Development and validation of Fluid Structure Interaction Methods for an Oscillating Wave Surge Converter

The term fatigue loads on the Oyster Oscillating Wave Surge Converter (OWSC) is used to describe hydrostatic loads due to water surface elevation with quasi-static changes of state. Therefore a procedure to implement hydrostatic pressure distributions into finite element analysis of the structure is desired. Currently available experimental methods enable one to measure time variant water surface elevation at discrete locations either on or around the body of the scale model during tank tests. This paper discusses the development of a finite element analysis procedure to implement time variant, spatially distributed hydrostatic pressure derived from discretely measured water surface elevation. The developed method can process differently resolved (temporal and spatial) input data and approximate the elevation over the flap faces with user defined properties. The structural loads, namely the forces and moments on the body can then be investigated by post processing the numerical results. This method offers the possibility to process surface elevation or hydrostatic pressure data from computational fluid dynamics simulations and can thus be seen as a first step to a fluid-structure interaction model.

Detection of Bridge Dynamic Parameters using an Instrumented Vehicle

Highway structures such as bridges are subject to continuous degradation primarily due to ageing and environmental factors. A rational transport policy requires the monitoring of this transport infrastructure to provide adequate maintenance and guarantee the required levels of transport service and safety. In Europe, this is now a legal requirement - a European Directive requires all member states of the European Union to implement a Bridge Management System. However, the process is expensive, requiring the installation of sensing equipment and data acquisition electronics on the bridge. This paper investigates the use of an instrumented vehicle fitted with accelerometers on its axles to monitor the dynamic behaviour of bridges as an indicator of its structural condition. This approach eliminates the need for any on-site installation of measurement equipment. A simplified half-car vehicle-bridge interaction model is used in theoretical simulations to test the possibility of extracting the dynamic parameters of the bridge from the spectra of the vehicle accelerations. The effect of vehicle speed, vehicle mass and bridge span length on the detection of the bridge dynamic parameters are investigated. The algorithm is highly sensitive to the condition of the road profile and simulations are carried out for both smooth and rough profiles

Monitoring Bridge Dynamic Behaviour using an Instrumented Two Axle Vehicle

Highway structures such as bridges are subject to continuous degradation primarily due to ageing, loading and environmental factors. A rational transport policy must monitor and provide adequate maintenance to this infrastructure to guarantee the required levels of transport service and safety. Increasingly in recent years, bridges are being instrumented and monitored on an ongoing basis due to the implementation of Bridge Management Systems. This is very effective and provides a high level of protection to the public and early warning if the bridge becomes unsafe. However, the process can be expensive and time consuming, requiring the installation of sensors and data acquisition electronics on the bridge. This paper investigates the use of an instrumented 2-axle vehicle fitted with accelerometers to monitor the dynamic behaviour of a bridge network in a simple and cost-effective manner. A simplified half car-beam interaction model is used to simulate the passage of a vehicle over a bridge. This investigation involves the frequency domain analysis of the axle accelerations as the vehicle crosses the bridge. The spectrum of the acceleration record contains noise, vehicle, bridge and road frequency components. Therefore, the bridge dynamic behaviour is monitored in simulations for both smooth and rough road surfaces. The vehicle mass and axle spacing are varied in simulations along with bridge structural damping in order to analyse the sensitivity of the vehicle accelerations to a change in bridge properties. These vehicle accelerations can be obtained for different periods of time and serve as a useful tool to monitor the variation of bridge frequency and damping with time.

Trajectory and Force Control of a Direct Drive Arm

Using the MIT Serial Link Direct Drive Arm as the main experimental device, various issues in trajectory and force control of manipulators were studied in this thesis. Since accurate modeling is important for any controller, issues of estimating the dynamic model of a manipulator and its load were addressed first. Practical and effective algorithms were developed fro the Newton-Euler equations to estimate the inertial parameters of manipulator rigid-body loads and links. Load estimation was implemented both on PUMA 600 robot and on the MIT Serial Link Direct Drive Arm. With the link estimation algorithm, the inertial parameters of the direct drive arm were obtained. For both load and link estimation results, the estimated parameters are good models of the actual system for control purposes since torques and forces can be predicted accurately from these estimated parameters. The estimated model of the direct drive arm was them used to evaluate trajectory following performance by feedforward and computed torque control algorithms. The experimental evaluations showed that the dynamic compensation can greatly improve trajectory following accuracy. Various stability issues of force control were studied next. It was determined that there are two types of instability in force control. Dynamic instability, present in all of the previous force control algorithms discussed in this thesis, is caused by the interaction of a manipulator with a stiff environment. Kinematics instability is present only in the hybrid control algorithm of Raibert and Craig, and is caused by the interaction of the inertia matrix with the Jacobian inverse coordinate transformation in the feedback path. Several methods were suggested and demonstrated experimentally to solve these stability problems. The result of the stability analyses were then incorporated in implementing a stable force/position controller on the direct drive arm by the modified resolved acceleration method using both joint torque and wrist force sensor feedbacks.

Storm track sensitivity to sea surface temperature resolution in a regional atmosphere model

A high resolution regional atmosphere model is used to investigate the sensitivity of the North Atlantic storm track to the spatial and temporal resolution of the sea surface temperature (SST) data used as a lower boundary condition. The model is run over an unusually large domain covering all of the North Atlantic and Europe, and is shown to produce a very good simulation of the observed storm track structure. The model is forced at the lateral boundaries with 15–20 years of data from the ERA-40 reanalysis, and at the lower boundary by SST data of differing resolution. The impacts of increasing spatial and temporal resolution are assessed separately, and in both cases increasing the resolution leads to subtle, but significant changes in the storm track. In some, but not all cases these changes act to reduce the small storm track biases seen in the model when it is forced with low-resolution SSTs. In addition there are several clear mesoscale responses to increased spatial SST resolution, with surface heat fluxes and convective precipitation increasing by 10–20% along the Gulf Stream SST gradient.

Many-body effect in electrorheological responses

The many-body effect in the kinetic responses of ER fluids is studied by a molecular-dynamic simulation method. The mutual polarization effects of the particles are considered by self-consistently calculating the dipole strength on each particle according to the external field and the dipole field due to all the other particles in the fluids. The many-body effect is found to increase with the enhancement of the particle concentration and the permittivity ratio between the solvent and the particles. The calculated response times are shorter than that predicted with the 'point-dipole' model and agree very well with experimental results. The many-body effect enhances the shear stresses of the fluids by several times. But they are not proportional to the many-body correction factor lambda as expected. This is due to the fact that larger interaction forces between the particles lead to coarsening of the fibers formed in the suspensions. The results show that the many-body and multipolar interaction between the particles must be treated comprehensively in the simulations in order to get more reliable results.

A flow control methodology for the rapid generation of vehicle traffic models

This paper presents a conveyor-based methodology to model complex vehicle flows common to factory and distribution warehouse facilities. The AGV and human path modelling techniques available in many commercial discrete event simulation packages require extensive knowledge and time to implement even the simplest flow control rules for multiple vehicle interaction. Although discrete event simulation is accepted as an effective tool to model vehicle delivery movements, human paths and delivery schedules for modern assembly lines, the time to generate accurate models is a significant limitation of existing simulation-based optimisation methodologies. The flow control method has been successfully implemented using two commercial simulation packages. It provides a realistic visual representation, as well as accurate statistical results, and reduces the model development process cost.

Halo nuclei in a three-body model and universal characteristics of low-energy few-body systems

Within general characteristics of low-energy few-body systems, we revise some well-known correlations found in nuclear physics, and the properties of low-mass halo nuclei in a three-body neutron-neutron-core model. In this context, near the critical conditions for the occurrence of an Efimov state, we report some results obtained for the neutron- 19C elastic scattering. © 2010 American Institute of Physics.

Modelagem numérica do escoamento em válvulas de compressores alternativos pelo método da fronteira imersa com refinamento adaptativo

Pós-graduação em Engenharia Mecânica - FEIS

A LES study of a modified Ahmed body geometry

A numerical study using Large Eddy Simulation Coherent Structure Model (LES-CSM), of the flow around a simplified Ahmed body, has been done in this work of thesis. The models used are two salient geometries from the experimental investigation performed in [1], and consist, in particular, in two notch-back body geometries. Six simulation are carried out in total, changing Reynolds number and back-light angle of the model’s rear part. The Reynolds numbers used, based on the height of the models and the free stream velocity, are Re = 10000, Re = 30000 and Re = 50000. The back-light angles of the slanted surface with respect to the horizontal roof surface, that characterizes the vehicle, are taken as B = 31.8◦ and B = 42◦ respectively. The experimental results in [1] have shown that, depending on the parameter B, asymmetric and symmetric averaged flow over the back-light and in the wake for a symmetric geometry can be observed. The aims of the present work of master thesis are principally two. The first aim is to investigate and confirm the influence of the parameter B on the presence of the asymmetry of the averaged flow, and confirm the features described in the experimental results. The second important aspect is to investigate and observe the influence of the second variable, the Reynolds number, in the developing of the asymmetric flow itself. The results have shown the presence of the mentioned asymmetry as well as an influence of the Reynolds number on it.

3D-Strukturanalyse von Molluskenhämocyaninen aus elektronenmikroskopischen Bildern

Diese Arbeit präsentiert die bislang höchst aufgelösten KryoEM-Strukturen für ein Cephalopoden hämocyanin Dekamer (Nautilus pompilus Hämocyanin, NpH) und ein Gastropoden Hämocyanin Didekamer (keyhole limpet hemocyanin isoform 1). Durch die Methoden des “molecular modelling” und “rigid-body-fiting” wurde auch eine detaillierte Beschreibung beider Strukturen auf atomarem Niveau erstmalig möglich. Hämocyanine sind kupferhaltige Sauerstoff-Transportproteine die frei gelöst in Blut zahlreicher Arthropoden und Mollusken vorkommen. Allgemein sind Molluskenhämocyanine als Dekamere (Hohlzylinder aus 5 Untereinheiten-dimere) oder Didecamere (Zusammenlagerung von zwei Dekameren) zu finden. Durch Anlagerung weiterer Dekamere bilden sich teilweise tubuläre Multidekamere. Hämocyanine der Cephalopoden bestehen ausschließlich aus solitären Decameren. In Octopus und Nautilus bestehen die 10 Untereinheiten aus 7 funktionellen Einheiten(FU-a bis FU-g), wobei jede FU ein Sauerstoffmolekül binden kann. FUs a-f bilden die Wand des ringförmigen Moleküls und 10 Kopien der FU-g bilden einen sogenannten „inneren Kragenkomplex“. Das im Rahmen dieser Arbeit erstelltes molekulares Modell von NpH klärt die Struktur des Dekamers vollständig auf. Wir waren zum ersten Mal in der Lage das Untereinheiten-dimer, den Verlauf der Polypeptidkette und 15 unterschiedliche Kontaktstellen zwischen FUs zu identifizieren. Viele der inter-FU-Kontakte weisen Aminosäurenkonstellationen auf, die die Basis für die Übertragung allosterischer Wechselwirkungen zwischen FUs darstellen könnten und Hinweise für den Aufbau der allosterische Einheit geben. Potentielle Bindungsstellen für N-glykosidische Zucker und bivalente Kationen wurden auch identifiziert. Im Gegensatz zu NpH, kommen Gastropoden Hämocyanine (inkl. KLH) hauptsächlich als Didekamere vor und der Kragenkomplex wird in diesem Fall aus 2 FUs gebildet (Fu-g und FU-h). Die zusätzliche C'-terminale FU-h zeichnet sich durch eine spezielle Verlängerung von ~ 100 Aminosäuren aus. KLH stammt aus der kalifornische Schnecke Megathura crenulata und kommt seit mehreren Jahrzehnten als Immunostimulator in der immunologischen Grundlagenforschung und klinischen Anwendung zum Einsatz. KLH weist zwei Isoformen auf, KLH1 und KLH2. Das vorliegende Modell von KLH1 erlaubt die komplexe Architektur dieses riesigen Proteins in allen Details zu verstehen, sowie einen Vergleich zum dem NpH Dekamer auf atomare Ebene. Es wurde gefunden, dass das Untereinheitensegment a-b-c-d-e-f-g, sowie die equivalenten Kontaktstellen zwichen FUs stark konserviert sind. Dies deutet darauf hin, dass in Bezug auf die Übertragung allosterische Signale zwischen benachbarten FUs, grundlegende Mechanismen in beiden Molekülen beibehalten wurden. Weiterhin, konnten die Verbindungen zwischen den zwei Dekameren ertsmalig identifiziert werden. Schließlich, wurde die Topologie der N-glycosidischen Zucker, welche für die immunologische Eigenschaften von KLH1 von großer Bedeutung sind, auch aufgeklärt. Somit leistet die vorliegende Arbeit einen wesentlichen Schritt zum Verständnis der Quartärstruktur und Funktion der Molluskenhämocyanine.rn

Learning Two-Person Interaction Models for Responsive Synthetic Humanoids

Imitation learning is a promising approach for generating life-like behaviors of virtual humans and humanoid robots. So far, however, imitation learning has been mostly restricted to single agent settings where observed motions are adapted to new environment conditions but not to the dynamic behavior of interaction partners. In this paper, we introduce a new imitation learning approach that is based on the simultaneous motion capture of two human interaction partners. From the observed interactions, low-dimensional motion models are extracted and a mapping between these motion models is learned. This interaction model allows the real-time generation of agent behaviors that are responsive to the body movements of an interaction partner. The interaction model can be applied both to the animation of virtual characters as well as to the behavior generation for humanoid robots.

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.