An integrated approach to shape and topology optimisation of mechanical structures

In mechanical engineering, simulation and optimisation methods have become indispensable. The thesis looks into a novel way to combine shape and topology optimisation approaches. The proposed method - named IST for Integrated Shape And Topology Optimisation - proves to be beneficial for many application in the automotive and aerospace industry.

A systems approach to shape and topology optimisation of mechanical structures

Optimisation techniques have become more and more important as the possibility of simulating complex mechanical structures has become a reality. A common tool in the layout design of structural parts is the topology optimisation method, which finds an optimum material distribution within a given geometrical design space to best meet loading conditions and constraints. Another important method is shape optimisation, which optimises weight given parametric geometric constraints. In the case of complex shaped parts or elaborate assemblies, for example automobile body structures, shape optimisation is still hard to do; mainly due to the difficulty in translating shape design parameters into meaningful analysis models. Tools like the parametric geometry package SFE CONCEPT are designed to mitigate these issues. Nevertheless, shape methods usually cannot suggest new load path configurations, while topology methods are often confined to single parts. To overcome these limitations the authors have developed a method that combines both approaches into an Integral Shape/Topology Method (IST) that is capable of finding new optimal solutions. This is achieved by an automated optimisation loop and can be applied for both thin walled structures as well as solid 3D geometries. When optimising structures by applying IST, global optimum solutions can be determined that may not be obtained with isolated shape- or topology-optimisation methods.

Integrated structure selection and parameter optimisation for eng-genes neural models

The eng-genes concept involves the use of fundamental known system functions as activation functions in a neural model to create a 'grey-box' neural network. One of the main issues in eng-genes modelling is to produce a parsimonious model given a model construction criterion. The challenges are that (1) the eng-genes model in most cases is a heterogenous network consisting of more than one type of nonlinear basis functions, and each basis function may have different set of parameters to be optimised; (2) the number of hidden nodes has to be chosen based on a model selection criterion. This is a mixed integer hard problem and this paper investigates the use of a forward selection algorithm to optimise both the network structure and the parameters of the system-derived activation functions. Results are included from case studies performed on a simulated continuously stirred tank reactor process, and using actual data from a pH neutralisation plant. The resulting eng-genes networks demonstrate superior simulation performance and transparency over a range of network sizes when compared to conventional neural models. (c) 2007 Elsevier B.V. All rights reserved.

Optimising container processes at multimodal seaport terminals : an integrated approach and application

A Multimodal Seaport Container Terminal (MSCT) is a complex system which requires careful planning and control in order to operate efficiently. It consists of a number of subsystems that require optimisation of the operations within them, as well as synchronisation of machines and containers between the various subsystems. Inefficiency in the terminal can delay ships from their scheduled timetables, as well as cause delays in delivering containers to their inland destinations, both of which can be very costly to their operators. The purpose of this PhD thesis is to use Operations Research methodologies to optimise and synchronise these subsystems as an integrated application. An initial model is developed for the overall MSCT; however, due to a large number of assumptions that had to be made, as well as other issues, it is found to be too inaccurate and infeasible for practical use. Instead, a method of developing models for each subsystem is proposed that then be integrated with each other. Mathematical models are developed for the Storage Area System (SAS) and Intra-terminal Transportation System (ITTS). The SAS deals with the movement and assignment of containers to stacks within the storage area, both when they arrive and when they are rehandled to retrieve containers below them. The ITTS deals with scheduling the movement of containers and machines between the storage areas and other sections of the terminal, such as the berth and road/rail terminals. Various constructive heuristics are explored and compared for these models to produce good initial solutions for large-sized problems, which are otherwise impractical to compute by exact methods. These initial solutions are further improved through the use of an innovative hyper-heuristic algorithm that integrates the SAS and ITTS solutions together and optimises them through meta-heuristic techniques. The method by which the two models can interact with each other as an integrated system will be discussed, as well as how this method can be extended to the other subsystems of the MSCT.

Optimized strategy for integrated traffic and transit signal control

This paper proposes a unique and innovative approach to integrate transit signal priority control into a traffic adaptive signal control strategy. The proposed strategy was named OSTRAC (Optimized Strategy for integrated TRAffic and TRAnsit signal Control). The cornerstones of OSTRAC include an online microscopic traffic f low prediction model and a Genetic Algorithm (GA) based traffic signal timing module. A sensitivity analysis was conducted to determine the critical GA parameters. The developed traffic f low model demonstrated reliable prediction results through a test. OSTRAC was evaluated by comparing its performance to three other signal control strategies. The evaluation results revealed that OSTRAC efficiently and effectively reduced delay time of general traffic and also transit vehicles.

On the Interaction between Data Aggregation and Topology Control in Wireless Sensor Networks

Wireless sensor networks are characterized by limited energy resources. To conserve energy, application-specific aggregation (fusion) of data reports from multiple sensors can be beneficial in reducing the amount of data flowing over the network. Furthermore, controlling the topology by scheduling the activity of nodes between active and sleep modes has often been used to uniformly distribute the energy consumption among all nodes by de-synchronizing their activities. We present an integrated analytical model to study the joint performance of in-network aggregation and topology control. We define performance metrics that capture the tradeoffs among delay, energy, and fidelity of the aggregation. Our results indicate that to achieve high fidelity levels under medium to high event reporting load, shorter and fatter aggregation/routing trees (toward the sink) offer the best delay-energy tradeoff as long as topology control is well coordinated with routing.

Integrated landmark and outline-based morphometric methods efficiently distinguish species of Euglossa (Hymenoptera, Apidae, Euglossini)

Morphometric methods permit identification of insect species and are an aid for taxonomy. Quantitative wing traits were used to identify male euglossine bees. Landmark- and outline-based methods have been primarily used independently. Here, we combine the two methods using five Euglossa. Landmark-based methods correctly classified 84% and outline-based 77%, but an integrated analysis correctly classified 91% of samples. Some species presented significantly high reclassification percentages when only wing cell contour was considered, and correct identification of specimens with damaged wings was also obtained using this methodology.

The C-4-Dicarboxylate carriers DcuB and DctA of Escherichia coli: function as cosensors and topology

Das fakultativ anaerobe Enterobakterium Escherichia coli nutzt C4-Dicarboxylate sowohl unter aeroben als auch anaeroben Bedingungen als Kohlenstoff- und Energiequelle. Die Aufnahme der C4-Dicarboxylaten und die Energiekonservierung mittels Fumaratatmung wird durch das Zweikomponentensystem DcuSR reguliert. Die Sensorhistidinkinase DcuS und der nachgeschaltete Responseregulator DcuR aktivieren bei Verfügbarkeit von C4-Dicarboxylaten die Expression der Gene für den Succinat Transporter DctA, den anaeroben Fumarat/Succinat Antiporter DcuB, die Fumarase B sowie die Fumaratreduktase FrdABCD. Die Transportproteine DctA und DcuB wiederum regulieren die Expression der DcuSR-abhängigen Gene negativ. Fehlen von DctA oder DcuB resultiert bereits ohne Effektor in einer maximalen Expression von dctA bzw. dcuB. Durch gerichtete und ungerichtete Mutagenese wurde gezeigt, dass die Transportfunktion des Carriers DcuB unabhängig von seiner regulatorischen Funktion ist. DcuB kann daher als Cosensor des DcuSR Systems angesehen werden.rnUnter Verwendung von Reportergenfusionen von C-terminal verkürzten Konstrukten von DcuB mit der Alkalischen Phosphatase und der β-Galactosidase wurde die Topologie des Multitransmembranproteins DcuB bestimmt. Zusätzlich wurde die Zugänglichkeit bestimmter Aminosäurereste durch chemische Modifikation mit membran-durchlässigen und membran-undurchlässigen Thiolreagenzien untersucht. Die erhaltenen Ergebnisse deuten auf die Existenz eines tief in die Membran reichenden, hydrophilen Kanal hin, welcher zum Periplasma hin geöffnet ist. Mit Hilfe der Topologie-Studien, des Hydropathie-Blots und der Sekundärstruktur-Vorhersage wurde ein Modell des Carriers erstellt. DcuB besitzt kurze, periplasmatisch liegende Proteinenden, die durch 12 Transmembranhelices und zwei große hydrophile Schleifen jeweils zwischen TM VII/VIII und TM XI/XII verbunden sind. Die regulatorisch relevanten Reste K353, T396 und D398 befinden sich innerhalb von TM XI sowie auf der angrenzenden cytoplasmatischen Schleife XI-XII. Unter Berücksichtigung der strukturellen und funktionellen Aspekte wurde ein Regulationsmodell erstellt, welches die gemeinsam durch DcuB und DcuS kontrollierte C4-Dicarboxylat-abhängige Genexpression darstellt. rnDer Effekt von DctA und DcuSR auf die Expression einer dctA´-´lacZ Reportergenfusion und auf die aerobe C4-Dicarboxylat-Aufnahme wurde untersucht. In-vivo FRET-Messungen weisen auf eine direkte Wechselwirkung zwischen dem Carrier DctA und dem Sensor DcuS hin. Dieses Ergebnis stützt die Theorie der Regulation von DcuS durch C4-Dicarboxylate und durch die Cosensoren DctA bzw. DcuB mittels direkter Protein-Protein Interaktion.rn