Les machines électriques à aimants, appréciées pour leurs densités énergétiques volumique et massique, équipent la majorité des véhicules électrifiés. Par contre, dans la zone à puissance constante d’un système de propulsion, les commander à pertes maîtrisées, cela en démagnétisant les aimants mais de façon réversible, reste une gageure, particulièrement sous environnement thermique changeant. Les solutions simples pour se prémunir d’une démagnétisation irréversible sont coûteuses: surdimensionner ou ajouter une terre très très rare (Dysprosium).Cette thèse propose d’ajouter à l’approche de la démagnétisation réversible universellement utilisée, celle d’une boite de vitesse électromagnétique. Pour cela on conçoit une machine pentaphasée à aimants.Passer de trois à cinq phases permet alors d’augmenter les paramètres de réglage de l’alimentation électrique et, moyennant approximation, de disposer de deux machines fictives à p et 3p paires de pôles, chacune pouvant contribuer de façon équivalente à la production du couple. Pratiquement, l’utilisation optimale de ces deux machines permet de reconstituer la fonction de boite de vitesse. / Permanent Magnet electrical machines , appreciated for their high power density, equip the majority of the electrified vehicles. However, controlling these machines, in the constant power range of the propulsion system while mastering the losses, with PM reversible demagnetization remains a challenge especially under varying thermal environnement. Proposed solutions aim for protecting PM from irreversible demagnetization are costly: oversizing or using very rare earth PM (Dysprosium).In this thesis, we proposed to add on the reversible demagnetization approach universally used , that of a electromagnetic gearbox. Thus, we design a five phase PM machine.Increasing the phase number from three to five, increases the adjustment parameter of the electrical supply, and allows to have two fictitious machines with p and 3 p poles. Each fictitious machine contributes equivalently in producing torque. Practically, the optimal use of these two machines leads to reconstructing the gearbox function.

L'augmentation constante de la circulation automobile a travers le monde fait des effluents gazeux un des problèmes majeurs de toutes les sociétés modernes. Tant d'un point de vue économique et écologique, chacun s'accorde sur le fait que la consommation de carburants fossiles utilisés dans le transport doit baisser, principalement en réduisant le poids des véhicules. Le développement de matériaux à hautes performances et à bas prix est donc indispensable. Pour atteindre cet objectif, cette étude visait à élucider les interactions entre la déformation et les transformations de phase dans les aciers a hautes performances qui pourraient remplir les conditions de réduction de poids. En effet, une large gamme de travaux a montrer que les transformations de phase induites mécaniquement (effet TRIP) de l'austénite peuvent être à l'origine d'une amélioration des propriétés mécaniques dans de nombreuses nuances d'acier. Les transformations de phase induites par la déformation dépendent de deux paramètres : la stabilité relative et l'énergie de fautes d'empilement de l'austénite, qui sont affectes par différents facteurs. Les interactions entre les transformations de phase et les propriétés mécaniques de différentes nuances Cr-Ni et Mn-Si-Al furent examinées sous plusieurs conditions de taille de grain, de température et d'état de chargement. Des relations particulières furent établies entre les phénomènes qui se produisent a l'échelle des grains individuels et a l'échelle macroscopique. Les mécanismes cristallographiques des transformations de phase successives (austénite - martensite e - martensite a') ont été mis en évidence. Finalement, différentes techniques de raffinage de la taille de grain furent utilisées pour produire des aciers inoxydables comportant des tailles de grain variées, et l'efficacité de ces techniques a été comparée. Pour cela, les cinétiques de retransformation, recrystallisation et croissance des grains ont été étudiées. La réduction de taille des grains par cycles de transformations de phase fut établie comme plus efficace de la méthode classique par déformation - recristallisation. / The continuously increasing use of automobiles all over the world, is making of gas effluents one of the major concerns for all modern societies. From economical and ecological points of view, everyone agrees on the fact that the consumption of fossil fuels for transport must decrease, particularly by vehicle weight reduction. Development of high performance materials at low cost is therefore needed. In order to achieve this requirement, the present work aimed at investigating the interactions between straining and phase transformations in high performance steels that could meet the weight saving requirements. Indeed, a wide range of studies has shown that mechanically-induced phase transformations (TRIP effect) of the austenite may bring about improved mechanical properties in different steel grades. Strain-induced phase transformations depend on two parameters : the relative stability and the stacking fault energy of the austenite, which are affected by different factors. The interactions between the phase transformations and the mechanical properties of different Ni-Cr and Mn-Si-Al grades were examined under various conditions of grain size, temperature or stress state. Particular relationships were clearly established between the phenomena taking place at the scale of the individual grains and at the macroscopic scale. The crystallographic mechanisms of the successive strain-induced phase transformations (austenite - e-martensite - a'-martensite) has been clarified. Finally, different techniques of grain refinement were used to process stainless steels with various grain sizes, assessing the efficiency of these techniques. Therefore, the kinetics of retransformation, recrystallisation and grain growth were studied. Grain refinement by cycles of phase transformations was found more effective than the classical deformation - recrystallisation method.

<p>This master’s degree project includes the construction, implementation and the theory of function of the traction control system NTRAC, a traction control system designed to increase performance. A closer functionality study of the more common safety-designed traction control systems has been executed. As a result of this study different techniques in decreasing engine torque has been concluded. NTRAC uses a fuel-cutting method to decrease the torque. The risks and consequences by this, as well as different solutions, are in detail discussed in the report.</p><p>One of the main design purposes with NTRAC was to be able to adapt it easily to different vehicles. To evaluate this ability NTRAC has been implemented into two test vehicles, most different to each other by means of physical measurements. As an outcome of this evaluation, a number of mathematical models have been derived and implemented in numerical MATLAB programs. Two models are explained in the report and are included in MATLABfiles as appendix three and four at the end of the report.</p><p>The first model describes the dependency between the action of decrease in torque and the relative remaining degree of efficiency and the report explains why this does not show a linear dependency. The friction between the tire and the road surface plays a crucial part in the theory behind traction control and the report describes in detail how traditional traction control systems are designed to make compromises, in wheel spin tolerances, and thus not uses the maximum amount of traction. To increase performance traction control systems continuously have to optimise this amount and also minimise its fluctuations. Wheels travel with different speeds when cornering, thus the traction control system has to compensate for this, and the second mathematical model in the report describes this in detail.</p><p>Finally an increase in performance is verified through the usage of NTRAC in the formula car KTHR2. During an international competition in the summer of 05, at Bounthingsthorp proving grounds, Leicestershire, England, under perfect weather conditions, a time-saving of nine percentage where registered at acceleration tests from 0 to 75 meters. </p>

La protection de l’actionnaire est une question classique du droit international car elle touche au cœur de la problématique des relations que l’ordre juridique international entretient avec les ordres juridiques internes.Le point de départ de toute analyse concernant la protection de l’actionnaire en droit international demeure l’arrêt rendu par la Cour internationale de Justice dans l’affaire de la Barcelona Traction, Light and Power Company, Ltd. (Belgique c. Espagne). Depuis cet arrêt de principe, le droit international a évolué et a affirmé son autonomie par rapport au droit interne. Dans le cadre de régimes conventionnels spéciaux, notamment en matière de la protection des investissements, les États ont reconnu des droits internationaux subjectifs nouveaux aux actionnaires visant la protection de leurs intérêts dans la société. Ainsi, le droit international a su aménager la distinction entre les droits de la société et les intérêts de l’actionnaire, et a pu transformer les intérêts de l’actionnaire en droits juridiquement protégés. Cette évolution n’est cependant pas fonction de la procédure de réclamation. Elle demeure indépendante de la question – distincte – de savoir si l’actionnaire dispose d’un droit de recours direct pour faire valoir la violation du droit international par l’État ou si son État de nationalité doit endosser sa réclamation par le biais de la protection diplomatique. / The protection of shareholders is a classic issue of international law. It lies at the heart of the relationship between the international legal order and domestic law.The starting point for any analysis concerning the protection of shareholders under international law remains the judgment delivered by the International Court of Justice in the case concerning the Barcelona Traction, Light and Power Company, Ltd. (Belgium v. Spain). Since the Court’s major contribution to the question, international law has changed and affirmed its autonomy vis à vis domestic law. In the context of special treaty regimes, and in particular in the context of international investment law, States have bestowed new international rights to shareholders in order to protect their interests in their respective companies. Thus, international law has been able to further elaborate the distinction between the rights of the company and the interests of its shareholders. International law can transform the interests of the shareholder into legally protected rights. However, it is important to bear in mind that this development has taken place independently of the development of new claim mechanisms. Whether a shareholder has direct standing to bring his or her claim or whether the State of nationality endorses his or her claim through the exercise of diplomatic protection remains a different question.

The main topic of the thesis is the design of single-track electrification of a direct current system of 3 kV and an alternating current system of 5 kV 50 Hz and then economically evaluate it over a period of 30 years. The work deals with basic traction systems and also deals with the calculation of main parameters of electric trains. The thesis describes in detail the procedure for the design of the electrification of the track and a partial introduction to the simulation programs that were used for energy calculations.

This is an economic and social history of the Texas Electric Railway, which operated three interurban lines branching out of Dallas. The railway operated from 1917 until 1948, although the company was not dissolved until 1955. Of necessity, the study is based on primary source materials, including railway pamphlets, trade journals such as the Electric Rai Journal, personal interviews, Texas and United States Government documents and publications, and newspapers. Unfortunately, original financial records of the company no longer exist; therefore, financial information comes from Moody's Manual of Investments, Public Utilities.

Introdução: A suspensão do rato pela cauda é método usado para simular os efeitos da microgravidade e hipoatividade física sobre o sistema musculoesquelético e outros sistemas. O método convencional usa a tração cutânea para a fixação da cauda do animal ao sistema de suspensão, sendo idealmente aplicado durante até três semanas. Depois desse período surgem lesões cutâneas, situações estressantes e soltura dos animais. Estes fatos limitam observações por períodos mais longos. O objetivo deste trabalho foi propor e avaliar um sistema de suspensão do rato pela cauda que utiliza tração esquelética com fio de Kirschner atravessado na vértebra caudal, comparando sua eficiência como modelo de osteopenia com a tração cutânea convencional, durante três e seis semanas. Metodologia: 60 ratas foram distribuídas em seis grupos (n=10): GI - três semanas-suspensão pela cauda em tração esquelética; GII - três semanas-suspensão em tração cutânea; GIII - três semanas sem suspensão; GIV - seis semanas-suspensão em tração esquelética; GV - seis semanas-suspensão em tração cutânea; GVI - seis semanas sem suspensão. Avaliação foi clínica com preenchimento de lista diária de achados de estresse e exame post-mortem com determinação dos níveis de corticosterona plasmática e estado da mucosa gastroesofágica. Avaliação dos efeitos da suspensão sobre osso ocorreu por meio da determinação da densidade mineral óssea, ensaio mecânico e histomorfometria, realizados tanto no fêmur, quanto no úmero. Resultados: não houve diferença estatisticamente significante entre os grupos suspensos observados durante três semanas, para quaisquer dos parâmetros investigados. Entretanto, em seis semanas, sete animais (70%) em tração cutânea foram perdidos por lesões de pele e, na tração esquelética, apenas um (10%). Quanto ao ganho de peso corporal e os outros parâmetros clínicos não houve diferenças entre os grupos suspensos por seis semanas. A densidade mineral óssea, força máxima, rigidez e parâmetros histomorfométricos dos fêmures diminuíram até três semanas quando os animais suspensos foram comparados com os controles. Entretanto, depois estabilizaram, tanto para os animais suspensos pela tração cutânea, quanto esquelética, sem diferenças entre eles. No úmero não houve diferenças importantes entre os animais suspensos e os controles. Conclusão: O sistema de tração esquelética foi mais eficiente para manter os animais suspensos até seis semanas, quando o número de complicações foi menor que na tração cutânea. A eficiência de ambos os métodos de suspensão em termos de enfraquecimento ósseo foi semelhante em ambos grupo. / Background: Suspension of the rat by the tail is a method that is used to simulate the effects of microgravity and physical hypoactivity on the musculoskeletal system and also on other systems. The conventional suspension method uses the skin traction for fixing the animal to the suspension system and it is ideally applied for three weeks. After this period of time, skin lesions, stressful conditions and animal loosening may occur. These facts limit observations for longer periods of time. The aim of the present study was to propose and evaluate a rat tail suspension system using skeletal traction with a crossing Kirschner wire in the tail vertebra and to compare it with the conventional skin traction method, during three and six weeks. Methods: 60 rats allocated in six groups (n = 10): GI - three-week tail suspension in skeletal traction; GII - three week skin traction-suspension; GIII - three weeks without suspension; GIV - six-week suspension skeletal traction; GV - six weeks in cutaneous traction, GVI - six weeks without any suspension. Clinical evaluation was made filling up a daily list of findings of stress indicators and, at the end of the experimental period, by post-mortem examination, with determination of plasma corticosterone levels and status of the gastroesophageal mucosa. Evaluation of the effects of suspension on bone was carried out by the determination of bone mineral density, histomorphometry and mechanical tests that were conducted both in femurs and humerus. Results: no statistically significant difference was observed between groups for three weeks for the suspended animals, for any of the parameters investigated. In six weeks, seven suspended animals in skin traction were lost by skin lesions (70%) and, in skeletal traction, one (10%). As for the weight gain and other clinical parameters no differences was observed between the suspended groups. Comparison between suspended and control animals showed that bone mineral density, maximum strength, stiffness and histomorphometric parameters of the femur of suspended decreased in three weeks and then stabilized for both groups suspended by the skin traction and skeleton, with no differences between them. Humerus presented no significant differences between suspended animals and controls. Conclusion: The system of skeletal traction was more efficient to keep the animal suspended for six weeks, when the number of complications was lower than in the skin traction group. Both suspension methods had the same efficiency to weaken the bone.

Esta dissertação apresenta uma proposta de integração sistêmica da automação das subestações retificadoras do sistema metrô-ferroviário brasileiro. Esta dissertação também apresenta os ganhos de confiabilidade que podem ser obtidos, caso a mesma seja implementada, e a priorização da eficiência de operação do sistema em questão. A motivação deste trabalho deve-se à necessidade de atender à perspectiva de aumento de demanda de energia elétrica nos processos de expansão e modernização deste sistema, amplamente usado pela população brasileira. A partir do estudo e análise do atual sistema de automação existente nas subestações do sistema metrô-ferroviário brasileiro, da arquitetura de hardware e software, foi possível investigar como a integração dos dados pertencentes aos sistemas de controle da subestação e do Centro de Controle Operacional CCO - pode permitir o aumento da confiabilidade e da flexibilidade de operação. Para quantificar estes ganhos de confiabilidade é apresentado o desenvolvimento do modelo de confiabilidade de Markov aplicado ao sistema de automação de subestações retificadoras. A metodologia utilizada procedeu ao levantamento e análise das ocorrências abertas nos anos de 2006, 2007 e 2008 nas subestações retificadoras do metrô de São Paulo, calculando o seu MTBF (Mean Time Between Failures). O estudo conclui que o ganho de confiabilidade é significativo no que se refere à melhoria do transporte público com a aplicação da integração da automação das subestações retificadoras. / This dissertation there presents a proposal for the integrated automation of the Brazilian subway system rectifier substations, supported on the gains of reliability which may be obtained in case it is implemented, and in the improvement of the efficiency of operation of the system open to question. The inquiry was supporting in the necessity of paying attention to the perspective of increase of demand of electric energy in the processes of expansion and modernization of this system, widely used by the Brazilian population. From the study and analysis of the current system of existent automation in the substations of the system Brazilian subway, of the architecture of hardware and software, was possible to investigate like the integration of the pertaining data to the systems of control of the substation and of the Centre of Operational Control CCO can allow the increase of the reliability and of the flexibility of operation. To quantify these profits of reliability there is presented the development of the model of reliability of Markov devoted to the system of automation of rectifying substations. The used methodology proceeded to the lifting and analysis of the incidents when they were opened in the years of 2006, 2007 and 2008 in the rectifier substations of the subway of Sao Paulo, calculating the MTBF (Mean Time Between Failures). The study ends that the profit of reliability is significant in what it refers to the improvement of public transport with the application of the integration of the automation of the rectifying substations.

Les perspectives d'évolution des techniques chirurgicales sont de plus en plus demandeuses de modèles permettant de prédire déplacements et contraintes au sein des tissus. De tels modèles permettent par exemple de mieux focaliser un traitement sur une zone de tissu affectée par une pathologie. L'un des principaux obstacles posés par la plupart des modèles existants adaptés à la description du comportement mécanique des tissus vivants concerne la difficulté de mesure de leurs paramètres. Il en résulte une difficulté à les déterminer, ainsi qu'à comprendre leur influence. L'adoption d'une modélisation multiéchelles permet d'apporter une réponse satisfaisante à ce problème. En effet, elle autorise la prise en compte et lacombinaison de phénomènes simples qui ont lieu à différentes échelles, et fait ainsi intervenir des paramètres physiques et mesurables. Dans l'étude proposée, nous nous focalisons sur le comportement mécanique des parois des veines en pont, qui peuvent parvenir à rupture lors d'un choc appliqué à la tête. Nous proposons pour commencer des observations par microscopie optique, microtomographie X et microscopie confocale biphotonique visant à caractériser la structure de la paroi vasculaire à différentes échelles. Un essai mécanique est combiné à l'une des observations. Nous proposons ensuite une nouvelle modélisation multiéchelles du comportement mécanique de cette paroi vasculaire. Cette modélisation combine des modèles simples à trois échelles et reproduit ainsi le comportement mécanique global de la paroi vasculaire. Pour finir, le modèle est intégré à une modélisation par éléments finis afin de permettre l'étude de géométries complexes. / Modeling the mechanical behavior of living tissues gets nowadays more and more importance. Indeed, mechanical models can be integrated within assisted surgery devices to help for example the surgeon to better focus on an area affected by pathology.One of the main drawbacks of existing numerical models for the mechanical behavior of living tissues concerns the difficulty to measure their parameters, which makes their determination difficult. Adopting a multiscale modeling approach seems to be an answer to this issue. It allows taking into account the global complexity of the behavior by considering simple phenomena that occur at each scale. By this way, the parameters of the model deal with physical characteristics and remain measurable.In the present study, we focus on the mechanical behavior of bridging vein walls. These veins can break when the head is submitted to a shock loading. We start by some experimental observations using optical microscopy, X-ray microtomography and multiphoton confocal microscopy. These observations allow getting a detailed knowledge about the vein wall constitution. Additionally a mechanical tensile test is combined with one of these observations. Then we propose a new multiscale approach for the description of the mechanical behavior of vessel walls. It combines simple models associated with three scales and describes in this way the overall mechanical behavior of the vein wall. The evolution of the material structure at different scales is taken into account and contributes to the global hyperelastic mechanical behavior of the tissue. Finally, our model is implemented in a finite element code in order to study complex geometries.

Esta dissertação apresenta uma proposta de integração sistêmica da automação das subestações retificadoras do sistema metrô-ferroviário brasileiro. Esta dissertação também apresenta os ganhos de confiabilidade que podem ser obtidos, caso a mesma seja implementada, e a priorização da eficiência de operação do sistema em questão. A motivação deste trabalho deve-se à necessidade de atender à perspectiva de aumento de demanda de energia elétrica nos processos de expansão e modernização deste sistema, amplamente usado pela população brasileira. A partir do estudo e análise do atual sistema de automação existente nas subestações do sistema metrô-ferroviário brasileiro, da arquitetura de hardware e software, foi possível investigar como a integração dos dados pertencentes aos sistemas de controle da subestação e do Centro de Controle Operacional CCO - pode permitir o aumento da confiabilidade e da flexibilidade de operação. Para quantificar estes ganhos de confiabilidade é apresentado o desenvolvimento do modelo de confiabilidade de Markov aplicado ao sistema de automação de subestações retificadoras. A metodologia utilizada procedeu ao levantamento e análise das ocorrências abertas nos anos de 2006, 2007 e 2008 nas subestações retificadoras do metrô de São Paulo, calculando o seu MTBF (Mean Time Between Failures). O estudo conclui que o ganho de confiabilidade é significativo no que se refere à melhoria do transporte público com a aplicação da integração da automação das subestações retificadoras. / This dissertation there presents a proposal for the integrated automation of the Brazilian subway system rectifier substations, supported on the gains of reliability which may be obtained in case it is implemented, and in the improvement of the efficiency of operation of the system open to question. The inquiry was supporting in the necessity of paying attention to the perspective of increase of demand of electric energy in the processes of expansion and modernization of this system, widely used by the Brazilian population. From the study and analysis of the current system of existent automation in the substations of the system Brazilian subway, of the architecture of hardware and software, was possible to investigate like the integration of the pertaining data to the systems of control of the substation and of the Centre of Operational Control CCO can allow the increase of the reliability and of the flexibility of operation. To quantify these profits of reliability there is presented the development of the model of reliability of Markov devoted to the system of automation of rectifying substations. The used methodology proceeded to the lifting and analysis of the incidents when they were opened in the years of 2006, 2007 and 2008 in the rectifier substations of the subway of Sao Paulo, calculating the MTBF (Mean Time Between Failures). The study ends that the profit of reliability is significant in what it refers to the improvement of public transport with the application of the integration of the automation of the rectifying substations.