La propulsion aérobie à grande vitesse est depuis longtemps identifiée comme l'un des prochains sauts technologiques à franchir dans le domaine des lanceurs spatiaux. Cependant, les véhicules hypersoniques (HSV) fonctionnant dans des domaines de vitesse extrêmement élevées, de nombreuses contraintes et incertitudes entravent les garanties des propriétés des contrôleurs. L'objet de cette thèse est d'étudier la synthèse de commande d'un tel véhicule.Pour commencer, il s'agit de définir un modèle représentatif d'un HSV exploitable pour la commande. Dans ce travail, nous construisons deux modèles de HSV. Un pour la simulation en boucle fermée, et le second afin de poser précisément le problème de commande.Nous proposons ensuite une synthèse de commande de la dynamique longitudinale dans le plan vertical de symétrie. Celle-ci est robuste aux incertitudes de modélisation, tolérante à des saturations, et n'excite pas les dynamiques rapides négligées. Ses propriétés sont évaluées sur différents cas de simulation. Puis, une extension est proposée afin de résoudre le problème de commande simultanée des dynamiques longitudinale et latérale, sous les mêmes contraintes.Ce résultat est obtenu par une assignation de fonction de Lyapunov, suite à une étude des dynamiques longitudinale et latérale. Par ailleurs, pour traiter les erreurs de poursuite dues aux incertitudes de modélisation, nous nous intéressons au problème de régulation asymptotique robuste par retour d'état. Nous montrons que cette régulation peut être accomplie en stabilisant le système augmenté d'un intégrateur de la sortie. Ceci constitue une extension de la structure de contrôle proportionnel-intégral au cas des systèmes non linéaires. / High speed airbreathing thrust has been known for a long time as one of the next technological step to be overcome in space launchers domain. However, HyperSonic Vehicles (HSV) speed operating ranges being extremely high, numerous constraints and uncertainties restrict the ensuring of control properties. The purpose of this thesis is to study control synthesis for such a vehicle.First, it concern the definition of a HSV model for controlling purpose. In this work is constructed two HSV models. One in order to effect closed loop simulation, and the other in order to precisely establish the control problem.Then, is proposed a control synthesis for the longitudinal dynamics restricted to the symmetric vertical plane. It is robust to modelling uncertainties, allows saturation, and does not excite neglected fast dynamics. Its properties are evaluated on different cases of simulation. Next, an extension is proposed in order to solve the problem of controlling simultaneously longitudinal and lateral dynamics, under the same constraints.This result is obtained by the use of control Lyapunov functions, following the study of longitudinal and lateral dynamics. Furthermore, in order to solve tracking errors due to modelling uncertainties, the problem of robust asymptotic regulation by state feedback has been addressed. It is shown that such a regulation can be achieved by stabilizing the system augmented by an output integrator. This constitutes an extension for nonlinear systems of the proportional-integral control structure.

Le Rhône, prolongé de la Saône, forme un axe de pénétration à l’intérieur de la Gaule emprunté à l’époque romaine pour mettre en relation la Méditerranée avec le nord de l’empire. De brèves connections terrestres (portages) permettaient de poursuivre les échanges vers les bassins de la Loire, de la Seine, du Rhin et les lacs alpins. Seul le quart sud-ouest semble avoir échappé à l’influence rhodanienne. Ce corridor formait très clairement l’artère majeure du réseau fluvial gaulois, et cela avant-même la conquête romaine. La voie fluviale était à l’époque le principal vecteur de transport de marchandises à l’intérieur des terres, et cela jusqu’à l’arrivée du chemin de fer. Le Rhône et la Saône auraient détenu à eux seuls près de la moitié du trafic fluvial de toute la Gaule. Ces cours ont par ailleurs clairement contribué au développement des villes riveraines correspondant souvent à des haltes fluviales et des nœuds de redistribution. L’intérêt du sujet est donc de toute première importance. Les intentions de ce travail sont triples. Tout d’abord, présenter une synthèse de la navigation du Rhône et de la Saône actualisée des grandes séries de découvertes des années 2000 (épaves lyonnaises et arlésiennes) ; ensuite réhabiliter l’image du « marin d’eau douce » antique qui souffre d’un double a priori, l’archaïsme technique antique, et la facilité de la navigation en milieu fluvial ; enfin, l’intention principale est de montrer les spécificités de la navigation sur le Rhône et la Saône à l’ époque romaine. Pour y parvenir nous procédons en trois temps. Une première partie consacrée aux paramètres de la navigation (marchandises, emballages, embarcations, corporations, milieu fluvial) permettant de cerner en détail les différentes variables de la question. Une seconde partie est dédiée aux conditions de la navigation (conditions climatiques, conditions morphologiques – tirant d’eau, tirant d’air – conditions dynamiques – modes de propulsion autorisés –, conditions juridiques, religieuses, risque d’attaque, etc.). La dernière partie est consacrée aux possibilités de la navigation. Il s’agit en fait d’un outil permettant de simuler des situations de transport. Le lecteur a la possibilité de « composer » un scénario de transport en sélectionnant les variables de la première partie, et en le confrontant aux conditions de navigation de l’axe fluvial défini en seconde partie. Ainsi, il est possible de prendre position sur un certain nombre de sujet comme la remonte du fleuve à la rame ou à la voile, les tirants d’eau autorisés, la présence des navires maritimes ou des navires à dolia en amont d’Arles, les moments propices à la navigation pour les chalands, les vitesses et les temps de transport, etc. / The Rhone River, in conjunction with its tributary the Saone River, form an axis of penetration inside the Gaul used during the Roman period to link the Mediterranean sea to the north of the empire. Short land connections enabled the trades to flourish over the basins of the Loire, the Seine, the Rhine and the alpine lakes. Short land connections have allowed the pursuit of the trades over the basins of the Loire, the Seine, the Rhine and the alpine lakes. Only the southwest quarter seems to have escaped the influence of the Rhone. This corridor formed the major artery of the Gallic river network, even before the Roman conquest. The waterway at the time was the primary means for transporting goods inland, up until the arrival of the railway. The Rhône and Saone rivers alone would have conveyed nearly half of river traffic of all Gaul. These waterways have also clearly contributed to the development of riverside towns often corresponding to river stops and points of cargo redistribution. The interest of the subject is of paramount importance. The intention of this work is threefold. First, provide an overview of the navigation of the Rhone and the Saone as evidenced by series of discoveries of the 2000s (Lyon and Arles wrecks) ; then disprove two commonly held misconceptions of the Roman "landlubber": the use of archaic navigation technique and the ease of the river environment. Finally, the main intention is to show the specifics of navigation on the Rhone and Saone in Roman times. This will be covered in three parts. A first part related to the navigation parameters (goods, packaging, crafts, corporations, river environment) to identify in detail the characteristics and issues related to each of them. A second part is dedicated to given navigation conditions : weather, boat morphology (draft, air-draft), dynamic conditions (possible propulsions), legal and religious conditions, risk of attack, etc. Based on the navigation parameters and navigation conditions presented, the last part describes the possibilities of navigation that were offered at that period. It is a tool to simulate transport situations. The reader has the option to "compose" a transport scenario by selecting the parameters of the first part, and by confronting them to the navigation conditions of the fluvial axis defined in the second part. In the end, it is possible to to give answers to several questions such as the use of oar or sail against the current, the possible drafts that could be used, the presence of marine ships or dolia ships upstream of Arles, the most favorable conditions to barge navigation, the speed or travel time.

Policies to reduce emissions from transportation are implemented by different World and European<p>associations. Personal and freight transportation is one of the key contributors in GHG<p>emissions, being the second biggest GHG emitter after energy sector in the European Union.<p>The policies to reduce emissions from transportation are focusing on the optimization of the efficiency<p>of the existing vehicles, the development of new sustainable fuels and propulsion systems<p>and the electrification of the vehicles<p>The continuously increasing price of the permanent magnets and the shortage of rare earths<p>demand the finding of alternatives for the permanent magnet synchronous machines which is<p>currently the leading technology in several domains as hybrid and full electric propulsion and<p>wind turbines due to their best overall performances.<p>The good efficiency and the large constant power-speed ratio in addition to low the cost, high<p>reliability and fault-tolerance make the SRM a candidate with real chances on the market of<p>vehicle propulsion. The main drawbacks of the SRM related to the torque ripple, noise and<p>vibration make the research object in R&Ds all over the world.<p>This thesis is focused on the development of an efficient and robust switched reluctance drive<p>which can be integrated in a hybrid dive train or can be solely used for electric vehicle traction.<p>To achieve this goal, various instantaneous and average torque control techniques are implemented<p>and compared. A converter is designed, built and integrated on a test bench which<p>allows testing SRMs for vehicle propulsion. An investigation on noise production in SRDs ends<p>the thesis. / Doctorat en Sciences de l'ingénieur / info:eu-repo/semantics/nonPublished

Micron scale robots going inside our body and curing various ailments is a technolog¬ical dream that easily captures our imagination. However, with the advent of novel nanofabrication and nanocharacterization tools there has been a surge in the research in this field over the last decade. In order to achieve locomotion (swim) at these small length scales, special strategies need to be adopted, that is able to overcome the large viscous damping that these microbots have to face while moving in the various bod¬ily fluids. Thus researchers have looked into the swimming strategies found in nature like that of bacteria like E.coli found in our gut or spermatozoa in the reproductive mucus. Biomimetic swimmers that replicate the motion of these small microorganisms hold tremendous promise in a host of biomedical applications like targeted drug delivery, microsurgery, biochemical sensing and disease diagnosis. In one such method of swimming at very low Reynolds numbers, a micron scale helix has been fabricated and rendered magnetic by putting a magnetic material on it. Small rotating magnetic fields could be used then to rotate the helix, which translated as a result of the intrinsic translation rotation coupling in a helix. The present work focussed on the development of such a system of nanopropellers, a few microns in length, the characterization of its dynamics and velocity fluctuations originating from thermal noise. The work has also showed a possible application of the nanopropellers in microrheology where it could be used as a new tool to measure the rheological characteristics of a complex heterogeneous environment with very high spatial and temporal resolutions. A generalized study of the dynamics of these propellers under a rotating field, has showed the existence of a variety of different dynamical configurations. Rigid body dynamics simulations have been carried out to understand the behaviour. Significant amount of insight has been gained by solving the equations of motion of the object analytically and it has helped to obtain a complete understanding, along with providing closed form expressions of the various characteristics frequencies and parameters that has defined the motion. A study of the velocity fluctuations of these chiral nanopropellers has been carried out, where the nearby wall of the microfluidic cell was found to have a dominant effect on the fluctuations. The wall has been found to enhance the average level of fluctuations apart from bringing in significant non Gaussian effects. The experimentally obtained fluctuations has been corroborated by a simulation in which a time evolution study of the governing 3D Langevin dynamics equations has been done. A closer look at the various sources of velocity fluctuations and a causality study thereof has brought out a minimum length scale below which helical propulsion has become impractical to achieve because of the increased effect of the orientational fluctuations of the propeller at those small length scales. An interesting bistable dynamics of the propeller has been observed under certain experimental conditions, in which the propeller randomly switched between the different dynamical states. This defied common sense because of the inherent deterministic nature of the governing Stokes equation. Rigid body dynamics simulations and stability analysis has shown the existence of time scales in which two different dynamical states of the propeller have become stable. Thus the intrinsic dynamics of the system has been found to be the reason behind the bistable behaviour, randomness being brought about by the thermal fluctuations present in the system. Finally, in a novel application of the propellers, they have been demonstrated as a tool for microrheological mapping in a complex fluidic environment. The studies done in this work have helped to develop this method of active microrheology in which the measurement times are orders of magnitude smaller than its existing counterparts.

La modélisation des performances énergétiques (enthalpie de formation et impulsion spécifique) de nouveaux composés fortement azotés basés sur le squelette du tétrazène (N-N=N-N) a permis de sélectionner de nouvelles cibles pour la propulsion spatiale dans le but de remplacer les hydrazines (MMH ou UDMH) dans les systèmes à biergols stockables. L'étude expérimentale de la faisabilité de synthèse et d'isolement de ces nouveaux composés a mis en évidence le caractère très sensible des dérivés azobistétrazolés vis-à-vis des stimuli mécaniques (BAM choc et BAM friction) et électrostatiques (ES) d'une part, et l'impossibilité d'accéder à des dérivés tétrazolines ou tétrazolidines par hydrogénation catalytique ou par réduction du cycle tétrazole, d'autre part. Cette étude a également permis l'obtention de dérivés mono- et di-azoturés d'alkyltétrazènes par une ix-azoturation directe du 1,1',4,4'-tétraméthyl-2-tétrazène (TMTZ) : il s'agit du 1-azidométhyl-1',4,4'-triméthyl-2-tétrazène (MATMTZ) et du 1,4-di(azidométhyl)-1',4'- diméthyl-2-tétrazène (1,4-DADMTZ), respectivement. L'optimisation de la synthèse a permis de définir les conditions optimales pour une conversion totale et exclusive du TMTZ, en dérivé mono- ou di-azoturé, dont la stabilité thermique a été étudiée à différentes températures. La structure du dérivé di-azoturé a été confirmée par des analyses NOESY en association avec des calculs de distances interatomiques. Les propriétés énergétiques de ces deux nouveaux composés en font de bons candidats pour la propulsion du futur / The modelisation of energetic performance (Heat of formation and specific impulse) of new highly nitrogen compounds based on tetrazene bones led to the selection of new focuses for space propulsion application in order to replace hydrazines (MMH and UDMH). In one hand, study on experimental faisability and isolation of new compounds showed the sensibility of azobistetrazole derivatives to impact and friction test (BAM choc et BAM friction) and in another hand, tetrazoline and tetrazolidine derivatives were not syntheses by catalytic hydrogenation or classical reduction of tetrazole derivatives. In this study, we achieved to synthesis new alkyltetrazenes by direct azidonation of 1,1',4,4'-tetramethyl-2-tetrazene (TMTZ): it was the 1,4-di(azidomethyl)-1',4'-dimethyl-2-tetrazene (DADMTZ) and the 1-azidomethyl-1',4,4' trimethyl-2-tetrazene (MATMTZ). Synthesis optimization led to the optimal conditions for total and exclusive conversion of TMTZ in mono- or di-azido derivatives. Thermal stability was studied at different temperature and the structure of the di-azido derivatives was confirmed by NOESY experiment in association with modelisation

Le domaine de la physique des plasmas froids a émergé avec les premières découvertes fondamentales en physique atomique et en physique des plasmas il y a plus d’un siècle. Toutefois, ce domaine a été rapidement orienté vers les applications. L’une des plus importantes dans la première moitié du XXème est le "Calutron" (California University Cyclotron), inventé par E. Lawrence à Berkeley, qui faisait partie du projet Manhattan, et utilisé comme un spectromètre de masse pour séparer les isotopes de l’uranium. Dans un rapport du projet Manhattan daté de 1949, D. Bohm fait deux observations qui sont fondamentales pour la physique des plasmas froids :(i) Les ions doivent avoir une énergie cinétique minimales lorsqu’ils entrent dans la gaine du plasma, estimée à Te/2, Te étant la température électronique.(ii) Le transport du plasma à travers un champ magnétique est augmenté par des instabilités.La propulsion électrique par plasma est utilisée pour des satellites militaires et des sondes spatiales depuis les années 1960 et a suscité un intérêt grandissant ces vingt dernières années avec le développement des applications commerciales des technologies spatiales. Néanmoins, les mêmes questions que celles auxquelles D. Bohm était confronté, c’est-à-dire le transport multidimensionnel, l’interaction plasma-gaine, et les instabilités, se posent toujours. La théorie et les simulations sont d’autant plus importantes pour la conception des systèmes de propulsion électrique que les tests en conditions réelles nécessitent le lancement d’un satellite dans l’espace.Dans ce travail, nous établissons les équations du transport multidimensionnel dans un plasma isotherme, nous proposons un critère de gaine qui permet de rendre compte de la saturation du champ magnétique dans un plasma froid et faiblement ionisé, et nous modélisons le refroidissement des électrons à travers le filtre magnétique du propulseur PEGASES (Plasma Propulsion with Electronegative Gases). Toutes les théories sont motivées et validées par un grand nombre de simulations particulaires PIC bi-dimensionnelles, en utilisant le code LPPic qui a été partiellement développé dans le cadre du projet. Enfin, les cas de simulation sont étendus à une décharge inductive à plasma dans l’iode, avec un nouvel ensemble de section efficaces de réaction. / The field of low temperature plasma physics has emerged from the first fundamental discoveries in atom and plasma physics more than a century ago. However, it has soon become very much driven by applications. One of the most important of them in the first half of the XXth century is the "Calutron" (California University Cyclotron) invented by E.~Lawrence in Berkeley, that was part of the Manhattan project, and operated as a mass spectrometer to separate uranium isotopes. In a 1949 report of the Manhattan project, D.~Bohm makes two observations that are fundamental for low-temperature plasma physics.(i) The ions must have minimum kinetic energy when they enter the plasma sheath estimated to T_e/2 , Te being the electron temperature in eV ;(ii) Plasma transport across a magnetic field is enhanced by instabilities.Plasma electric propulsion is used on military satellites and space probes since the 1960s and has gained more and more interest for the last twenty years as space commercial applications were developing. However, the same questions as the ones D.~Bohm was faced with, namely multi-dimensional transport, plasma sheath interaction, and instabilities, arise. Theory and simulation are even more important for electric space propulsion systems design since testing in real conditions involves to launch a satellite into space.In this work, we derive the equations of the multi-dimensional isothermal plasma transport, we establish a sheath criterion that causes the magnetic confinement to saturate in low-temperature, weakly ionized plasmas, and we model the electron cooling through the magnetic filter of the PEGASES (Plasma Propulsion with Electronegative Gases) thruster. All the theories are driven and validated with extensive two-dimensional particle-in-cell (PIC) simulations, using the LPPic code that was partially developed in the frame of this project. Finally, the simulation cases are extended to an iodine inductively coupled plasma (ICP) discharge with a new set of reaction cross sections.

A series of experiments were carried out in Purdue University’s Boeing/AFOSR Mach6 Quiet Tunnel, to understand the amplification of streamwise vortices across a separated region in a quiet flow regime. Streamwise vortices were induced on the upstream end of an axisymmetric model consisting of a 7-degree half-angle cone, a cylinder, and a 10-degree flare. The instabilities were seeded using a pre-existing set of roughness inserts, with small, discrete roughness elements. The elements varied in spacing, height, and number of elements. The model was aligned to near 0.0 degree angle of attack. <div><br></div><div>The streamwise, Gortler-like instabilities travelled across the separated region onto the flare, where they were measured with pressure transducers and infrared thermography. The amplification of the instabilities was measured at a variety of Reynolds numbers, under both quiet and conventional noise flow. The results were compared to those of a smooth insert. Heat transfer results showed a streaking pattern, with a peak in heating visible in the streak. Heat flux increased linearly with Reynolds number. If transition was induced, the heat flux would begin to decrease. Power spectral density measurements of the pressure fluctuations indicated that the region within the streak contained two notable instabilities, one between 70 and 150 kHz, and one between 200 and 250 kHz. Transition was only measured in the spectral content in the region on the flare where a ”filling in” of streaks was visible in heat transfer results. Heat flux increased in an nonlinear manner with increasing roughness height. </div><div><br></div><div>The streak positioning and peak heat flux showed a high sensitivity to small, uncontrollable changes in run conditions throughout. Heat transfer results were largely repeatable for small angles of attack, less than 0.1 degrees. The streaks shifted slightly in width and position for angles of attack near 0.1 degrees. Small changes in the streak positioning and heat transfer magnitude were seen in repeatability runs; this is mostly attributable to small changes in initial run conditions. </div>

<p>Air intakes are a fundamental part of all high speed airbreathing propulsion concepts. The main purpose of an intake is to capture and compress freestream air for the engine. At hypersonic speeds, the intake’s surface and shock structure effectively slow the airflow through ram-air compression. In supersonic-combustion ramjets, the captured airflow remains supersonic and generates complicated shock structures. The design of these systems require careful evaluation of proposed operating conditions and relevant aerodynamic phenomena. The physics of these systems, such as the intake’s operability range, mass capture efficiency, back-pressure resiliency, and intake unstart margins are all open areas of research. </p> <p><br></p> <p>A high speed intake, dubbed the Indiana Intake Testbed, was developed for experimentation within the Boeing-AFOSR Mach 6 Quiet Tunnel at Purdue University. This inward-turning, mixed compression intake was developed from osculating axisymmetric theory and uses a streamtracing routine to create a shape-transitioned geometry. To account for boundary layer growth, a viscous correction was implemented on the intake’s compression surfaces. This comprehensive independent design code was pursued to generate an unrestricted geometry that satisfies academic inquiry into fluid dynamic interactions relevant to intakes. Additionally, the design code contains built-in analysis tools that are compared against CFD calculations and experimental data. </p> <p><br></p> <p>Two blockage models were constructed and outfitted with Kulite pressure transducers to detect possible intake start and unstart effects. Due to an error in the design code, the preliminary blockage models’ lower surfaces were oversized. The two intake models were tested over a freestream Reynolds number sweep, under noisy and quiet flow, at one non-zero angle of attack, and at a singular back-pressure condition. Back-pressure effects acted to unstart the intake and provide a comparison between forced-unstart and started states. The experimental campaign cataloged both tunnel starting and inlet starting conditions, which informed the design of the finalized model. The finalized model is presented herein. Future experiments to study isolator shock-trains, shock-wave boundary layer interactions, and possible instances of boundary layer transition on the intake’s compression surface are planned. </p>

No description available.

This study explores the possibility of miniaturizing magnetoplasmadynamic thrusters (MPDTs) to significantly lower power and discharge current levels compared to most conventional MPDTs. A design alternative for MPDTs using a discharge channel with a rectangular cross-section is presented that enables the implementation of strong external magnetic fields to increase the applied-field Lorentz force. The thruster concept uses heaterless calcium aluminate electride (C12A7:e-) hollow cathodes as the electron source. A prototype of the concept intended for the low-amp current range generates thrust in the low millinewton range with a specific impulse ranging between 400 s and 1200 s at power levels below 500 W but shows high thermal power losses to the anode. A further miniaturized version of the concept intended for the sub-amp current range is thermally more sustainable but requires high mass flow rates to achieve a stable discharge, limiting the achievable specific impulse.