar que el movimiento obtenido por aplicar los pares obtenidos en la dinámica inversa, coinciden con el obtenido en el análisis cinemático (movimiento teórico). Para ello, es necesario acudir a la dinámica directa. La dinámica directa se encarga de calcular el movimiento del robot, resultante de aplicar unos pares en motores y unas fuerzas en el robot. Por lo tanto, el movimiento real resultante, al no haber cambiado ninguna condición de las obtenidas en la dinámica inversa (pares de motor y fuerzas inerciales debidas al peso de los eslabones) ha de ser el mismo al movimiento teórico. Siendo así, se considera que el robot está listo para trabajar. Si se introduce una fuerza exterior de mecanizado no contemplada en la dinámica inversa y se asigna en los motores los mismos pares resultantes de la resolución del problema dinámico inverso, el movimiento real obtenido no es igual al movimiento teórico. El control de lazo cerrado se basa en ir comparando el movimiento real con el deseado e introducir las correcciones necesarias para minimizar o anular las diferencias. Se aplican ganancias en forma de correcciones en posición y/o velocidad para eliminar esas diferencias. Se evalúa el error de posición como la diferencia, en cada punto, entre el movimiento teórico deseado en el análisis cinemático y el movimiento real obtenido para cada fuerza de mecanizado y una ganancia concreta. Finalmente, se mapea el error de posición obtenido para cada fuerza de mecanizado y las diferentes ganancias previstas, graficando la mejor precisión que puede dar el robot para cada operación que se le requiere, y en qué condiciones. -------------- This Master´s Thesis deals with a preliminary characterization of the behaviour for an industrial robot, configured with 4 elements and 4 degrees of freedoms, and subjected to machining forces at its end. Proposed working conditions are those typical from manufacturing plants with aluminium alloys for automotive industry. This type of components comes from a first casting process that produces rough parts. For medium and high volumes, high pressure die casting (HPDC) and low pressure die casting (LPC) are the most used technologies in this first phase. For high pressure die casting processes, most used aluminium alloys are, in simbolic designation according EN 1706 standard (between brackets, its numerical designation); EN AC AlSi9Cu3(Fe) (EN AC 46000) , EN AC AlSi9Cu3(Fe)(Zn) (EN AC 46500), y EN AC AlSi12Cu1(Fe) (EN AC 47100). For low pressure, EN AC AlSi7Mg0,3 (EN AC 42100). For the 3 first alloys, Si allowed limits can exceed 10% content. Fourth alloy has admisible limits under 10% Si. That means, from the point of view of machining, that components made of alloys with Si content above 10% can be considered as equivalent, and the fourth one must be studied separately. Geometrical and dimensional tolerances directly achievables from casting, gathered in standards such as ISO 8062 or DIN 1688-1, establish a limit for this process. Out from those limits, guarantees to achieve batches with objetive ppms currently accepted by market, force to go to subsequent machining process. Those geometries that functionally require a geometrical and/or dimensional tolerance defined according ISO 1101, not capable with initial moulding process, must be obtained afterwards in a machining phase with machining cells. In this case, tolerances achievables with cutting processes are gathered in standards such as ISO 2768. In general terms, machining cells contain several CNCs that they are interrelated and connected by robots that handle parts in process among them. Those robots have at their end a gripper in order to take/remove parts in machining fixtures, in interchange tables to modify position of part, in measurement and control tooling devices, or in entrance/exit conveyors. Repeatibility for robot is tight, even few hundredths of mm, defined according ISO 9283. Problem is like this; those repeatibilty ranks are only guaranteed when there are no stresses or they are not significant (f.e. due to only movement of parts). Although inertias due to moving parts at a high speed make that intermediate paths have little accuracy, at the beginning and at the end of trajectories (f.e, when picking part or leaving it) movement is made with very slow speeds that make lower the effect of inertias forces and allow to achieve repeatibility before mentioned. It does not happens the same if gripper is removed and it is exchanged by an spindle with a machining tool such as a drilling tool, a pcd boring tool, a face or a tangential milling cutter… Forces due to machining would create such big and variable torques in joints that control from the robot would not be able to react (or it is not prepared in principle) and would produce a deviation in working trajectory, made at a low speed, that would trigger a position error (see ISO 5458 standard) not assumable for requested function. Then it could be possible that tolerance achieved by a more exact expected process would turn out into a worst dimension than the one that could be achieved with casting process, in principle with a larger dimensional variability in process (and hence with a larger tolerance range reachable). As a matter of fact, accuracy is very tight in CNC, (its influence can be ignored in most cases) and it is not the responsible of, for example position tolerance when drilling a hole. Factors as, room and part temperature, manufacturing quality of machining fixtures, stiffness at clamping system, rotating error in 4th axis and part positioning error, if there are previous holes, if machining tool is properly balanced, if shank is suitable for that machining type… have more influence. It is interesting to know that, a non specific element as common, at a manufacturing plant in the enviroment above described, as a robot (not needed to be added, therefore with an additional minimum investment), can improve value chain decreasing manufacturing costs. And when it would be possible to combine that the robot dedicated to handling works could support CNCs´ works in its many waiting time while CNCs cut, and could take an spindle and help to cut; it would be double interesting. So according to all this, it would be interesting to be able to know its behaviour and try to explain what would be necessary to make this possible, reason of this work. Selected robot architecture is SCARA type. The search for a robot easy to be modeled and kinematically and dinamically analyzed, without significant limits in the multifunctionality of requested operations, has lead to this choice. Due to that, other very popular architectures in the industry, f.e. 6 DOFs anthropomorphic robots, have been discarded. This robot has 3 joints, 2 of them are revolute joints (1 DOF each one) and the third one is a cylindrical joint (2 DOFs). The first joint, a revolute one, is used to join floor (body 1) with body 2. The second one, a revolute joint too, joins body 2 with body 3. These 2 bodies can move horizontally in X-Y plane. Body 3 is linked to body 4 with a cylindrical joint. Movement that can be made is paralell to Z axis. The robt has 4 degrees of freedom (4 motors). Regarding potential works that this type of robot can make, its versatility covers either typical handling operations or cutting operations. One of the most common machinings is to drill. That is the reason why it has been chosen for the model and analysis. Within drilling, in order to enclose spectrum force, a typical solid drilling with 9 mm diameter. The robot is considered, at the moment, to have a behaviour as rigid body, as biggest expected influence is the one due to torques at joints. In order to modelize robot, it is used multibodies system method. There are under this heading different sorts of formulations (f.e. Denavit-Hartenberg). D-H creates a great amount of equations and unknown quantities. Those unknown quatities are of a difficult understanding and, for each position, one must stop to think about which meaning they have. The choice made is therefore one of formulation in natural coordinates. This system uses points and unit vectors to define position of each different elements, and allow to share, when it is possible and wished, to define kinematic torques and reduce number of variables at the same time. Unknown quantities are intuitive, constrain equations are easy and number of equations and variables are strongly reduced. However, “pure” natural coordinates suffer 2 problems. The first one is that 2 elements with an angle of 0° or 180°, give rise to singular positions that can create problems in constrain equations and therefore they must be avoided. The second problem is that they do not work directly over the definition or the origin of movements. Given that, it is highly recommended to complement this formulation with angles and distances (relative coordinates). This leads to mixed natural coordinates, and they are the final formulation chosen for this MTh. Mixed natural coordinates have not the problem of singular positions. And the most important advantage lies in their usefulness when applying driving forces, torques or evaluating errors. As they influence directly over origin variable (angles or distances), they control motors directly. The algorithm, simulation and obtaining of results has been programmed with Matlab. To design the model in mixed natural coordinates, it is necessary to model the robot to be studied in 2 steps. The first model is based in natural coordinates. To validate it, it is raised a defined trajectory and it is kinematically analyzed if robot fulfils requested movement, keeping its integrity as multibody system. The points (in this case starting and ending points) that configure the robot are quantified. As the elements are considered as rigid bodies, each of them is defined by its respectively starting and ending point (those points are the most interesting ones from the point of view of kinematics and dynamics) and by a non-colinear unit vector to those points. Unit vectors are placed where there is a rotating axis or when it is needed information of an angle. Unit vectors are not needed to measure distances. Neither DOFs must coincide with the number of unit vectors. Lengths of each arm are defined as geometrical constants. The constrains that define the nature of the robot and relationships among different elements and its enviroment are set. Path is generated by a cloud of continuous points, defined in independent coordinates. Each group of independent coordinates define, in an specific instant, a defined position and posture for the robot. In order to know it, it is needed to know which dependent coordinates there are in that instant, and they are obtained solving the constraint equations with Newton-Rhapson method according to independent coordinates. The reason to make it like this is because dependent coordinates must meet constraints, and this is not the case with independent coordinates. When suitability of model is checked (first approval), it is given next step to model 2. Model 2 adds to natural coordinates from model 1, the relative coordinates in the shape of angles in revoluting torques (3 angles; ϕ1, ϕ 2 and ϕ3) and distances in prismatic torques (1 distance; s). These relative coordinates become the new independent coordinates (replacing to cartesian independent coordinates from model 1, that they were natural coordinates). It is needed to review if unit vector system from model 1 is enough or not . For this specific case, it was necessary to add 1 additional unit vector to define perfectly angles with their related equations of dot and/or cross product. Constrains must be increased in, at least, 4 equations; one per each new variable. The approval of model 2 has two phases. The first one, same as made with model 1, through kinematic analysis of behaviour with a defined path. During this analysis, it could be obtained from model 2, velocities and accelerations, but they are not needed. They are only interesting movements and finite displacements. Once that the consistence of movements has been checked (second approval), it comes when the behaviour with interpolated trajectories must be kinematically analyzed. Kinematic analysis with interpolated trajectories work with a minimum number of 3 master points. In this case, 3 points have been chosen; starting point, middle point and ending point. The number of interpolations has been of 50 ones in each strecht (each 2 master points there is an strecht), turning into a total of 100 interpolations. The interpolation method used is the cubic splines one with condition of constant acceleration both at the starting and at the ending point. This method creates the independent coordinates of interpolated points of each strecht. The dependent coordinates are achieved solving the non-linear constrain equations with Newton-Rhapson method. The method of cubic splines is very continuous, therefore when it is needed to design a trajectory in which there are at least 2 movements clearly differents, it is required to make it in 2 steps and join them later. That would be the case when any of the motors would keep stopped during the first movement, and another different motor would remain stopped during the second movement (and so on). Once that movement is obtained, they are calculated, also with numerical differenciation formulas, the independent velocities and accelerations. This process is analogous to the one before explained, reminding condition that acceleration when t=0 and t=end are 0. Dependent velocities and accelerations are calculated solving related derivatives of constrain equations. In a third approval of the model it is checked, again, consistence of interpolated movement. Inverse dynamics calculates, for a defined movement –knowing position, velocity and acceleration in each instant of time-, and knowing external forces that act (f.e. weights); which forces must be applied in motors (where there is control) in order to obtain requested movement. In inverse dynamics, each instant of time is independent of the others and it has a position, a velocity, an acceleration and known forces. In this specific case, it is intended to apply, at the moment, only forces due to the weight, though forces of another nature could have been added if it would have been preferred. The positions, velocities and accelerations, come from kinematic calculation. The inertial effect of forces taken into account (weight) is calculated. As final result of the inverse dynamic analysis, the are obtained torques that the 4 motors must apply to repeat requested movement with the forces that were acting. The fourth approval of the model consists on confirming that the achieved movement due to the use of the torques obtained in the inverse dynamics, are in accordance with movements from kinematic analysis (theoretical movement). For this, it is necessary to work with direct dynamics. Direct dynamic is in charge of calculating the movements of robot that results from applying torques at motors and forces at the robot. Therefore, the resultant real movement, as there was no change in any condition of the ones obtained at the inverse dynamics (motor torques and inertial forces due to weight of elements) must be the same than theoretical movement. When these results are achieved, it is considered that robot is ready to work. When a machining external force is introduced and it was not taken into account before during the inverse dynamics, and torques at motors considered are the ones of the inverse dynamics, the real movement obtained is not the same than the theoretical movement. Closed loop control is based on comparing real movement with expected movement and introducing required corrrections to minimize or cancel differences. They are applied gains in the way of corrections for position and/or tolerance to remove those differences. Position error is evaluated as the difference, in each point, between theoretical movemment (calculated in the kinematic analysis) and the real movement achieved for each machining force and for an specific gain. Finally, the position error obtained for each machining force and gains are mapped, giving a chart with the best accuracy that the robot can give for each operation that has been requested and which conditions must be provided.

Some aspects of lubrication in heavy regimes: thermal effects, stability and turbulence

In this work, a combination of numerical methods applied to thermohydrodynamic lubrication problems with cavitation is presented. It should be emphasized the difficulty of the nonlinear mathematical coupled model involving a free boundary problem, but also the simplicity of the algorithms employed to solve it. So, finite element discretizations for the hydrodynamic and thermal equations combined with upwind techniques for the convection terms and duality methods for nonlinear features are proposed. Additionally, a model describing the movement of the shaft is provided. Considering the shaft as a rigid body this model will consist of an ODE system relating acceleration of the center of gravity and external and pressure loads. The numerical experiments of mechanical stability try to clarify the position of the neutral stability curve. Finally, a rotating machine for ship propulsion involving both axial and radial bearings operating with nonconventional lubricants (seawater to avoid environmental pollution) is analyzed by using laminar and turbulent inertial flows.

Macroscopic motion and gravitation in thermodynamics

A series of examples rarely presented to students is discussed to illustrate a property of thermodynamic equilibrium: small parts of a fully isolated system move as if points of a rigid body, so as to minimize the macroscopic (kinetic) energy EM. Most examples lie in the fields of astronomy and astrophysics, EM then including the gravitational energy. The paradoxical behaviour of gravitation, in particular in the extreme case of black holes,is discussed.