This thesis describes the development of a Lattice Boltzmann (LB) model for a binary gas mixture. Specifically, channel flow driven by a density gradient with diffusion slip occurring at the wall is studied in depth. The first part of this thesis sets the foundation for the multi-component model used in the subsequent chapters. Commonly used single component LB methods use a non-physical equation of state, in which the relationship between pressure and density varies according to the scaling used. This is fundamentally unsuitable for extension to multi-component systems containing gases of differing molecular masses that are modelled with the ideal gas equation of state. Also, existing methods for implementing boundary conditions are unsuitable for extending to novel boundary conditions, such as diffusion slip. Therefore, a new single component LB derivation and a new method for implementing boundary conditions are developed, and validated against Poiseuille flow. However, including a physical equation of state reduces stability and time accuracy, leading to longer computational times, compared with 'incompressible' LB methods. The new method of analysing LB boundary conditions successfully explains observations from other commonly used schemes, such as the slip velocity associated with 'bounce-back'.The new model developed for multi-component gases avoids the pitfalls of some other LB models, a single computational grid is shared by all the species and the diffusivity is independent of the viscosity. The Navier-Stokes equation for the mixture and the Stefan-Maxwell diffusion equation are both recovered by the model. However, the species momentum equations are not recovered correctly and this can lead to instability. Diffusion slip, the non-zero velocity of a gas mixture at a wall parallel to a concentration gradient, is successfully modelled and validated against a simple one-dimensional model for channel flow. To increase the accuracy of the scheme a second order numerical implementation is needed. This can be achieved using a variable transformation method which does not result in an increase in computational time. Simulations were carried out on hydrogen and water diffusion through a narrow channel, with varying total pressure and concentration gradients. For a given value of the species mass flux ratio, the total pressure gradient was dependent on the species concentration gradients. These results may be applicable to fuel cells where the species mass flux ratio is determined by a chemical reaction and the species have opposing velocities. In this case the total pressure gradient is low and the cross-channel average mass flux of hydrogen is independent of the channel width. Finally, solutions for a binary Stefan tube problem were investigated, in which the boundary at one end of a channel is permeable to hydrogen but not water. The water has no total mass flux along the channel but circulates due to the slip velocity at the wall. The cross-channel average mass flux of the hydrogen along the channel increases with larger channel widths. A fuel cell using a mixture of gases, one being inert, will experience similar circulation phenomena and, importantly, the width of the pores will affect performance. This thesis essentially proves the viability of LB models to simulate multi-component gases with diffusion slip boundaries, and identifies the many areas in which improvements could be made.

M. Ing. / The purpose of this study is to investigate the use of computer vision techniques to measure the electrode slip. The study investigates a potential location for camera placement in the furnace housing, as well as the use of computer vision algorithms that could be used to solve the problem. A slip measurement algorithm is then designed, implemented and tested. The implemented slip measurement algorithm is based on the manual slip measurement technique, by measuring relative electrode and slip arm displacement between the electrode and the slip arm. The algorithm uses SURF invariant features to extract the electrode features and slip arm features in one frame, and match these features to the next frame SURF. Scene calibration is then used to relate the pixel slip measurement to a metric distance measurement. The experimental results proved that there is scope for applying computer vision techniques to address the slip measurement problem, using a single HD camera. However, there is room for improvement and the recommendations and future work are also discussed.

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Under effective compression, impingement of opposing rough surfaces of a fracture can force the walls of the fracture apart during slip. Therefore, a fracture’s surface roughness exerts a primary control on the amount of dilation that can be sustained on a fracture since the opposing surfaces need to remain in contact. Previous work has attempted to characterize fracture surface roughness through topographic profiles and power spectral density analysis, but these metrics describing the geometry of a fracture’s surface are often non-unique when used independently. However, when combined these metrics are affective at characterizing fracture surface roughness, as well as the mechanisms affecting changes in roughness with increasing slip, and therefore changes in dilation. These mechanisms include the influence of primary grains and pores on initial fracture roughness, the effect of linkage on locally increasing roughness, and asperity destruction that limits the heights of asperities and forms gouge. This analysis reveals four essential stages of dilation during the lifecycle of a natural fracture, whereas previous slip-dilation models do not adequately address the evolution of fracture surface roughness: (1) initial slip companied by small dilation is mediated by roughness controlled by the primary grain and pore dimensions; (2) rapid dilation during and immediately following fracture growth by linkage of formerly isolated fractures; (3) wear of the fracture surface and gouge formation that minimizes dilation; and (4) between slip events cementation that modifies the mineral constituents in the fracture. By identifying these fundamental mechanisms that influence fracture surface roughness, this new conceptual model relating dilation to slip has specific applications to Enhanced Geothermal Systems (EGS), which attempt to produce long-lived dilation in natural fractures by inducing slip. / Geology

The principle of braking in road vehicles involves the conversion of kinetic energy into heat. This high energy conversion therefore demands an appropriate rate of heat dissipation if a reasonable temperature and performance stability are to be maintained. While the design, construction, and location features severely limit the heat dissipation function of the friction brake, electromagnetic brakes work in a relatively cool condition and avoid problems that friction brakes face by using a totally different working principle and installation location. By using the electromagnetic brake as supplementary retardation equipment, the friction brakes can be used less frequently and therefore practically never reach high temperatures. The brake linings thus have a longer life span, and the potential "brake fade" problem can be avoided. It is apparent that the electromagnetic brake is an essential complement to the safe braking of heavy vehicles. In this thesis, a new mathematical model for electromagnetic brakes is proposed to describe their static characteristics (angular speed versus brake torque). The performance of the new mathematical model is better than the other three models available in the literature in a least-square sense. Compared with old models that treat reluctance as a constant, our model treats reluctance as a function of speed. In this way, the model represents more precisely the aggregate effect of all side effects such as degree of saturation of the iron in the magnet, demagnetizing effects, and air gap. The software program written in Matlab can be used to code different brake characteristics (both static and dynamic) and evaluate their performance in different road scenarios. A controller is designed that achieves wheel-slip control for vehicle motion. The objective of this brake control system is to keep the wheel slip at an ideal value so that the tire can still generate lateral and steering forces as well as shorter stopping distances. In order to control the wheel slip, vehicle system dynamic equations are given in terms of wheel slip. The system shows the nonlinearities and uncertainties. Hence, a nonlinear control strategy based on sliding mode, which is a standard approach to tackle the parametric and modeling uncertainties of a nonlinear system, is chosen for slip control. Due to its robustness properties, the sliding mode controller can solve two major difficulties involved in the design of a braking control algorithm: 1) the vehicle system is highly nonlinear with time-varying parameters and uncertainties; 2) the performance of the system depends strongly on the knowledge of the tire/road surface condition. A nominal vehicle system model is simulated in software and a sliding mode controller is designed to maintain the wheel slip at a given value. The brake control system has desired performance in the simulation. It can be proven from this study that the electromagnetic brake is effective supplementary retardation equipment. The application and control of electromagnetic brakes might be integrated with the design of vehicles and their friction braking systems so that an ideal match of the complementary benefits of both systems might be obtained to increase safety to a maximum while reducing vehicle operating costs to a minimum. / Master of Science

<p>In the railway industry, slip control has always been essential due to the low friction between the wheels and the rail. In this master’s thesis we have gathered several slip control methods and evaluated them. These evaluations were performed in Matlab-Simulink on a slip process model of a railway vehicle. The objective with these evaluations were to show advantages and disadvantages with the different slip control methods. </p><p>The results clearly show the advantage of using a slip optimizing control method, i.e. a method that finds the optimal slip and thereby maximizes the use of adhesion. We have developed two control strategies that we have found superior in this matter. These methods have a lot in common. For instance they both use an adhesion observer and non-linear gain, which enables fast optimization. The difference lies in how this non-linear gain is formed. One strategy uses an adaptive algorithm to estimate it and the other uses fuzzy logic. </p><p>A problem to overcome in order to have well functioning slip controllers is the formation of vehicle velocity. This is a consequence of the fact that most slip controllers use the velocity as a control signal.</p>

The close proximity of the Nicoya Peninsula to the Cocos-Caribbean Subduction zone plate boundary makes it a prime location to use GPS to study episodic tremor and slip. Nicoya Peninsula currently has operating networks of both continuous GPS (CGPS) and seismic stations designed to identify and characterize the pattern of episodic tremor and slip (ETS) events along the seismogenic zone under Costa Rica's Pacific Margin. The occurrence of slow slip events has been previously postulated in this region based on correlated fluid flow and seismic tremor events recorded near the margin wedge in 2000 and from sparse GPS observations in 2003. Paucity of data prevented details of these events from being resolved. In May 2007 a slow slip event was recorded on our densified GPS network. This slow slip event was also accompanied by seismic tremor, worked up by colleagues at the University of California - San Diego. I will present the GPS time series, correlated with the seismic tremor for the event in May 2007. I will also present the inferred pattern of slip on the plate interface from elastic half space inversion modeling compared with the tremor and Low Frequency Earthquake (LFE) locations. The geodetic slip and seismic tremor co-locate temporally very well. Spatially the seismic tremor and LFE locations are offset but not independent of both the up dip and down dip patches of geodetic slip. The identification of these slow slip events enhances our understanding of the nuances of the interseismic period. Previous studies of the interseismic strain accumulation patterns in the region of the Nicoya Peninsula have not accounted for the occurrence of slow slip, thus underestimating the magnitude of locking on the fault plane. My study resolves this bias by using our CGPS network to estimate the interseismic surface velocity field, accounting for the May 2007 slow slip event. I will present the results of this velocity field estimation and the results of inversions for locking patterns on the fault plane. My study has also elucidated a potential temporal variability in the locking pattern on the fault plane beneath Nicoya.

In the railway industry, slip control has always been essential due to the low friction between the wheels and the rail. In this master’s thesis we have gathered several slip control methods and evaluated them. These evaluations were performed in Matlab-Simulink on a slip process model of a railway vehicle. The objective with these evaluations were to show advantages and disadvantages with the different slip control methods. The results clearly show the advantage of using a slip optimizing control method, i.e. a method that finds the optimal slip and thereby maximizes the use of adhesion. We have developed two control strategies that we have found superior in this matter. These methods have a lot in common. For instance they both use an adhesion observer and non-linear gain, which enables fast optimization. The difference lies in how this non-linear gain is formed. One strategy uses an adaptive algorithm to estimate it and the other uses fuzzy logic. A problem to overcome in order to have well functioning slip controllers is the formation of vehicle velocity. This is a consequence of the fact that most slip controllers use the velocity as a control signal.