Les pathologies vasculaires provoquent un remodelage de la paroi artérielle pouvant entraîner une modification de sa rigidité et de son comportement mécanique. L’objectif de cette thèse est de proposer des méthodes de caractérisation mécanique permettant d’identifier les changements de propriétés mécaniques artérielles dans le cadre de deux situations pathologiques : l’anévrysme de l’aorte abdominale (AAA) et l’hypertension artérielle (HTA). La première étude a consisté à évaluer in vitro les modifications de fonctionnalité de l’artère dans le cas d’un AAA obtenu par le modèle de xénogreffe chez le rat qui permet de reproduire certains aspects de la pathologie humaine et qui est utilisé pour la mise au point de thérapies cellulaires. Une analyse des variations régionales des propriétés mécaniques du tissu anévrysmal a d’abord été menée en effectuant des tests de traction sur anneaux d’AAA. Des tests d’extension-inflation ont ensuite été réalisés sur la structure vasculaire pour des conditions de chargement reproduisant celles observées in vivo. Dans chacun des cas, une méthode inverse couplée à un modèle numérique par éléments finis a été développée afin d’identifier les paramètres matériaux du tissu vasculaire. Dans la deuxième étude, la rigidité artérielle a été mesurée in vivo sur une population de patients atteints d’HTA et de sujets sains en utilisant deux méthodes non-invasives qui ont été développées et optimisées : l’imagerie ultrarapide de l’onde de pouls et l’élastographie par ondes de cisaillement de la paroi artérielle. Ces deux méthodes s’appuient sur un échographe ultrarapide. La vitesse de l’onde de pouls locale sur un segment de la carotide a ainsi pu être évaluée, ainsi que la vitesse de propagation d’ondes de cisaillement générées dans la paroi à plusieurs instants du cycle cardiaque. Les deux approches in vitro et in vivo ont ainsi permis d’évaluer certains changements de propriétés mécaniques de la paroi artérielle dans des cas pathologiques. Bien que tous les mécanismes biologiques de l’AAA et de l’HTA soient complexes, ce travail permet de contribuer à une meilleure compréhension des pathologies vasculaires pouvant ainsi aider au choix ou au développement de traitements adaptés, tant d’un point de vue pharmacologique que dans le cadre de nouvelles thérapies cellulaires. / Vascular pathologies are generally accompanied by a remodeling of the arterial wall that may lead to modifications of its stiffness and mechanical behavior. The goal of this thesis is to propose methods of mechanical characterization allowing to detect the changes in arterial mechanical properties in the case of two pathologies: abdominal aortic aneurysm (AAA) and arterial hypertension (HTA). The first study consisted in evaluating in vitro the arterial functional modifications in the case of an AAA obtained by the rat xenograft model which reproduces several biological features of the human pathology and is used to develop cell therapies. First, the assessment of regional variations in mechanical properties of aneurysmal tissue was conducted by carrying out traction tests on rings from AAAs. Then, extension-inflation tests were conducted on the vascular structure for loading conditions replicating those observed in vivo. In each case, an inverse method associated with a numerical finite element model was developed to identify the material parameters of vascular tissue. In the second study, arterial stiffness was measured in vivo for a population of hypertensive patients and healthy subjects using two non-invasive methods which were developed and optimized: ultrafast imaging of the pulse wave and shear wave elastography of the arterial wall. These two methods are based on an ultrafast ultrasound scanner. Thus the local pulse wave velocity on a segment of the carotid artery was assessed, as well as the propagation speed of shear waves created in the arterial wall at several moments during the cardiac cycle. Both in vitro and in vivo approaches enabled to evaluate some changes in mechanical properties of the arterial wall in pathological cases. Although all the biological mechanisms of AAA and HTA are complex, this work provides a contribution to a better understanding of vascular pathologies and can thereby assist in the choice or development of adapted treatments, from both a pharmacological point of view, and within the context of new cell therapies.

Ce travail concerne l'identification, l'estimation et la commande sans capteur mécanique de MSAP. Dans un premier temps, la modélisation du MSAP est réalisée dans le repère fixe a-b. Ce modèle est ensuite réécrit dans le repère d-q, couramment utilisé pour les machines tournantes et un nouveau repère f-g, avantageux dans le cadre d'applications sans capteur. Afin de valider le modèle expérimentalement, une identification par moindres carrés hors ligne avec capteurs, a été réalisée. Une approche similaire a été appliquée au moteur en enlevant la dépendance des capteurs mécaniques dans le repère f-g. Sachant que les lois de commande sans capteur dépendent fortement des paramètres, il a été est important de tous les identifier sans la présence de capteurs mécaniques. La synthèse de la commande a été réalisée à l’aide des modes glissants d'ordre deux et garantit la stabilité malgré des perturbations interne ou externe. Un observateur permettant d'estimer l'accélération, nécessaire pour calculer la variable de glissement, a été réalisé. Les expérimentations ont donné de très bons résultats. Basée sur les tensions et les courants, la réalisation d’observateurs par mode glissant, permet de supprimer les capteurs mécaniques. Les estimations de la position et de la vitesse sont alors utilisables dans la commande. Bien que la vitesse atteinte sans capteur soit inférieure à la vitesse atteinte avec capteurs, le suivi de trajectoire a une bonne précision.Finalement, des algorithmes d'identification des paramètres en ligne avec capteurs ont été développés. L'identification à l'aide de la méthode algébrique comparée à celle effectuée par modes glissants / This work deals with sensorless identification, estimation and control for PMSM.In a first phase, the PMSM modelling is realized in the fix a-b frame. This model is then rewritten in the d-q frame, commonly used for rotating machine and a new frame called f-g, advantageous in sensorless applications. It presents similar properties than the d-q frame, without the use of mechanical sensor. In order to experimentally validate the model, an identification using off-line least squares algorithm in the presence of sensors, is performed. This approach provides a set of nominal parameters. A similar procedure is applied to the motor without mechanical sensors in the f-g frame. Since the sensorless control laws are highly dependent on the parameters, it is important to be able to identify the parameters without mechanical sensor. The control design is realized based on second order sliding mode, it ensures the stability despite parametric uncertainties or external perturbations. A sliding mode observer is designed to estimate the acceleration, necessary to compute the sliding variable. Based on voltages and currents, the design of observers allows removing the mechanical sensors. The position and velocity estimation are then used for the control. The experimental results are very promising. Although the reached velocity is lower than the velocity reached using sensors, the trajectory tracking provides a good accuracy of the trajectory tracking. Finally, on-line parameters identification algorithms have been developed. The identification using algebraic method compared to the one realized with sliding modes

This thesis is focused on problematics of control of brushless DC motor in the sensor and also in the sensorless mode. Also it interprets possibilities of BLDC motor control with one faulty sensor and derivation and simulation of mathematical model. First part mentions options of rotor position sensing as well as existing methods of sensorless BLDC motor control. Second part describes control algorithms of sensor and sensorless motor control realised on device dSPACE and also realisation of faulty sensor control algorithm. Third part deals with derivation of mathematical model, its realisation using Matlab Simulink software and identification of its parameters. Last part concludes results and compares control methods used on the real system.

In this paper we deal with aspects of characterizing the ill-posedn ess of nonlinear inverse problems based on the discussion of specific examples. In particular, a parameter identification problem to a second order differential equation and its ill-posed linear components are under consideration. A new approach to the classification ofill-posedness degrees for multiplication operators completes the paper.

Using the dual Black-Scholes partial differential equation, Dupire derived an explicit formula, involving the ratio of partial derivatives of the evolving fair value of a European call option (ECO), for recovering information about its variable volatility. Because the prices, as a function of maturity and strike, are only available as discrete noisy observations, the evaluation of Dupire’s formula reduces to being an ill-posed numerical differentiation problem, complicated by the need to take the ratio of derivatives. In order to illustrate the nature of ill-posedness, a simple finite difference scheme is first used to approximate the partial derivatives. A new method is then proposed which reformulates the determination of the volatility, from the partial differential equation defining the fair value of the ECO, as a parameter identification activity. By using the weak formulation of this equation, the problem is localized to a subregion on which the volatility surface can be approximated by a constant or a constant multiplied by some known shape function which models the local shape of the volatility function. The essential regularization is achieved through the localization, the choice of the analytic weight function, and the application of integration-by-parts to the weak formulation to transfer the differentiation of the discrete data to the differentiation of the analytic weight function.

The battery is a component with significant impact on both the cost and environmental footprint of a full electric vehicle (EV). Consequently, there is a strong motivation to maximize its degree of utilization. Usage limits are enforced by the battery management system (BMS) to ensure safe operation and limit battery degradation. The limits tend to be conservative to account for uncertainty in battery state estimation as well as changes in the battery's characteristics due to aging. To improve the utilization degree, aging sensitive battery control is necessary. This refers to control that a) adjusts during the battery's life based on its state and b) balances the trade-off between utilization and degradation according to requirements from the specific application.  In state-of-the-art battery installations, only three signals are measured; current, voltage and temperature. However, the battery's behaviour is governed by other states that must be estimated such as its state-of-charge (SOC) or local concentrations and potentials. The BMS therefore relies on models to estimate states and to perform control actions. In order to realize points a) and b), the models that are used for state estimation and control must be updated onboard. An updated model can also serve the purpose of diagnosing the battery, since it reflects the changing properties of an aging battery. This thesis investigates identification of physics-based and empirical battery models from operational EV data. The work is divided into three main studies. 1) A global sensitivity analysis was performed on the parameters of a high-order physics-based model. Measured current profiles from real EV:s were used as input and the parameters' impact on both modelled cell voltage and other internal states was assessed. The study revealed that in order to excite all model parameters, an input with high current rates, large SOC span and longer charge or discharge periods was required. This was only present in the data set from an electric truck with few battery packs. Data sets from vehicles with more packs (electric bus) and limited SOC operating window (plug-in hybrid truck) excited fewer model parameters. 2) Empirical linear-parameter-varying (LPV) dynamic models were identified on driving data. Model parameters were formulated as functions of the measured temperature, current magnitude and estimated open circuit voltage (OCV). To handle the time-scale differences in battery voltage response, continuous-time system identification was employed. We concluded that the proposed models had superior predictive abilities compared to discrete and time-invariant counterparts.  3) Instead of using driving data to parametrize models, we also investigated the possibility to design the charging current in order to increase its information content about model parameters. This was formulated as an optimal control problem with charging speed and information content as objectives. To also take battery degradation into account, constraints on polarization was included. The results showed that parameter information can be increased without significant increase in charge time nor aging related stress. / Elekriska fordon utgör en allt större andel av världens fordonsflotta. Batteriet är en komponent med betydande påverkan både på fordonets kostnadoch dess miljö- och klimatpåverkan. Det är därför viktigt att försöka maximera batteriets utnytjandegrad. Användargränser upprätthålls av batterietsstyrsystem, såkallad BMS, för att garantera säker drift samt för att begränsabatteriets åldrande. Användargränserna tenderar att vara konservativa för attta höjd för osäkerhet i tillståndsestimeringen samt batteriets förändrade egenskaper under dess livstid. För att utöka utnyttjandegraden är ålderskänsligstyrning nödvändig. Med detta avses styrning som a) justeras under batterietslivstid och b) balancerar utnyttjande och prestanda på ett sätt som passar enspecifik applikation. Ombord på fordon mäts typiskt tre signaler; ström, spänning och temperatur. Batteriets beteende bestäms dock av andra tillstånd som måste estimeras, såsom dess laddnivåeller lokala koncentrationer och potentialer. BMS:enförlitar sig därför på modeller för att estimera interna tillstånd och utföra styrning. För att uppfylla punkterna a) och b) måste modellerna som användsuppdateras ombord i takt med att batteriet åldras. En uppdaterad modellkan också fungera som ett diagnostiskt verktyg eftersom det speglar batteriets förändrade egenskaper. Den här avhandlingen undersöker identifieringav fysikbaserade och empiriska modeller från kördata. Arbetet delas in i treseparata studier. 1) En global känslighetsanalys utfördes på parametrarna i en fysikbaseradmodell av hög ordning. Som inputsignal användes uppmätt ström från riktigaelfordon i drift. Parametrarnas effekt på både cellspänning och interna batteritillstånd analyserades. Studien visade att alla modellparametrar exciteradesav strömmen från ett helelektriskt fordon. Anledningen var att batteriernaanvändes inom ett brett SOC spann samt att den dragna strömmen var stor.I fordon med snävare SOC span och lägre strömmar var inte alla parametrarkänsliga. 2) Dynamiska parametervarierande modeller formulerades och identifierades från kördata. Den uppmätta temperaturen, samt strömmens storlekoch den estimerade tomgångsspänningen (OCV) användes till parameterberoenden. För att hantera skillnader i tidsskala mellan spänningssvarets olikakomponenter användes systemidentifiering i kontinuerlig tid. Vi kunde draslutsatsen att de föreslagna modellerna var överlägsna motsvarande diskretaoch konstanta modeller. 3) Istället för att använda kördata för att parametrisera modeller undersökte vi också möjligheten att designa laddförloppet för att öka dess informationsinnheåll. Detta formulerades som ett optimeringsproblem med laddtidoch informationsinnehåll i kostnadsfunktionen. För att även ta batteriets åldrande i beaktning, ansattses bivillkor på polariseringsspänningen. / <p>QC 20220516</p>

Pervasive applications of the vehicle simulation technology are a powerful motivation for the development of modern automobile industry. As basic parameters of road vehicle, vehicle dynamic parameters can significantly influence the ride comfort and dynamics of vehicle, and therefore have to be calculated accurately to obtain reliable vehicle simulation results. Aiming to develop a general solution, which is applicable to diverse test rigs with different mechanisms, a novel model-based parameter identification approach using optimized excitation trajectory is proposed in this paper to identify the vehicle dynamic parameters precisely and efficiently. The proposed approach is first verified against a virtual test rig using a universal mechanism. The simulation verification consists of four sections: (a) kinematic analysis, including the analysis of forward/inverse kinematic and singularity architecture; (b) dynamic modeling, in which three kinds of dynamic modeling method are used to derive the dynamic models for parameter identification; (c) trajectory optimization, which aims to search for the optimal trajectory to minimize the sensitivity of parameter identification to measurement noise; and (d) multibody simulation, by which vehicle dynamic parameters are identified based on the virtual test rig in the simulation environment. In addition to the simulation verification, the proposed parameter identification approach is applied to the real test rig (vehicle inertia measuring machine) in laboratory subsequently. Despite the mechanism difference between the virtual test rig and vehicle inertia measuring machine, this approach has shown an excellent portability. The experimental results indicate that the proposed parameter identification approach can effectively identify the vehicle dynamic parameters without a high requirement of movement accuracy.

Beim Designprozess elektromagnetischer Aktoren ist die zuverlässige Bestimmung der zu erwartenden Verluste von großer Bedeutung. Während ohmsche Verluste sehr einfach bestimmt werden können, stellen Eisen-/Hystereseverluste häufig einen Unsicherheitsfaktor dar. Hier sind Herstellerangaben meist nur für einige wenige Arbeitspunkte bei harmonischem Betrieb vorhanden. Für den Einsatz in numerischen Berechnungen bei der Auslegung und Simulation solcher Aktoren ist eine detaillierte Beschreibung der ferromagnetischen Hysterese notwendig. Zu diesem Zweck werden häufig das Jiles-Atherton-Hysteresemodell und dessen Weiterentwicklungen eingesetzt. Aufgrund der Vielzahl an verfügbaren modifizierten Varianten wurde im Rahmen dieses Beitrages zunächst untersucht, welche Modellversionen zueinander kompatibel sind. So wird die Verwendung statischer und dynamischer Hysteresemodelle sowie die jeweilig dazu passende inverse Modellform bei konsistenter Parametrierung ermöglicht. Weiterhin wird die Parameteridentifikation anhand experimentell ermittelter Hysteresekurven für verschiedene Werkstoffe mit Hilfe der Particle-Swarm-Optimization vorgestellt. / The reliable determination of the expected losses is important for the design process of electromagnetic actuators. While resistive losses can be determined very easily, iron/hysteresis losses often represent an uncertainty factor. Manufacturer’s specifications are usually only available for a few operating points with harmonic excitation. A detailed description of the ferromagnetic hysteresis is necessary for the use in numerical calculations in the design and simulation of such actuators. For this purpose, the Jiles-Atherton hysteresis model and its further developments are often used. Due to the large number of available modified variants, at first an examination on which model versions are compatible with each other has been performed. This allows the use of static and dynamic hysteresis models as well as the corresponding inverse model form with consistent parameterization. Furthermore, the parameter identification based on experimentally determined hysteresis curves for different materials is presented using particle swarm optimization.

Die prozessaktuelle Messung von Kräften und Momenten zwischen Werkzeug und Werkstück ist zunehmend Voraussetzung für viele fertigungstechnische Anwendungen. Neben der Verwendung der Daten zur Prozessdiagnose und -überwachung sowie für Qualitätssicherung und -nachweis, werden durch geregelte bzw. adaptive Prozessführung bestimmte Prozesse oder Qualitäten überhaupt erst möglich oder wirtschaftlich. Mit dem erweiterten Bewegungsvermögen moderner Fertigungseinrichtungen wächst dabei auch der Bedarf zur Erfassung räumlicher Kräfte und Momente in bis zu 6 Freiheitsgraden. Großes Potenzial besteht in der Integration mehrerer einachsiger Kraftsensoren direkt in die Maschinenstruktur und der intelligenten Verarbeitung der Messsignale zu räumlichen Kräften und Momenten an der Wirkstelle. Insbesondere für parallele Stabstrukturen und Parallelkinematiken -- und für die Messung mit 6 Freiheitsgraden speziell für Hexapodstrukturen und Hexapoden -- ist der Ansatz aufgrund der nahezu reibungsfreien Messung vielversprechend. Gleichzeitig wirken jedoch prozess- und strukturbedingte Einflüsse auf die Kraftsensoren, die in Abhängigkeit der Sensorposition durch ein Messmodell kompensiert werden müssen. Für dynamische Messungen während der Maschinenbewegung müssen diese Messmodelle zwingend in Echtzeit im Steuerungskern berechnet werden und weiterhin durch ein Verfahren zur Parameteridentifikation schnell und einfach an der betriebsbereiten Maschine aktualisiert werden können. Diese Arbeit erforscht Möglichkeiten und Grenzen integrierter Kraftsensorik in starren Hexapodstrukturen und Hexapodkinematiken zur räumliche Prozesskraftmessung und -regelung an der Wirkstelle sowie die dazu notwendigen Messmodelle und Verfahren zur Parameteridentifikation. Für den Lösungsansatz kommen ausschließlich kostengünstige einachsige Standard-Kraftsensoren zum Einsatz, und die Validierung erfolgt auf Versuchsträgern mit kommerzieller Werkzeugmaschinensteuerung. Es werden systematisch mögliche Konfigurationen und Einbaupositionen identifiziert, die zugehörigen Messmodelle aufgestellt und Verfahren zur Auslegung und Berechnung aussagekräftiger Kenngrößen entwickelt. Anhand definierter Bewertungskriterien werden die Varianten in umfangreichen experimentellen Untersuchungen untereinander verglichen sowie zu den Standardlösungen der 6-Achs-Kraftmessplattform und der Kraftschätzung aus Antriebsströmen eingeordnet. Einen Schwerpunkt bildet die Messung während der Maschinenbewegung, bei der synchron zur Messung und abhängig von der Sensorplatzierung maschinen- und prozessbedingte Einflüsse online kompensiert werden müssen. Auf dieser Basis erfolgt anschließend die Entwicklung von Identifikationsverfahren zur schnellen und einfachen Parametrierung der Messmodelle an der betriebsbereiten Maschine durch automatisierbare Messzyklen. Schließlich werden mit den entwickelten Messsystemvarianten verschiedene Formen der Kraftregelung umgesetzt und die Ansätze so anwendungsnah validiert. Im Ergebnis liegen Methoden und Verfahren zur Aufstellung der Messmodelle, zur Auslegung der Kraftmesssysteme sowie zur Berechnung aussagekräftiger Kenngrößen vor. Zusammen mit der Validierung anhand verschiedener Anwendungsfälle wird ein Beitrag geleistet zur Qualifizierung der Unsicherheiten der räumlichen Kraftmessung mit integrierten Sensoren sowie der Auswirkung der Sensorintegration auf die Maschineneigenschaften. Die zwei entwickelten Verfahren zur Parameteridentifikation erlauben anhand der Kraftsignale aus quasi-statischen und dynamischen Eigenbewegungen der Maschine die schnelle Rekalibrierung der Messmodelle ohne Vorwissen oder Versuchsaufbauten in Bearbeitungspausen. Schließlich zeigen die zwei umgesetzten Varianten der räumlichen Kraftregelung die Eignung der strukturintegrierten Kraftmessung sowohl für das kraftgeregelte Teachen als auch für die Kontaktkraftregelung. / Today, in-process force measurement is required by many manufacturing applications. Beside process monitoring and diagnosis as well as quality assurance and validation, force controlled or adapted process management allows producing higher qualities or even enables new processes. With the extended movability of modern machine tools, such as five-axis kinematics or hexapods, the measurement of spatial forces and moments in up to 6 degrees of freedom is requested in particular. A new promising approach bases on the integration of multiple single-axis force sensors into the machine structure and the smart control-integrated signal transformation to forces and moments at the tool centre point. Especially for bar structures and kinematics, and for a measurement in 6 degrees of freedom for hexapod structures and kinematics, the approach is particularly suitable, as no friction is involved. At the same time, process and dynamic influences affect the force measurements and must be included into a real-time capable measurement model within the control kernel. As the model parameters can change during machine usage, a fast and simple calibration procedure is requested. This contribution explores capabilities and limits of integrated force sensors in rigid hexapod structures and hexapod kinematics for the sake of spatial process force measurement and control at the tool centre point as well as the required measurement models and parameter identification procedures. For practical relevant results, only commercial cost-efficient single-axis standard force sensors are used for this approach, and implementation as well as validation are performed on commercial machine tool controls. At first, possible configurations and sensor placements are evaluated systematically, measurement models are implemented, and methods for framework design as well as the calculation of meaningful criteria are investigated. Next, multiple variants of the new sensor systems are evaluated and classified in extensive experimental studies with regard to the state of the art, which is represented by force/torque sensors at the end-effector and force measurement from drive currents. A focal point is the measurement during machine movement, which requires a synchronous measurement of force and drive values to compensate dynamic influences in real-time. On that basis, different parameter identification procedures are investigated to update the measurement models with fast and simple procedures in an operational machine state by automatable measurement cycles. Finally, multiple variants of force control are implemented that use and validate the developed integrated force measuring systems. In conclusion, methods and procedures to design structure-integrated force sensor systems, to implement the required measurement models, and to calculate meaningful characteristics are available. By the evaluation and validation of the systems regarding to multiple use cases and with respect to the state of the art, this work qualifies capabilities, uncertainties, and limits of spatial structure-integrated force measurement as well as effects upon the machine characteristics. The two developed parameter identification procedures allow a fast and simple recalibration of the measurement models in operational machine state without requiring external knowledge or test setups. Finally, two realised methods of force control prove the capability of structure-integrated force measurement for force-controlled teaching as well as for contact control.

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