La ré-identification de véhicules permet d’estimer deux paramètres clés en gestion dynamique de trafic : les temps de parcours et les matrices origine-destination. Dans cette thèse, nous avons choisi d'effectuer cette ré-identification par analyse des signatures magnétiques mesurées par des capteurs tri-axiaux placés sur la chaussée. La signature magnétique est générée par l'aimantation du véhicule : elle est alors susceptible de varier en fonction de l'orientation du véhicule par rapport au champ magnétique terrestre (à cause de l'aimantation induite dans le plan horizontal), et en fonction de sa position latérale relative par rapport aux capteurs. Les expérimentations que nous avons menées nous ont permis d'obtenir une base de données de signatures magnétiques, et ainsi d'évaluer les performances des deux méthodes de ré-identification que nous avons élaborées.La première méthode consiste à comparer directement des paires de signatures magnétiques mesurées par les capteurs. Les calculs de distances entre les paires sont effectués avec des algorithmes classiques comme la distance euclidienne. Les résultats obtenus sont très bons, et baissent peu lorsque le véhicule change d'orientation. Toutefois, ils sont très sensibles à la déformation des signaux due au décalage latéral du véhicule, et nécessitent donc de positionner un capteur tous les 0.20m sur toute la largeur de la voie.Dans un second temps, nous proposons une méthode de ré-identification qui compare des paires de modèles magnétiques de véhicules. Ces modèles sont composés de plusieurs dipôles, et sont calculés à partir des signatures mesurées. La modélisation a pour but de s’affranchir du décalage latéral du véhicule, en remontant à la position relative du véhicule par rapport aux capteurs. Avec deux fois moins de capteurs que la méthode précédente, les résultats obtenus sur signaux réels sont également très bons, même s'ils sont un peu plus sensibles au changement d'orientation du véhicule. De plus, une simulation nous permet d'extrapoler qu'il est effectivement possible de s'affranchir du décalage latéral avec cette méthode. / Vehicle re-identification gives access to two essential data for dynamic traffic management: travel times and origin-destination matrices. In this thesis, we chose to re-identify vehicles by analysing their magnetic signatures measured with several 3-axis magnetic sensors located on the road. A magnetic signature is created by the vehicle magnetization. Therefore, the vehicle orientation to the Earth’s magnetic field (which determines the induced magnetization) and the variation of the lateral position of the vehicle relative to the sensors’ one might both have an impact on the magnetic signature. We gathered our experiments’ results into a database of magnetic signatures that we used to evaluate the performances of the two vehicle re-identification methods we developed.The first method is a direct comparison of pairs of magnetic signatures measured by the sensors. Distances between pairs of signatures are computed using classic algorithms such as the Euclidean distance. This method’s results are very positive and the vehicle change of orientation has only a slight impact on them. However, the distortion of signals due to a lateral offset in the vehicle position has a strong impact on the results. As a consequence, sensors have to be placed every 0.20m over the road’s entire width.The second proposed method compares pairs of vehicles’ magnetic models. Those models are composed of several magnetic dipoles and are determined from the measured signatures. Magnetic modelling aims to suppress the influence of the vehicle lateral position on the results by assessing the relative position of the vehicle above the sensors. Although the vehicle orientation has slightly more impact on the performances than with the first method, the overall results are more promising. This method also allows us to divide by two the number of sensors used.

La ré-identification de véhicules permet d’estimer deux paramètres clés en gestion dynamique de trafic : les temps de parcours et les matrices origine-destination. Dans cette thèse, nous avons choisi d'effectuer cette ré-identification par analyse des signatures magnétiques mesurées par des capteurs tri-axiaux placés sur la chaussée. La signature magnétique est générée par l'aimantation du véhicule : elle est alors susceptible de varier en fonction de l'orientation du véhicule par rapport au champ magnétique terrestre (à cause de l'aimantation induite dans le plan horizontal), et en fonction de sa position latérale relative par rapport aux capteurs. Les expérimentations que nous avons menées nous ont permis d'obtenir une base de données de signatures magnétiques, et ainsi d'évaluer les performances des deux méthodes de ré-identification que nous avons élaborées.La première méthode consiste à comparer directement des paires de signatures magnétiques mesurées par les capteurs. Les calculs de distances entre les paires sont effectués avec des algorithmes classiques comme la distance euclidienne. Les résultats obtenus sont très bons, et baissent peu lorsque le véhicule change d'orientation. Toutefois, ils sont très sensibles à la déformation des signaux due au décalage latéral du véhicule, et nécessitent donc de positionner un capteur tous les 0.20m sur toute la largeur de la voie.Dans un second temps, nous proposons une méthode de ré-identification qui compare des paires de modèles magnétiques de véhicules. Ces modèles sont composés de plusieurs dipôles, et sont calculés à partir des signatures mesurées. La modélisation a pour but de s’affranchir du décalage latéral du véhicule, en remontant à la position relative du véhicule par rapport aux capteurs. Avec deux fois moins de capteurs que la méthode précédente, les résultats obtenus sur signaux réels sont également très bons, même s'ils sont un peu plus sensibles au changement d'orientation du véhicule. De plus, une simulation nous permet d'extrapoler qu'il est effectivement possible de s'affranchir du décalage latéral avec cette méthode. / Vehicle re-identification gives access to two essential data for dynamic traffic management: travel times and origin-destination matrices. In this thesis, we chose to re-identify vehicles by analysing their magnetic signatures measured with several 3-axis magnetic sensors located on the road. A magnetic signature is created by the vehicle magnetization. Therefore, the vehicle orientation to the Earth’s magnetic field (which determines the induced magnetization) and the variation of the lateral position of the vehicle relative to the sensors’ one might both have an impact on the magnetic signature. We gathered our experiments’ results into a database of magnetic signatures that we used to evaluate the performances of the two vehicle re-identification methods we developed.The first method is a direct comparison of pairs of magnetic signatures measured by the sensors. Distances between pairs of signatures are computed using classic algorithms such as the Euclidean distance. This method’s results are very positive and the vehicle change of orientation has only a slight impact on them. However, the distortion of signals due to a lateral offset in the vehicle position has a strong impact on the results. As a consequence, sensors have to be placed every 0.20m over the road’s entire width.The second proposed method compares pairs of vehicles’ magnetic models. Those models are composed of several magnetic dipoles and are determined from the measured signatures. Magnetic modelling aims to suppress the influence of the vehicle lateral position on the results by assessing the relative position of the vehicle above the sensors. Although the vehicle orientation has slightly more impact on the performances than with the first method, the overall results are more promising. This method also allows us to divide by two the number of sensors used.

O presente trabalho trata da obtenção de ligas de NiFe de NiFeCo sob a forma de filmes finos e também no seu uso na tentativa em se construir um sensor magnético tipo fluxgate planar. A técnica de produção utilizada foi a eletrodeposição com regime galvanostático. A solução eletrolítica utilizada era constituída por sais de níquel e ferro e alguns aditivos. Para depositar os filmes de NiFe, o eletrodo auxiliar era constituído de níquel; enquanto que para depositar os filmes de NiFeCo, o eletrodo auxiliar era constituído de cobalto. Os filmes foram depositados em substratos de cobre utilizando densidades de corrente no intervalo de 4 até 28 mA/cm2, com tempos totais de 40 e 60 minutos. A caracterização morfológica foi realizada utilizando Microscopia Eletrônica de Varredura superficial e de seção lateral e para encontrarmos a composição dos elementos presentes na amostra, realizamos a Espectroscopia de Energia Dispersiva e Difração de Raios-X. Quanto à caracterização magnética foi utilizado o Magnetômetro de Amostra Vibrante e também magnetometria utilizando o Superconducting Quantum Interference Devices (este foi utilizado somente para os filmes de NiFeCo) como o elemento detector do equipamento. Os filmes de NiFe crescem com orientações cristalinas ao longo dos planos (110) e (200); as quantidades de níquel e ferro atingem valores constantes a partir da densidade de corrente de 15 mA/cm2 (embora sempre haja mais níquel que ferro); o ponto de menor coercividade magnética (58,4 A/m) também ocorre a partir dessa densidade de corrente, onde filmes com 1 ?m de espessura são conseguidos para um tempo total de 40 minutos. Nota-se uma assimetria para os campos aplicados perpendicular e paralelamente à superfície do filme. Os filmes de NiFeCo crescem com orientações ao longo dos planos (111) e (200). Embora sempre haja mais níquel (constante em 70%), as concentrações de Fe e Co se igualam apenas para uma densidade de corrente próxima de 15mA/cm2. Abaixo desse valor há mais ferro, e acima mais Co. A partir dessa densidade de corrente, novamente observa-se um mínimo no valor da coercividade magnética do material (81 A/m). A partir dessa densidade de corrente, tal grandeza teve seu valor mantido praticamente constante. Para essa densidade de corrente filmes de 6 ?m de espessura são obtidos para um tempo de 40 minutos. Uma menor assimetria magnética é observada comparada com o caso anterior. Por esses dados, acreditamos que o filmes de NiFeCo seja um melhor candidato para a confecção do sensor planar tipo fluxgate, e testes iniciais de sua fabricação também são apresentados. / This work presents the results about the fabrication and characterization of thin films of NiFe and NiFeCo alloys. The attempts to construct the planar fluxgate are also presented. Galvanostatic electrodeposition using an electrolytic solution containing Ni and Fe was used: NiSO4 (0,7 mol/l); NiCl2 (0,02 mol/l); FeSO4 (0,03 mol/l); H3BO3 (0,4 mol/l) and C7H5O3NS.2H2O (0,016 mol/l). The auxiliary electrode was made on Ni for the NiFe films, while another one made on Co was used for the NiFeCo films. Films were deposited on copper substrates using current densities form 4 up to 28 mA/cm2, and total deposition time of 40 and 60 minutes. Structural characterization was performed using Scanning Electron Microscopy (surface and cross-section); Energy Dispersive Spectroscopy, and Xray Diffraction. Magnetic characterization was performed using two methods: the Vibrating Sample Magnetometry and magnetometry using a SQUID (Superconducting Quantum Interference Devices) sensor. NiFe films grow with crystalline planes oriented along the (110) e (200) directions; the amount of each material reach constant values for current densities above 15 mA/cm2 (even though there is always more Ni). The point of minimum magnetic coercivity (58,4 A/m) also occurs for this current density, where films 1 ?m-thick are obtained for a total deposition time of 40 minutes. An asymmetry is observed for magnetic fields applied parallel and perpendicular to the surface of the films. NiFeCo films grow with crystalline planes oriented along the (111) and (200) directions; the amount of Ni remains constant (about 70%) for the whole current density range. The amount of Fe decreases with increasing current density, while the amout of Co shows the opposite behavior. They have equal values for current densities of about 15mA/cm2, where the minimum coercivity of 81A/m is achieved. For higher current densities the coercivity remains constant. For the current density of 15mA/cm2, 6 ?m-thick films are obtained for a total deposition time of 40 minutes. The magnetic asymmetry is smaller than for the case of the NiFe films. According to the obtained data, we believe that NiFeCo is a better candidate for the fabrication of planar magnetic fluxgate sensors. Initial tests for the fabrication of a prototype are also presented.

Fast and accurate diagnosis is always in demand by modern medical professionals and in the area of national defense. At present, limitations of testing speed, sample conditions, and levels of precision exist under current technologies, which are usually slow and involve testing the specimen under laboratory conditions. Typically, these methods also involve several biochemical processing steps and subsequent detection of low energy luminescence or electrical changes, all of which reduce the speed of the test as well as limit the precision. In order to solve these problems and improve the sensing performance, this project proposes an innovative CMOS magnetic biological sensor system for rapidly testing the presence of potential pathogens and bioterrorism agents (zoonotic microorganisms) both in specimens and especially in the environment. The sensor uses an electromagnetic detection mechanism to measure changes in the number of microorganisms--tagged by iron nanoparticles--that are placed on the surface of an integrated circuit (IC) chip. Measured magnetic effects are transformed into electronic signals that count the number and type of organisms present. This biosensor introduces a novel design of a conical-shaped inductor, which achieves ultra-accuracy of sensing biological pathogens. The whole system is integrated on a single chip based on the fabrication process of IBM 180 nm (CMOS_IBM_7RF), which makes the sensor small-sized, portable, high speed, and low cost. The results of designing, simulating, and fabricating the sensor are reported in this dissertation. / Ph. D.

[pt] Sensores capazes de detectar campos magnéticos são largamente aplicados nas mais variadas áreas da engenharia. Um magnetômetro é um dispositivo que, baseado na utilização de um sensor magnético, é capaz de medir a magnitude e/ou direção de um campo magnético. Magnetômetros GMI são transdutores magnéticos cujos elementos sensores se baseiam no efeito da Magnetoimpedância Gigante (Giant Magnetoimpedance - GMI) que se caracteriza pela grande variação da impedância (módulo e fase) de uma amostra de material ferromagnético quando submetida a um campo magnético externo. A sensibilidade dos transdutores magnéticos está diretamente associada à sensibilidade de seus elementos sensores. No caso de amostras GMI, a sensibilidade é afetada por diversos parâmetros, e essa dependência ainda não é bem modelada quantitativamente. Esta dissertação apresenta um modelo computacional baseado em Redes Neurais MLP e em Algoritmos Genéticos que determina a sensibilidade ótima da fase da impedância do efeito GMI em função do campo magnético externo, para ligas ferromagnéticas amorfas de composição Co70 Fe5 Si15 B10, a partir dos seguintes parâmetros que as afetam: comprimento das amostras, nível CC e frequência da corrente de excitação além do campo magnético externo. / [en] Sensors capable of detecting magnetic fields are widely applied in many areas of engineering. A magnetometer is a device that based on the use of a magnetic sensor is capable of measuring the magnitude and direction of a magnetic field. Magnetometers GMI are magnetic transducers which sensors elements are based on the Giant Magnetoimpedance effect (Giant Magnetoimpedance - GMI) that is characterized by large variation of the impedance (magnitude and phase) of a sample of ferromagnetic material when subjected to an external magnetic field. The magnetic transducers sensitivity is directly affected by the sensitivity of its sensor elements. In the case of GMI samples, the sensitivity is affected by several parameters, and this dependence is not well modeled quantitatively. This dissertation presents a computational model based on feedforward Multilayer Perceptron Neural Networks and Genetic Algorithms that determines the optimal impedance phase sensitivity of the GMI effect, as functions of the magnetic field, for Co70 Fe5 Si15 B10 ferromagnetic amorphous alloys, The proposed model is based on some of the main parameters that affect it: length of the samples, DC level and frequency of the excitation current and the external magnetic field.

Made available in DSpace on 2014-12-17T14:09:12Z (GMT). No. of bitstreams: 1 FilipeOQ_TESE.pdf: 3544001 bytes, checksum: a41be36b03f0fc409d26c8565085c60f (MD5) Previous issue date: 2010-02-25 / In the artificial lift method by Electrical Submersible Pump (ESP), the energy is transmitted for the well?s deep through a flat electric handle, where it is converted into mechanical energy through an engine of sub-surface, which is connected to a centrifugal pump. This transmits energy to the fluid under the pressure form, bringing it to the surface In this method the subsurface equipment is basically divided into: pump, seal and motor. The main function of the seal is the protect the motor, avoiding the motor?s oil be contaminated by oil production and the consequent burning of it. Over time, the seal will be wearing and initiates a contamination of motor oil, causing it to lose its insulating characteristics. This work presents a design of a magnetic sensor capable of detecting contamination of insulating oil used in the artificial lift method of oil-type Electrical Submersible Pump (ESP). The objective of this sensor is to generate alarm signal just the moment when the contamination in the isolated oil is present, enabling the implementation of a predictive maintenance. The prototype was designed to work in harsh conditions to reach a depth of 2000m and temperatures up to 150?C. It was used a simulator software to defined the mechanical and electromagnetic variables. Results of field experiments were performed to validate the prototype. The final results performed in an ESP system with a 62HP motor showed a good reliability and fast response of the prototype. / No m?todo de eleva??o artificial de petr?leo por Bombeio Centr?fugo Submerso (BCS) a energia el?trica ? transmitida para o fundo do po?o atrav?s de um cabo, onde ? transformada em energia mec?nica por um motor de sub-superf?cie, o qual est? conectado a uma bomba centr?fuga, que transmite a energia para o fluido sob a forma de press?o, elevando-o para a superf?cie. Neste m?todo, os equipamentos de sub-superf?cie subdividem-se basicamente em: bomba, selo e motor. A principal fun??o do selo ? a prote??o do motor, evitando a contamina??o do ?leo do motor pelo ?leo de produ??o e a conseq?ente queima do mesmo. Com o tempo, o selo vai desgastando-se e come?a haver uma contamina??o do ?leo do motor, fazendo com que o mesmo perca a sua caracter?stica isolante. Este trabalho apresenta um projeto de um sensor magn?tico capaz de detectar a contamina??o do ?leo isolante utilizado no m?todo de eleva??o artificial de petr?leo do tipo (BCS). O objetivo deste sensor ? gerar um sinal de alarme apenas no momento em que a contamina??o do ?leo isolante estiver presente, possibilitando ? execu??o de uma manuten??o preditiva. O prot?tipo foi projetado para trabalhar em condi??es operacionais severas, podendo alcan?ar uma profundidade de 2000m e temperaturas at? 150?C. Foi utilizado um software simulador para definir as vari?veis mec?nicas e eletromagn?ticas. Experimentos de campo foram realizados para validar o prot?tipo. Os resultados finais realizados em um sistema BCS com um motor de 62HP mostrou uma boa confiabilidade e resposta r?pida do prot?tipo.

Company A develops algorithms and hardware for the application of magnet tracking, to be able to use a dipole magnet as an interaction tool between humans and computers. This master thesis investigates the available magnetic sensors through a market survey and practical testing of a selection of the sensors in purpose to determine the most suitable magnetic sensor and magnetic sensor technology for the application of magnet tracking. With the most suitable sensor found in the investigation, a sensor platform is designed and manufactured. The sensor HMC5983 from Honeywell is found to be the most suitable sensor and is designed into the sensor platform, which also includes ,for instance, a wireless MCU, CC2640 from Texas Instru- ments, together with a PCB antenna and a PSU including a battery charger, BQ24075 from Texas Instruments. The most suitable mag- netic sensor technology was found to be magnetoresistive sensors. The sensor platform was designed according to the requirements and is working good enough to enable company A to start testing their algorithms for magnet tracking on the new platform.