Flow and fracture behaviour of FV535 steel at different triaxialities, strain rates and temperatures

The new generation jet engines operate at highly demanding working conditions. Such conditions need very precise design which implies an exhaustive study of the engine materials and behaviour in their extreme working conditions. With this purpose, this work intends to describe a numerically-based calibration of the widely-used Johnson–Cook fracture model, as well as its validation through high temperature ballistic impact tests. To do so, a widely-used turbine casing material is studied. This material is the Firth Vickers 535 martensitic stainless steel. Quasi-static tensile tests at various temperatures in a universal testing machine, as well as dynamic tests in a Split Hopkinson Pressure Bar, are carried out at different triaxialities. Using ABAQUS/Standard and LS-DYNA numerical codes, experimental data are matched. This method allows the researcher to obtain critical data of equivalent plastic strain and triaxility, which allows for more precise calibration of the Johnson–Cook fracture model. Such enhancement allows study of the fracture behaviour of the material across its usage temperature range.

Moment transfer and influence of transverse beams in interior waffle flat plate-column connections under lateral loading

This paper addresses two aspects of the behavior of interior reinforced concrete waffle flat plate?column connections under lateral loads: the share of the unbalanced moment between flexure and excentric shear, and the effect of the transverse beams. A non-linear finite element model (benchmark model) was developed and calibrated with the results of quasi-static cyclic tests conducted on a 3/5 scale specimen. First, from this numerical model, the portion cv of the unbalanced moment transferred by the excentricity of shear about the centroid of the critical sections defined by Eurocode 2 (EC-2) and by ACI 318-11 was calculated and compared with the share-out prescribed by these codes. It is found that while the critical section of EC-2 is consistent with the cv provided by this code, in the case of ACI 318-11, the value assigned to cv is far below (about 50% smaller) the actual one obtained with the numerical simulations. Second, from the benchmark model, seven additional models were developed by varying the depth D of the transverse beam over the thickness h of the plate. It was found that the ductility of the connection and the effective width of the plate can respectively be increased up to 50% and 10% by raising D/h to 2 and 1.5.

Shaking table tests of structures with hysteretic dampers: experimental results vs. prediction using non-linear static methods

The use of seismic hysteretic dampers for passive control is increasing exponentially in recent years for both new and existing buildings. In order to utilize hysteretic dampers within a structural system, it is of paramount importance to have simplified design procedures based upon knowledge gained from theoretical studies and validated with experimental results. Non-linear Static Procedures (NSPs) are presented as an alternative to the force-based methods more common nowadays. The application of NSPs to conventional structures has been well established; yet there is a lack of experimental information on how NSPs apply to systems with hysteretic dampers. In this research, several shaking table tests were conducted on two single bay and single story 1:2 scale structures with and without hysteretic dampers. The maximum response of the structure with dampers in terms of lateral displacement and base shear obtained from the tests was compared with the prediction provided by three well-known NSPs: (1) the improved version of the Capacity Spectrum Method (CSM) from FEMA 440; (2) the improved version of the Displacement Coefficient Method (DCM) from FEMA 440; and (3) the N2 Method implemented in Eurocode 8. In general, the improved version of the DCM and N2 methods are found to provide acceptable accuracy in prediction, but the CSM tends to underestimate the response.

Environmental assessment of low speed policies for motor vehicle mobility in city centres

streets in local residential areas in large cities, real traffic tests for pollutant emissions and fuel consumption have been carried out in Madrid city centre. Emission concentration and car activity were simultaneously measured by a Portable Emissions Measurement System. Real life tests carried out at different times and on different days were performed with a turbo-diesel engine light vehicle equipped with an oxidizer catalyst and using different driving styles with a previously trained driver. The results show that by reducing the speed limit from 50 km h-1 to 30 km h-1, using a normal driving style, the time taken for a given trip does not increase, but fuel consumption and NOx, CO and PM emissions are clearly reduced. Therefore, the main conclusion of this work is that reducing the speed limit in some narrow streets in residential and commercial areas or in a city not only increases pedestrian safety, but also contributes to reducing the environmental impact of motor vehicles and reducing fuel consumption. In addition, there is also a reduction in the greenhouse gas emissions resulting from the combustion of the fuel.

Combined static and dynamic assertion-based debugging of constraint logic programs

We propose a general framework for assertion-based debugging of constraint logic programs. Assertions are linguistic constructions for expressing properties of programs. We define several assertion schemas for writing (partial) specifications for constraint logic programs using quite general properties, including user-defined programs. The framework is aimed at detecting deviations of the program behavior (symptoms) with respect to the given assertions, either at compile-time (i.e., statically) or run-time (i.e., dynamically). We provide techniques for using information from global analysis both to detect at compile-time assertions which do not hold in at least one of the possible executions (i.e., static symptoms) and assertions which hold for all possible executions (i.e., statically proved assertions). We also provide program transformations which introduce tests in the program for checking at run-time those assertions whose status cannot be determined at compile-time. Both the static and the dynamic checking are provably safe in the sense that all errors flagged are definite violations of the pecifications. Finally, we report briefly on the currently implemented instances of the generic framework.

A simulation method to estimate closing forces in car-sealing rubber elements

The door-closing process can reinforce the impression of a solid, rock-proof, car body or of a rather cheap, flimsy vehicle. As there are no real prototypes during rubber profile bidding-out stages, engineers need to carry out non-linear numerical simulations that involve complex phenomena as well as static and dynamic loads for several profile candidates. This paper presents a structured virtual design tool based on FEM, including constitutive laws and incompressibility constraints allowing to predict more realistically the final closing forces and even to estimate sealing overpressure as an additional guarantee of noise insulation. Comparisons with results of physical tests are performed.

A 2D computational parametric analysis of the sheltering effect of fences on a railway vehicle standing on a bridge and experiencing crosswinds

In a crosswind scenario, the risk of high-speed trains overturning increases when they run on viaducts since the aerodynamic loads are higher than on the ground. In order to increase safety, vehicles are sheltered by fences that are installed on the viaduct to reduce the loads experienced by the train. Windbreaks can be designed to have different heights, and with or without eaves on the top. In this paper, a parametric study with a total of 12 fence designs was carried out using a two-dimensional model of a train standing on a viaduct. To asses the relative effectiveness of sheltering devices, tests were done in a wind tunnel with a scaled model at a Reynolds number of 1 × 105, and the train’s aerodynamic coefficients were measured. Experimental results were compared with those predicted by Unsteady Reynolds-averaged Navier-Stokes (URANS) simulations of flow, showing that a computational model is able to satisfactorily predict the trend of the aerodynamic coefficients. In a second set of tests, the Reynolds number was increased to 12 × 106 (at a free flow air velocity of 30 m/s) in order to simulate strong wind conditions. The aerodynamic coefficients showed a similar trend for both Reynolds numbers; however, their numerical value changed enough to indicate that simulations at the lower Reynolds number do not provide all required information. Furthermore, the variation of coefficients in the simulations allowed an explanation of how fences modified the flow around the vehicle to be proposed. This made it clear why increasing fence height reduced all the coefficients but adding an eave had an effect mainly on the lift force coefficient. Finally, by analysing the time signals it was possible to clarify the influence of the Reynolds number on the peak-to-peak amplitude, the time period and the Strouhal number.

Energy Storage Systems for Electric Vehicles: Performance Comparison based on a Simple Equivalent Circuit and Experimental Tests

The decision to select the most suitable type of energy storage system for an electric vehicle is always difficult, since many conditionings must be taken into account. Sometimes, this study can be made by means of complex mathematical models which represent the behavior of a battery, ultracapacitor or some other devices. However, these models are usually too dependent on parameters that are not easily available, which usually results in nonrealistic results. Besides, the more accurate the model, the more specific it needs to be, which becomes an issue when comparing systems of different nature. This paper proposes a practical methodology to compare different energy storage technologies. This is done by means of a linear approach of an equivalent circuit based on laboratory tests. Via these tests, the internal resistance and the self-discharge rate are evaluated, making it possible to compare different energy storage systems regardless their technology. Rather simple testing equipment is sufficient to give a comparative idea of the differences between each system, concerning issues such as efficiency, heating and self-discharge, when operating under a certain scenario. The proposed methodology is applied to four energy storage systems of different nature for the sake of illustration.

Static and Dynamic Experimental Analysis of the Galloping Stability of Porous H-Section Beams

The phenomenon of self-induced vibrations of prismatic beams in a cross-flow has been studied for decades, but it is still of great interest due to their important effects in many different industrial applications. This paper presents the experimental study developed on a prismatic beam with H-section.The aim of this analysis is to add some additional insight into the behaviour of the flow around this type of bodies, in order to reduce galloping and even to avoid it. The influence of some relevant geometrical parameters that define the H-section on the translational galloping behaviour of these beams has been analysed. Wind loads coefficients have been measured through static wind tunnel tests and the Den Hartog criterion applied to elucidate the influence of geometrical parameters on the galloping properties of the bodies under consideration.These results have been completed with surface pressure distribution measurements and, besides, dynamic tests have been also performed to verify the static criterion. Finally, the morphology of the flow past the tested bodies has been visualised by using smoke visualization techniques. Since the rectangular section beam is a limiting case of the H-section configuration, the results here obtained are compared with the ones published in the literature concerning rectangular configurations; the agreement is satisfactory.

Analysis of the static and dynamic behaviour of hydraulic fills

En la actualidad existe un gran conocimiento en la caracterización de rellenos hidráulicos, tanto en su caracterización estática, como dinámica. Sin embargo, son escasos en la literatura estudios más generales y globales de estos materiales, muy relacionados con sus usos y principales problemáticas en obras portuarias y mineras. Los procedimientos semi‐empíricos para la evaluación del efecto silo en las celdas de cajones portuarios, así como para el potencial de licuefacción de estos suelos durantes cargas instantáneas y terremotos, se basan en estudios donde la influencia de los parámetros que los rigen no se conocen en gran medida, dando lugar a resultados con considerable dispersión. Este es el caso, por ejemplo, de los daños notificados por el grupo de investigación del Puerto de Barcelona, la rotura de los cajones portuarios en el Puerto de Barcelona en 2007. Por estos motivos y otros, se ha decidido desarrollar un análisis para la evaluación de estos problemas mediante la propuesta de una metodología teórico‐numérica y empírica. El enfoque teórico‐numérico desarrollado en el presente estudio se centra en la determinación del marco teórico y las herramientas numéricas capaces de solventar los retos que presentan estos problemas. La complejidad del problema procede de varios aspectos fundamentales: el comportamiento no lineal de los suelos poco confinados o flojos en procesos de consolidación por preso propio; su alto potencial de licuefacción; la caracterización hidromecánica de los contactos entre estructuras y suelo (camino preferencial para el flujo de agua y consolidación lateral); el punto de partida de los problemas con un estado de tensiones efectivas prácticamente nulo. En cuanto al enfoque experimental, se ha propuesto una metodología de laboratorio muy sencilla para la caracterización hidromecánica del suelo y las interfaces, sin la necesidad de usar complejos aparatos de laboratorio o procedimientos excesivamente complicados. Este trabajo incluye por tanto un breve repaso a los aspectos relacionados con la ejecución de los rellenos hidráulicos, sus usos principales y los fenómenos relacionados, con el fin de establecer un punto de partida para el presente estudio. Este repaso abarca desde la evolución de las ecuaciones de consolidación tradicionales (Terzaghi, 1943), (Gibson, English & Hussey, 1967) y las metodologías de cálculo (Townsend & McVay, 1990) (Fredlund, Donaldson and Gitirana, 2009) hasta las contribuciones en relación al efecto silo (Ranssen, 1985) (Ravenet, 1977) y sobre el fenómeno de la licuefacción (Casagrande, 1936) (Castro, 1969) (Been & Jefferies, 1985) (Pastor & Zienkiewicz, 1986). Con motivo de este estudio se ha desarrollado exclusivamente un código basado en el método de los elementos finitos (MEF) empleando el programa MATLAB. Para ello, se ha esablecido un marco teórico (Biot, 1941) (Zienkiewicz & Shiomi, 1984) (Segura & Caron, 2004) y numérico (Zienkiewicz & Taylor, 1989) (Huerta & Rodríguez, 1992) (Segura & Carol, 2008) para resolver problemas de consolidación multidimensional con condiciones de contorno friccionales, y los correspondientes modelos constitutivos (Pastor & Zienkiewicz, 1986) (Fiu & Liu, 2011). Asimismo, se ha desarrollado una metodología experimental a través de una serie de ensayos de laboratorio para la calibración de los modelos constitutivos y de la caracterización de parámetros índice y de flujo (Castro, 1969) (Bahda 1997) (Been & Jefferies, 2006). Para ello se han empleado arenas de Hostun como material (relleno hidráulico) de referencia. Como principal aportación se incluyen una serie de nuevos ensayos de corte directo para la caracterización hidromecánica de la interfaz suelo – estructura de hormigón, para diferentes tipos de encofrados y rugosidades. Finalmente, se han diseñado una serie de algoritmos específicos para la resolución del set de ecuaciones diferenciales de gobierno que definen este problema. Estos algoritmos son de gran importancia en este problema para tratar el procesamiento transitorio de la consolidación de los rellenos hidráulicos, y de otros efectos relacionados con su implementación en celdas de cajones, como el efecto silo y la licuefacciones autoinducida. Para ello, se ha establecido un modelo 2D axisimétrico, con formulación acoplada u‐p para elementos continuos y elementos interfaz (de espesor cero), que tratan de simular las condiciones de estos rellenos hidráulicos cuando se colocan en las celdas portuarias. Este caso de estudio hace referencia clara a materiales granulares en estado inicial muy suelto y con escasas tensiones efectivas, es decir, con prácticamente todas las sobrepresiones ocasionadas por el proceso de autoconsolidación (por peso propio). Por todo ello se requiere de algoritmos numéricos específicos, así como de modelos constitutivos particulares, para los elementos del continuo y para los elementos interfaz. En el caso de la simulación de diferentes procedimientos de puesta en obra de los rellenos se ha requerido la modificacion de los algoritmos empleados para poder así representar numéricamente la puesta en obra de estos materiales, además de poder realizar una comparativa de los resultados para los distintos procedimientos. La constante actualización de los parámetros del suelo, hace también de este algoritmo una potente herramienta que permite establecer un interesante juego de perfiles de variables, tales como la densidad, el índice de huecos, la fracción de sólidos, el exceso de presiones, y tensiones y deformaciones. En definitiva, el modelo otorga un mejor entendimiento del efecto silo, término comúnmente usado para definir el fenómeno transitorio del gradiente de presiones laterales en las estructuras de contención en forma de silo. Finalmente se incluyen una serie de comparativas entre los resultados del modelo y de diferentes estudios de la literatura técnica, tanto para el fenómeno de las consolidaciones por preso propio (Fredlund, Donaldson & Gitirana, 2009) como para el estudio del efecto silo (Puertos del Estado, 2006, EuroCódigo (2006), Japan Tech, Stands. (2009), etc.). Para concluir, se propone el diseño de un prototipo de columna de decantación con paredes friccionales, como principal propuesta de futura línea de investigación. Wide research is nowadays available on the characterization of hydraulic fills in terms of either static or dynamic behavior. However, reported comprehensive analyses of these soils when meant for port or mining works are scarce. Moreover, the semi‐empirical procedures for assessing the silo effect on cells in floating caissons, and the liquefaction potential of these soils during sudden loads or earthquakes are based on studies where the underlying influence parameters are not well known, yielding results with significant scatter. This is the case, for instance, of hazards reported by the Barcelona Liquefaction working group, with the failure of harbor walls in 2007. By virtue of this, a complex approach has been undertaken to evaluate the problem by a proposal of numerical and laboratory methodology. Within a theoretical and numerical scope, the study is focused on the numerical tools capable to face the different challenges of this problem. The complexity is manifold; the highly non‐linear behavior of consolidating soft soils; their potentially liquefactable nature, the significance of the hydromechanics of the soil‐structure contact, the discontinuities as preferential paths for water flow, setting “negligible” effective stresses as initial conditions. Within an experimental scope, a straightforward laboratory methodology is introduced for the hydromechanical characterization of the soil and the interface without the need of complex laboratory devices or cumbersome procedures. Therefore, this study includes a brief overview of the hydraulic filling execution, main uses (land reclamation, filled cells, tailing dams, etc.) and the underlying phenomena (self‐weight consolidation, silo effect, liquefaction, etc.). It comprises from the evolution of the traditional consolidation equations (Terzaghi, 1943), (Gibson, English, & Hussey, 1967) and solving methodologies (Townsend & McVay, 1990) (Fredlund, Donaldson and Gitirana, 2009) to the contributions in terms of silo effect (Ranssen, 1895) (Ravenet, 1977) and liquefaction phenomena (Casagrande, 1936) (Castro, 1969) (Been & Jefferies, 1985) (Pastor & Zienkiewicz, 1986). The novelty of the study lies on the development of a Finite Element Method (FEM) code, exclusively formulated for this problem. Subsequently, a theoretical (Biot, 1941) (Zienkiewicz and Shiomi, 1984) (Segura and Carol, 2004) and numerical approach (Zienkiewicz and Taylor, 1989) (Huerta, A. & Rodriguez, A., 1992) (Segura, J.M. & Carol, I., 2008) is introduced for multidimensional consolidation problems with frictional contacts and the corresponding constitutive models (Pastor & Zienkiewicz, 1986) (Fu & Liu, 2011). An experimental methodology is presented for the laboratory test and material characterization (Castro 1969) (Bahda 1997) (Been & Jefferies 2006) using Hostun sands as reference hydraulic fill. A series of singular interaction shear tests for the interface calibration is included. Finally, a specific model algorithm for the solution of the set of differential equations governing the problem is presented. The process of consolidation and settlements involves a comprehensive simulation of the transient process of decantation and the build‐up of the silo effect in cells and certain phenomena related to self‐compaction and liquefaction. For this, an implementation of a 2D axi‐syimmetric coupled model with continuum and interface elements, aimed at simulating conditions and self‐weight consolidation of hydraulic fills once placed into floating caisson cells or close to retaining structures. This basically concerns a loose granular soil with a negligible initial effective stress level at the onset of the process. The implementation requires a specific numerical algorithm as well as specific constitutive models for both the continuum and the interface elements. The simulation of implementation procedures for the fills has required the modification of the algorithm so that a numerical representation of these procedures is carried out. A comparison of the results for the different procedures is interesting for the global analysis. Furthermore, the continuous updating of the model provides an insightful logging of variable profiles such as density, void ratio and solid fraction profiles, total and excess pore pressure, stresses and strains. This will lead to a better understanding of complex phenomena such as the transient gradient in lateral pressures due to silo effect in saturated soils. Interesting model and literature comparisons for the self‐weight consolidation (Fredlund, Donaldson, & Gitirana, 2009) and the silo effect results (Puertos del Estado (2006), EuroCode (2006), Japan Tech, Stands. (2009)). This study closes with the design of a decantation column prototype with frictional walls as the main future line of research.

An experimental and numerical study of ductile failure under quasi-static and impact loadings of Inconel 718 nickel-base superalloy

A numerical and experimental study of ballistic impacts at various temperatures on precipitation hardened Inconel 718 nickel-base superalloy plates has been performed. A coupled elastoplastic-damage constitutive model with Lode angle dependent failure criterion has been implemented in LS-DYNA non-linear finite element code to model the mechanical behaviour of such an alloy. The ballistic impact tests have been carried out at three temperatures: room temperature (25 °C), 400 °C and 700 °C. The numerical study showed that the mesh size is crucial to predict correctly the shear bands detected in the tested plates. Moreover, the mesh size convergence has been achieved for element sizes on the same order that the shear bands. The residual velocity as well as the ballistic limit prediction has been considered excellent for high temperature ballistic tests. Nevertheless, the model has been less accurate for the numerical simulations performed at room temperature, being though in reasonable agreement with the experimental data. Additionally, the influence that the Lode angle had on quasi-static failure patterns such as cup-cone and slanted failure has been studied numerically. The study has revealed that the combined action of weakened constitutive equations and Lode angle dependent failure criterion has been necessary to predict the previously-mentioned failure patterns

Strain rate effect on semi‐crystalline plla mechanical properties measured by instrumented indentation tests

Poly(L‐lactide) is a widely studied biomaterial, currently approved for use in a range of medical devices. Its mechanical properties can be tailored giving the material different crystallinity degrees. PLLA presents a complex non‐linear behaviour that depends not only on structural parameters such as crystallinity degree but also on external parameters such as strain rate and temperature. Failure of polymeric implants is attributed to their intrinsic time‐dependent performance under static loading conditions.

Vision-Based Tracking, Odometry and Control for UAV Autonomy

El principal objetivo de este trabajo es proporcionar una solución en tiempo real basada en visión estéreo o monocular precisa y robusta para que un vehículo aéreo no tripulado (UAV) sea autónomo en varios tipos de aplicaciones UAV, especialmente en entornos abarrotados sin señal GPS. Este trabajo principalmente consiste en tres temas de investigación de UAV basados en técnicas de visión por computador: (I) visual tracking, proporciona soluciones efectivas para localizar visualmente objetos de interés estáticos o en movimiento durante el tiempo que dura el vuelo del UAV mediante una aproximación adaptativa online y una estrategia de múltiple resolución, de este modo superamos los problemas generados por las diferentes situaciones desafiantes, tales como cambios significativos de aspecto, iluminación del entorno variante, fondo del tracking embarullado, oclusión parcial o total de objetos, variaciones rápidas de posición y vibraciones mecánicas a bordo. La solución ha sido utilizada en aterrizajes autónomos, inspección de plataformas mar adentro o tracking de aviones en pleno vuelo para su detección y evasión; (II) odometría visual: proporciona una solución eficiente al UAV para estimar la posición con 6 grados de libertad (6D) usando únicamente la entrada de una cámara estéreo a bordo del UAV. Un método Semi-Global Blocking Matching (SGBM) eficiente basado en una estrategia grueso-a-fino ha sido implementada para una rápida y profunda estimación del plano. Además, la solución toma provecho eficazmente de la información 2D y 3D para estimar la posición 6D, resolviendo de esta manera la limitación de un punto de referencia fijo en la cámara estéreo. Una robusta aproximación volumétrica de mapping basada en el framework Octomap ha sido utilizada para reconstruir entornos cerrados y al aire libre bastante abarrotados en 3D con memoria y errores correlacionados espacialmente o temporalmente; (III) visual control, ofrece soluciones de control prácticas para la navegación de un UAV usando Fuzzy Logic Controller (FLC) con la estimación visual. Y el framework de Cross-Entropy Optimization (CEO) ha sido usado para optimizar el factor de escala y la función de pertenencia en FLC. Todas las soluciones basadas en visión en este trabajo han sido probadas en test reales. Y los conjuntos de datos de imágenes reales grabados en estos test o disponibles para la comunidad pública han sido utilizados para evaluar el rendimiento de estas soluciones basadas en visión con ground truth. Además, las soluciones de visión presentadas han sido comparadas con algoritmos de visión del estado del arte. Los test reales y los resultados de evaluación muestran que las soluciones basadas en visión proporcionadas han obtenido rendimientos en tiempo real precisos y robustos, o han alcanzado un mejor rendimiento que aquellos algoritmos del estado del arte. La estimación basada en visión ha ganado un rol muy importante en controlar un UAV típico para alcanzar autonomía en aplicaciones UAV. ABSTRACT The main objective of this dissertation is providing real-time accurate robust monocular or stereo vision-based solution for Unmanned Aerial Vehicle (UAV) to achieve the autonomy in various types of UAV applications, especially in GPS-denied dynamic cluttered environments. This dissertation mainly consists of three UAV research topics based on computer vision technique: (I) visual tracking, it supplys effective solutions to visually locate interesting static or moving object over time during UAV flight with on-line adaptivity approach and multiple-resolution strategy, thereby overcoming the problems generated by the different challenging situations, such as significant appearance change, variant surrounding illumination, cluttered tracking background, partial or full object occlusion, rapid pose variation and onboard mechanical vibration. The solutions have been utilized in autonomous landing, offshore floating platform inspection and midair aircraft tracking for sense-and-avoid; (II) visual odometry: it provides the efficient solution for UAV to estimate the 6 Degree-of-freedom (6D) pose using only the input of stereo camera onboard UAV. An efficient Semi-Global Blocking Matching (SGBM) method based on a coarse-to-fine strategy has been implemented for fast depth map estimation. In addition, the solution effectively takes advantage of both 2D and 3D information to estimate the 6D pose, thereby solving the limitation of a fixed small baseline in the stereo camera. A robust volumetric occupancy mapping approach based on the Octomap framework has been utilized to reconstruct indoor and outdoor large-scale cluttered environments in 3D with less temporally or spatially correlated measurement errors and memory; (III) visual control, it offers practical control solutions to navigate UAV using Fuzzy Logic Controller (FLC) with the visual estimation. And the Cross-Entropy Optimization (CEO) framework has been used to optimize the scaling factor and the membership function in FLC. All the vision-based solutions in this dissertation have been tested in real tests. And the real image datasets recorded from these tests or available from public community have been utilized to evaluate the performance of these vision-based solutions with ground truth. Additionally, the presented vision solutions have compared with the state-of-art visual algorithms. Real tests and evaluation results show that the provided vision-based solutions have obtained real-time accurate robust performances, or gained better performance than those state-of-art visual algorithms. The vision-based estimation has played a critically important role for controlling a typical UAV to achieve autonomy in the UAV application.

Evaluación teórico experimental de la influencia de espumas de relleno metálicas como elementos de absorción de energía en perfiles tubulares de pequeño espesor. Su aplicación a vehículos para el transporte colectivo de personas

Los accidentes con implicación de autocares en los que se producen vuelcos ponen de manifiesto la especial agresividad de los mismos, como lo confirman las estadísticas. Como medida para mejorar la seguridad de los Vehículos de Grandes Dimensiones para el Transporte de Pasajeros (V.G.D.T.P.) frente a vuelco fue aprobado por las Naciones Unidas el Reglamento Nº 66 de Ginebra. Este reglamento establece los requisitos mínimos que las estructuras de los vehículos de grandes dimensiones deben cumplir con respecto a vuelco. El reglamento 66 ha supuesto un paso adelante muy importante en relación con la seguridad de los autocares, puesto que especifica por primera vez requerimientos estructurales a este tipo de vehículos, y en general ha supuesto una mejora del vehículo . Por otro lado, a consecuencia de la obligatoriedad de instalación de cinturones de seguridad, existe una unión entre pasajeros y vehículo, pero como no se trata de una unión rígida, hay que contemplar el porcentaje de la masa de los ocupantes que influye en la absorción de energía de la estructura. Además la retención de los ocupantes con cinturones de seguridad influye en la energía a absorber por la estructura del vehículo en dos aspectos, por un lado aumenta la masa del vehículo y en el otro se incrementa la altura el centro de gravedad. Esta situación a conducido a elaborar por parte de las Naciones Unidas la revisión 01 del Reglamento 66, en el que se considera que el 50 % de la masa total de los pasajeros posee una unión rígida con la estructura del vehículo, y por lo tanto debe ser tenida en cuenta si el vehículo posee sistemas de retención. En la situación actual, con limitaciones de peso del vehículo y peso por eje, los elementos de confort, seguridad y espacio para maleteros contribuyen a aumentar el peso del vehículo. Esto unido a la dificultad de introducción de cambios radicales en la concepción actual de fabricación de este tipo de vehículos por suponer unas pérdidas importantes para los fabricantes existentes, tanto en su conocimiento del producto como en su metodología de proceso, conlleva la necesidad cada vez más agobiante de analizar y evaluar otras alternativas estructurales que sin suponer grandes revoluciones a los productos actualmente en fabricación los complementen permitiendo adaptarse a los nuevos requerimientos en seguridad. Recientes desarrollos en la relación costo-beneficio de los procesos para la producción de materiales celulares metálicos de baja densidad, tales como las espumas metálicas, los posiciona como una alternativa de especial interés para la aplicación como elementos de absorción de energía para reforzar estructuras. El relleno con espumas metálicas puede ser más eficiente en términos de optimización de peso comparado con el aumento de espesor de los perfiles estructurales, dado que la absorción de energía se produce en una fracción relativamente pequeña de los perfiles, en las denominadas rótulas plásticas. La aplicación de espumas de relleno metálicas en estructuras de vehículos se está empezando a emplear en determinadas zonas de los vehículos de turismo, siendo totalmente novedosa cualquier intento de aplicación en estructuras de autobuses y autocares. Conforme a lo expuesto, y con el objeto de resolver estos problemas, se ha elaborado el presente trabajo de tesis doctoral, cuyos objetivos son: -Desarrollar un modelo matemático, que permita simular el ensayo de vuelco, considerando la influencia de los ocupantes retenidos con cinturones de seguridad para evaluar su influencia en la absorción de energía de la estructura. -Validar el modelo matemático de vuelco de la estructura mediante ensayos de secciones representativas de la estructura del vehículo y mediante el ensayo de un vehículo completo. -Realizar un estudio de las propiedades de las espumas metálicas que permitan incorporarlas como elemento de absorción de energía en el relleno de componentes de la superestructura de autobuses y autocares. -Desarrollar un modelo matemático para evaluar el aporte del relleno de espuma metálica en la absorción de energía ante solicitaciones por flexión estática y dinámica en componentes de la superestructura de autobuses o autocares. -Realizar un programa de ensayos a flexión estáticos y dinámicos para validar el modelo matemático del aporte del relleno de espuma metálica sobre componentes de la superestructura de autobuses y autocares. . -Incorporar al modelo matemático de vuelco de la estructura, los resultados obtenidos sobre componentes con relleno de espuma metálica, para evaluar el aporte en la absorción de energía. -Validar el modelo de vuelco de la estructura del autobús o autocar con relleno de espuma metálica, mediante ensayos de secciones de carrocería. ABSTRACT Accidents involving buses in which rollovers occur reveal the special aggressiveness thereof, as the statistics prove. As a measure to improve the safety of large vehicles for the transport of passengers to rollover, Regulation 66 of Geneva was approved by the United Nations. This regulation establishes the minimum requirements that structures of large vehicles must comply with respect to rollovers. The regulation 66 has been a major step forward in relation to the safety of coaches, since it specifies structural requirements to such vehicles and has been an improvement for the vehicle. In turn, as a result of compulsory installation of safety belts, there is contact between passengers and vehicle, but as it is not a rigid connection we must contemplate the percentage of the mass of the occupants that impacts on the energy absorption of the structure. Thus, the passengers’ restraining modifies the energy to absorb by the vehicle in two different aspects: On the one hand, it increases the vehicle weight and on the other the height of the center of gravity. This circumstance has taken the United Nations to elaborate Revision 01 of Regulation 66, in which it is considered that the 50 percent of passengers’ mass has a rigid joint together with the vehicle structure and, therefore, the passengers’ mass mentioned above should be highly considered if the vehicle has seat belts. In the present situation, in which limitations in vehicle weight and weight in axles are stricter, elements of comfort, safety and space for baggage are contributing to increase the weight of the vehicle. This coupled with the difficulty of introducing radical changes in the current conception of manufacturing such vehicles pose significant losses for existing manufacturers, both in product knowledge and process methodology, entails the overwhelming need to analyze and evaluate other structural alternatives without assuming relevant modifications on the products manufactured currently allowing them to adapt to the new safety requirements. Recent developments in cost-benefit processes for the production of metallic foams of low density, such as metal foams, place them as an alternative of special interest to be used as energy absorbers to strengthen structures. The filling with metal foams can be more efficient in terms of weight optimization compared with increasing thickness of the structural beams, since the energy absorption occurs in a relatively small fraction of the beams, called plastic hinges. The application of metal filling foams in vehicle structures is beginning to be used in certain areas of passenger cars, being an innovative opportunity in structures for application in buses and coaches. According to the mentioned before, and in order to come forward with a solution, this doctoral thesis has been prepared and its objectives are: - Develop a mathematical model to simulate the rollover test, considering the influence of the occupants held with seat belts to assess their influence on energy absorption structure. - Validate the mathematical model of the structure rollover by testing representative sections of the vehicle structure and by testing a complete vehicle. - Conduct a study of the properties of metal foams as possible incorporation of energy absorbing element in the filler component of the superstructure of buses and coaches. - Elaborate a mathematical model to assess the contribution of the metal foam filling in absorbing energy for static and dynamic bending loads on the components of buses or coaches superstructure. - Conduct a static and dynamic bending test program to validate the mathematical model of contribution of metal foam filling on components of the superstructure of buses and coaches bending. - To incorporate into the mathematical model of structure rollover, the results obtained on components filled with metal foam, to evaluate the contribution to the energy absorption. - Validate the rollover model structure of the bus or coach filled with metal foam through tests of bay sections. The objectives in this thesis have been achieved successfully. The contribution calculation model with metal foam filling in the vehicle structure has revealed that the filling with metal foam is more efficient than increasing thickness of the beams, as demonstrated in the experimental validation of bay sections.

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.