Dans cette thèse, nous étudions quelques propriétés dynamiques des solutions de type soliton de quelques équations dispersives nonlinéaires généralisées. La première partie de ce travail est consacrée à l'étude de l'existence, de l'unicité et du comportement global de solitons pour des équations de KdV généralisées, à variation lente. On donnera une description détaillée de la dynamique pour tout temps et on montrera la non-existence de solitons purs, ce qui est une très grande différence avec l'équation gKdV standard. Dans une deuxième partie, on étudiera le cas de l'équation de Schrödinger nonlinéaire. Pour cette équation, nous allons améliorer tous les résultats précédents en donnant une description précise pour tout temps de la dynamique du soliton dans le régime à variation lente. En plus, sous des hypothèses générales, on montrera ce résultat dans le cas 2-D. Finalement, on considère le problème de collision de deux solitons pour l'équation de KdV généralisée. Complétant les résultats récents de Martel et Merle, concernant le cas quartique, nous montrons que la seule possibilité d'avoir une collision de type élastique est donnée par les cas intégrables. La preuve de tous ces résultats sont des développements et des améliorations de la théorie de Martel et Merle pour la collision de deux solitons des équations gKdV sous différents régimes asymptotiques.

<p>De krocktester som utförs idag är låsta till det system av styr och draganordningar som byggs upp. Att göra en krocktest därbilarna kan styras individuellt med hjälp av en förarrobot ökar friheten att designa tester. Att krocka två bilar som på bilden på framsidan, med 90 graders vinkel mellan bilarnas färdriktning ställer det mest tidskritiska kravet när de ska träffa varandra. Detta kräver en bra hastighetsreglering vilket är huvuddelen i examensarbetet.</p><p>I denna rapport redovisas hur ett sådant styrsystem skulle kunna byggas samt tester i en simuleringsmodell för denna typ av krocktest.</p><p>Simuleringsmodellen är uppbyggd i Matlab/Simulink och eftersträvar att efterlikna ett verkligt sidokollisionstest tillräckligt mycket för att kunna testa styrsystemet.</p><p>Efter de tester som gjorts kan man konstatera att det är möjligt att konstruera ett sådant styrsystem som kan få två bilar att träffa varandra i en sådan sidokollision som är beskriven ovan.</p>

<p>The unchangeable need of securing and locating parts during different manufacturing processes turned the fixtures to key elements in many part production industries. The iterations between design engineers and manufacturing planners because of late collision detection of the part/fixtures with robots cost a lot of time and money. The lead-time can be reduced by developing tools and/or methods for early verification of the fixtures during the simultaneous engineering phase. Different aspects of fixture designing, modeling and simulating is investigated as a base step to recognize the best practice work to do fixture planning in Process Simulate integrated PLM environment. The aim of the project is to use Process Simulate to design and validate modular fixtures at the same time and in a single environment. It also aims to investigate the possibility of adding kinematics, sensors, and actuating signals to the fixtures and utilize them to model the fixture behavior in a larger simulation study. The project narrows down its focus on the fixtures designed for robotic applications specifically in Automotive Body in White lines without losing generality. The document type stated at the title page and in the header of this page is master thesis work.</p>

Systeme von Vorlandbecken repräsentieren bedeutende geologische Archive und dienen dem Verständnis von Rückkopplungen zwischen oberflächennahen und tektonischen Prozessen. Außerdem dokumentieren sie die Entwicklung unmittelbar angrenzender Bergketten. Die sedimentären Abfolgen in Vorlandbecken reflektieren das Gleichgewicht zwischen tektonischer Subsidenz, der Bildung langzeitlichen Akkommodationsraumes und des Sedimenteintrages, welcher wiederum die Wirksamkeit von Erosions- und Massenneuverteilungsprozessen wiederspiegelt. Um die Effekte von Klima und Tektonik in einem solchen System zu erforschen, untersuchte ich die Oligo-Miozänen Sedimente in den Vorlandbecken der südlichen Elburs Bergkette, einem intrakontinentalen Gebirge in Nord-Iran, das im Zuge der Arabisch-Eurasischen Kontinent-Kollision herausgehoben wurde. In dieser Studie der Vorlandbeckensedimente wurden Datierungstechniken angewandt (40Ar/39Ar, (U-Th)/He Thermochronologie und Magnetostratigraphie), die Sedimente und deren Herkunft analysiert und die Tonmineralogie, sowie Sauerstoff- und Kohlenstoffisotope untersucht. Die Ergebnisse zeigen, dass auf einer Zeitskala von 105 bis 106 Jahren eine systematische Korrelation zwischen „coarsening upward“ Zyklen und den sedimentären Akkumulationsraten besteht. Während sukzessiver Überschiebungsphasen werden die durch Hebung der Bergkette bereitgestellten groben Kornfraktionen in proximale Bereiche des Beckens geliefert und feinkörnige Fazies in distalen Beckenregionen abgelagert. Variationen in der Sedimentherkunft in Phasen größerer tektonischer Aktivität zeugen von erosionaler Abdeckung und/oder der Umorganisation natürlicher Entwässerungsstrukturen. Außerdem zeigen die Untersuchungen an stabilen Isotopen, dass die verstärkte tektonische Aktivität das Anwachsen der Topographie förderte und damit die Wirksamkeit einer topographischen Barriere erhöhte. Wenn aufgrund nachlassender Beckenabsenkung die grobe Kornfraktion nicht vollständig im Nahbereich des Beckens aufgenommen werden kann breitet sie sich in ferne Beckenregionen aus. Im Elburs wird die verringerte Subsidenz durch eine interne Hebung des Vorlandes hervorgerufen und ist mit einer lateralen Stapelung von Flussbetten assoziiert. Dokumentiert wird dies anhand konsequenten Schichtwachstums, tektonischer Schrägstellung und sedimentärer Umlagerung. Gleichzeitig nehmen die Sedimentationsraten zu. Die Sauerstoff-Isotope der Paläoböden zeigen, dass dieser Anstieg mit einer Phase feuchteren Klimas einhergeht, wodurch Oberflächenprozesse effizienter werden und Heraushebungssraten steigen, was eine positive Rückkopplung erzeugt. Des Weiteren zeigen die isotopischen und sedimentären Daten, dass seit 10-9 Millionen Jahren (Ma) das Klima durch saisonalen Anstieg der Niederschläge zunehmend feuchter wurde. Da bedeutende klimatische Veränderungen zu dieser Zeit auch im Mittelmeerraum und Asien beobachtet wurden, ist anzunehmen, dass die klimatische Veränderung, die im Elburs Gebirge beobachtet wird, höchstwahrscheinlich Änderungen der atmosphärischen Zirkulationen der nördlichen Hemisphäre reflektiert. Aus den Ergebnissen dieser Studie lassen sich zusätzliche Implikationen für die Entwicklung des Elburs Gebirges und die Arabisch-Eurasische kontinentale Kollisionszone ableiten. Die orogen-weite Hauptdeformation propagierte nicht gleichmäßig nach Süden, sondern seit dem Oligozän schrittweise vorwärts und rückwärts. Insbesondere von ~17,5 bis 6,2 Ma wurde das Gebirge durch eine Kombination aus frontaler Akkretion und interner Keildeformation in Schritten von 0,7 bis 2 Millionen Jahren herausgehoben. Darüber hinaus deuten die Sedimentherkunftsdaten darauf hin, dass sich noch vor 10-9 Ma die Haupteinengungsrichtung von NW-SE nach NNE-SSW veränderte. Regional erlaubt die Geschichte der untersuchten Becken und angrenzenden Gebirgszüge Rückschlüsse auf ein neues geodynamisches Model zur Entwicklung der Arabisch-Eurasischen kontinentalen Kollisionszone. Zahlreiche Sedimentbecken des Elburs Gebirges und anderer Lokalitäten der Arabisch-Eurasischen Deformationszone belegen einen Wechsel von einem tensionalen zu einem kompressionalen tektonischen Regime vor ~36 Ma . Dieser Wechsel könnte den Beginn der Subduktion von gedehnter arabischer kontinentaler Lithosphäre unter Zentral-Iran bedeuten, was zu einer moderaten Plattenkopplung und Deformation von Unter- sowie Oberplatte geführt hat. Der Anstieg der Deformationsraten im südlichen Elburs Gebirge seit ~17,5 Ma lässt vermuten, dass die Oberplatte, wahrscheinlich aufgrund steigender Plattenkopplung, seit dem frühen Miozän signifikant deformiert wurde. Diese Veränderung könnte der Subduktion mächtigerer arabischer kontinentaler Lithosphäre zugeschrieben werden und den Anfang echter kontinentaler Kollision bedeuten. Dieses Model erklärt daher die Zeitverzögerung zwischen der Initiation der Arabisch-Eurasischen kontinentalen Kollision (Eozän-Oligozän) and dem Beginn ausgedehnter Deformation in der Kollisionszone (Miozän). / Foreland-basin systems are excellent archives to decipher the feedbacks between surface and tectonic processes in orogens. The sedimentary architecture of a foreland-basin system reflects the balance between tectonic subsidence causing long-term accommodation space and sediment influx corresponding to efficiency of erosion and mass-redistribution processes. In order to explore the effects of climatic and tectonic forcing in such a system, I investigated the Oligo-Miocene foreland-basin sediments of the southern Alborz mountains, an intracontinental orogen in northern Iran, related to the Arabia-Eurasia continental collision. This work includes absolute dating methods such as 40Ar/39Ar and zircon (U-Th)/He thermochronology, magnetostratigraphy, sedimentological analysis, sandstone and conglomerate provenance study, carbon and oxygen isotope analysis, and clay mineralogy study. Results show a systematic correlation between coarsening-upward cycles and sediment accumulation rates in the basin on 105 to 106yr time scales. During thrust loading phases, the coarse-grained fraction supplied by the uplifting range is stored in the proximal part of the basin (sedimentary facies retrogradation), while fine-grained sediments are deposited in distal sectors. Variations in sediment provenance during these phases of enhanced tectonic activity give evidence for erosional unroofing phases and/or drainage-reorganization events. In addition, enhanced tectonic activity promoted the growth of topography and associated orographic barrier effects, as demonstrated by sedimentologic indicators and the analysis of stable C and O isotopes from calcareous paleosols and lacustrine/palustrine samples. Extensive progradation of coarse-grained deposits occurs during phases of decreased subsidence, when the coarse-grained fraction supplied by the uplifting range cannot be completely stored in the proximal part of the basin. In this environment, a reduction in basin subsidence is associated with laterally stacked fluvial channel deposits, and is related to intra-foreland uplift, as documented by growth strata, tectonic tilting, and sediment reworking. Increase in sediment accumulation rate associated with progradation of vertically-stacked coarse-grained fluvial channels also occurs. Paleosol O-isotope data shows that this increase is related to wetter climatic phases, suggesting that surface processes are more efficient and exhumation rates increase, giving rise to a positive feedback. Furthermore, isotopic and sedimentologic data show that starting from 10-9 Ma, climate became less arid with an increase in seasonality of precipitation. Because important changes were also recorded in the Mediterranean Sea and Asia at that time, the evidence for climatic variability observed in the Alborz mountains most likely reflects changes in Northern Hemisphere atmospheric circulation patterns. This study has additional implications for the evolution of the Alborz mountains and the Arabia-Eurasia continental collision zone. At the orogenic scale, the locus of deformation did not move steadily southward, but stepped forward and backward since Oligocene time. In particular, from ~ 17.5 to 6.2 Ma the orogen grew by a combination of frontal accretion and wedge-internal deformation on time scales of ca. 0.7 to 2 m.y. Moreover, the provenance data suggest that prior to 10-9 Ma the shortening direction changed from NW-SE to NNE-SSW, in agreement with structural data. On the scale of the entire collision zone, the evolution of the studied basins and adjacent mountain ranges suggests a new geodynamic model for the evolution of the Arabia-Eurasia continental collision zone. Numerous sedimentary basins in the Alborz mountains and in other locations of the Arabia-Eurasia collision zone record a change from a tensional (transtensional) to a compressional (transpressional) tectonic setting by ~ 36 Ma. I interpret this to reflect the onset of subduction of the stretched Arabian continental lithosphere beneath central Iran, leading to moderate plate coupling and lower- and upper-plate deformation (soft continental collision). The increase in deformation rates in the southern Alborz mountains from ~ 17.5 Ma suggests that significant upper-plate deformation must have started by the early Miocene most likely in response to an increase in degree of plate coupling. I suggest that this was related to the subduction of thicker Arabian continental lithosphere and the consequent onset of hard continental collision. This model reconciles the apparent lag time of 15-20 m.y between the late Eocene to early Oligocene age for the initial Arabia-Eurasia continental collision and the onset of widespread deformation across the collision zone to the north in early to late Miocene time.

The thesis describes the development of new and improved methods for analyzing degradation markers from organophosphorus Chemical Warfare Agents (CWAs). Paper I and II describes an innovative and significantly improved method for the enrichment, derivatization (trimethysilylation) and GC-MS analysis of a broad range of organophosphorus CWAs degradation markers, namely the alkylphosphonic acids and a zwitterionic compound. That was achieved using solid phase disc extraction in combination with solid phase derivatization. The new method overcomes most limitations observed with existing techniques: it offers almost 100 % recoveries, requires no elution or evaporation steps, facilitates miniaturization of the solid sorbent and reagent, is compatible with in-vial derivatization, and minimizes the chromatographic background due to the use of a highly selective anion exchange sorbent disc. Paper III describes the development of new fluorinated diazomethane derivatization reagents and their evaluation for rapid and high sensitivity screening and identification of nerve agent degradation markers. The reagents are water-tolerant to some extent, which simplifies the derivatization step. The best reagent identified was 3,5-bis(trifluoromethyl)benzyl diazomethane, which outperformed the other reagent isomers tested and also the established commercial alternative, pentafluorobenzylbromide, allowing for the rapid (5 min) and direct derivatization of a 25 μL aqueous sample in acetonitrile. The spectra of the formed derivatives (high-energy collision induced fragmentation MS/MS) were used to construct a database (Paper IV) that proved to be superior in terms of match factor and probability compared to EI data gathered for trimethylsilyl derivatives. The study also focused on efforts towards achieving detailed structure information on the alkyl chains of the compounds in question using diagnostic ion interpretation. The final paper (paper V) describes the first rapid direct derivatization method for analyzing nerve agent metabolites in urine at trace levels. The method is based on the derivative from the paper III and the unambiguous identification was proven using a combination of low resolution and high resolution negative ion chemical ionization selected ion monitoring techniques. Novel results presented in these papers include: the first in-situ derivatization of alkylphosphonic acids on an SPE disc; the first direct derivatization of nerve agent markers in water and biomedical samples; the first high sensitivity GC-MS screening for these markers; and the first highly reproducible high-energy isomer specific CID MS/MS library. Overall, the results presented in this thesis represent significant contributions to the analysis of nerve agent degradation products.

This thesis is concerned with automotive active safety, and a central theme is a new safety function called Emergency Lane Assist (ELA). Automotive safety is often categorised into passive and active safety, where passive safety is concerned with reducing the effects of accidents and active safety aims at avoiding them. ELA detects lane departure manoeuvres that are likely to result in a collision and prevents them by applying a steering wheel torque. The ELA concept is based on traffic accident statistics, i.e., it is designed to give maximum safety based on information about real life traffic accidents. The ELA function puts tough requirements on the accuracy of the information from the sensors, in particular the road shape and the position of surrounding objects, and on robust threat assessment. Several signal processing methods have been developed and evaluated in order to improve the accuracy of the sensor information, and these improvements are also analysed in how they relate to the ELA requirements. Different threat assessment methods are also studied, and a common element in both the signal processing and the threat assessment is that they are based on driver behaviour models, i.e., they utilise the fact that depending on the traffic situation, drivers are more likely to behave in certain ways than others. Most of the methods are general and can be, and hopefully also will be, applied also in other safety systems, in particular when a complete picture of the vehicle surroundings is considered, including information about road and lane shape together with the position of vehicles and infrastructure. All methods in the thesis have been evaluated on authentic sensor data from actual and relevant traffic environments.

The homogeneous charge compression ignition (HCCI) concept has been acknowledged as a potential combustion concept for engines, due to low NOx and soot emissions and high efficiency, especially at part-load. Early direct-injection (DI) during the compression stroke is an option when Diesel fuel is used in HCCI. This implies that the risk for wall impingement increases, due to the decreasing in-cylinder density. The fuel sprays has to be well dispersed in order to avoid wall impingement. Specially designed impinging nozzles providing a collision of the Diesel sprays in the vicinity of the orifice exits have experimentally been verified to yield well dispersed sprays and the desired benefits of HCCI under various conditions. The purpose of this work is to use Computational Fluid Dynamics (CFD) as a tool to simulate and evaluate non-impinging and impinging nozzles with respect to mixture formation in direct-injected HCCI. Three different nozzles are considered: one non-impinging and two impinging nozzles with 30 and 60 degree collision angle respectively. Lagrangian CFD simulations of impinging sprays using the traditional collision model of O’Rourke is not sufficient in order obtain the correct spray properties of impinging sprays. This work proposes an enhanced collision model, which is an extension of the O’Rourke model with respect to collision frequency, post collisional velocities and collision induced break-up. The enhanced model is referred to as the EORIS model (Enhanced O’Rourke model for Impinging Sprays). The initial drop size distribution at orifice and break-up time constant of the standard Wave model is calibrated and calculated wall impingement (piston and liner) is compared with combustion efficiency, smoke, HC and CO emissions as a function of injection timing. A set of model parameters were selected for further evaluation. These model parameters and the EORIS collision model were applied to non-impinging and impinging nozzles under low- and high load conditions. The EORIS model and the selected model parameters are able to predict wall impingement in agreement with experimental measurements of combustion efficiency and smoke emissions under low- and high load conditions for the investigated nozzles. A benefit is that one set of model parameters can be used to predict mixture formation, and there is no need for additional model calibration when, for instance, the injection timing or nozzle geometry is changed. In general, experiments and simulations indicate that impinging nozzles are recommended for early injection timing in the compression stroke. This is due to the shorter penetration which leads to a reduced risk for wall impingement. The non-impinging nozzles are, however, beneficial for later injection timing in the compression stroke. During these injection conditions the impinging nozzles have a more stratified charge and under some conditions poor mixture quality is achieved. / HCCI-konceptet (Homogeneous Charge Compression Ignition) är en tänkbar förbränningsprincip för att uppnå låga NOx och sotemissioner, speciellt under låglast förhållanden. Då Diesel används som bränsle är tidig direktinsprutning under kompressionsslaget en tänkbar strategi för att åstadkomma gynnsamma HCCI-förhållanden. Den tidiga direktinsprutningen medför däremot att risken för väggvätning ökar, på grund av den minskade densiteten i cylindern. Detta ställer krav på bränslesprejen som måste vara väl fördelad i cylindern för att undvika väggvätning. Specialkonstruerade spridarspetsar som skapar kollision av sprejerna nära hålmynningen, så kallade kolliderande sprejer, har experimentellt påvisats vara fördelaktiga för HCCI förbränning, tack vare kortare sprejpenetration och voluminös sprej. Syftet med detta arbete är att använda CFD (Computational FluidDynamics) som ett verktyg för att simulera och evaluera ickekolliderande och kolliderande sprejer med avseende på blandningsbildning under direktinsprutade HCCI förhållanden. Tre olika spridarspetsar har undersökts: en icke-kolliderande och två kolliderande med kollisionsvinkel 30 och 60 grader. CFD-simuleringar av kolliderande sprejer med Lagrangiansk modelleringsteknik och O’Rourkes traditionella kollisionsmodell har visat sig vara otillräcklig för att uppnå korrekta sprejegenskaper. Den här avhandlingen presenterar en förbättrad kollisionsmodell baserad på O’Rourkes ursprungliga kollisionsmodell med avseende på kollisionsfrekvens, dropphastighet efter kollision och kollisionsviinducerad break-up. Den förbättrade modellen kallas EORIS (Enhanced O’Rourke model for Impinging Sprays). Den initiala droppfördelningen vid spridarspetsens hålmynning och Wave-modellens tidskonstant för break-up har kalibrerats och beräknad väggvätning (kolv och foder) har jämförts med förbränningsverkningsgrad, rök, HC och CO-emissioner som funktion av insprutningstidpunkt. De valda modellparametrarna och EORIS-modellen tillämpades för att evaluera blandningsbildningen på kolliderande och icke-kolliderande spridarspetsar under låg- och höglast-förhållanden. EORIS-modellen och de utvalda modellparametrarna kan predikteraväggvätning i överensstämmelse med uppmätt förbränningsverkningsgrad och rökemissioner under låglast- och höglastförhållanden för de undersökta spridarspetsarna. En fördel är att de utvalda modellparametrarna kan prediktera blandningsbildningen och det finns inget behov att justera modellparametrarna då t.ex. insprutningstidpunkten eller spridarspetsgeometrin ändras. Generellt påvisar såväl experiment som simuleringar att de kolliderande sprejerna är lämpliga för tidig direktinsprutning underkompressionsslaget. Det är på grund av kort sprejpenetration som reducerar risken för väggvätning. De icke-kolliderande sprejerna är dock lämpliga för sen direktinsprutning under kompressionsslaget. Under dessa förhållanden har de kolliderande sprejerna en mer stratifierad blandning och under vissa förhållanden uppnås då en ofördelaktig blandningskvalitet. / QC 20100819

No description available.

The purpose of the present study was to examine effects of driver, vehicle, and environment characteristics on Collision Warning System (CWS) design. One hypothesis was made that the capability of collision avoidance would not be same among a driver, vehicle, and environment group with different characteristics. Accident analysis and quantitative analysis was used to examine this hypothesis in terms of ‘risk’ and ‘safety margin’ respectively. Rear-end collision had a stronger focus in the present study. As a result of accident analysis, heavy truck showed a higher susceptibility of the fatal rear-end accidents than car and light truck. Also, dry road surface compared to wet or snow, dark condition compared to daylight condition, straight road compared to curved road, level road compared to grade, crest or sag, roadway having more than 5 travel lanes compared to roadway having 2, 3 or 4 travel lanes showed a higher susceptibility of the fatal rear-end accidents. Relative rear-end accidents involvement proportion compared to the other types of collision was used as a measure of susceptibility. As a result of quantitative analysis, a significant difference in terms of Required Minimum Warning Distance (RMWD) was made among a different vehicle type and braking system group. However, relatively small difference was made among a different age, gender group in terms of RMWD. Based on the result, breaking performance of vehicle should be regarded as an input variable in the design of CWS, specifically warning timing criteria, was concluded.

Today many car manufactures are developing systems that help the driver to avoid collisions. Examples of this kind of systems are: adaptive cruise control, collision warning and collision mitigation / avoidance. All these systems need to track and predict future positions of surrounding objects (vehicles ahead of the system host vehicle), to calculate the risk of a future collision. To validate that a prediction is correct the predictions must be correlated to observations. This is called the data association problem. If a prediction can be correlated to an observation, this observation is used for updating the tracking filter. This process maintains the low uncertainty level for the track. From the work behind this thesis, it has been found that a sequential nearest- neighbour approach for the solution of the problem to correlate an observation to a prediction can be used to find the solution to the data association problem. Since the computational power for the collision mitigation system is limited, only the most dangerous surrounding objects can be tracked and predicted. Therefore, an algorithm that classifies and selects the most critical measurements is developed. The classification into order of potential risk can be done using the measurements that come from an observed object.