Acoustic and aerodynamic measurements have been carried out on a rotor operating in a planar turbulent boundary layer near a wall for a variety of thrust conditions and yaw angles with respect to the inflow. At the highest thrust condition a strong flow reversal in the wall-rotor tip gap was observed. Average velocity fields filtered by the angular position of the rotor show that the flow reversal is fed by jets of fluid that tend to form below the blade as it passes by the wall. Instantaneous velocity measurements show the presence of strong vortices in the tip gap. These vortices were characterized and found to be both stronger and more numerous on the downstroke side of the tip gap. Additionally, vortices with the same handedness as the bound circulation in the blade were more numerous and only located on the downstroke side of the tip gap. Those with the opposite handedness were found to be only located on the upstroke side. Unexpectedly strong far-field acoustic response at the blade passage frequency at this highest thrust condition and is believed to be due to an interaction of the blade tip with these vortices. At moderate thrust, when the rotor was yawed toward the downstroke side the far field acoustic response at the blade passage frequency was found to increase. The opposite was true as it was yawed toward the upstroke side. At the highest thrust, however the unyawed rotor had the strongest blade passage frequency response which is believed to be due to stronger vortex-tip interaction in this case. / Master of Science

In 2018, the shipping industry accounted for 2.89% of worldwide greenhouse gas (GHG) emissions, with carbon dioxide (CO2) being the most significant GHG affecting global warming (IMO, 2020). This research aims to introduce a method for selecting propellers at the early design stage to lower CO2 emissions from ships.Traditionally, propeller design assumes that a ship travels in a straight line at a constant speed. However, real-sea conditions involve environmental forces and ship maneuvering, requiring frequent adjustments in speed and direction. These adjustments affect the flow angle and velocity at the propeller, causing it to operate outside its design point and, as a result, reducing its efficiency.To tackle this issue, a MATLAB-based simulation program was developed. Which predicts ship maneuvering motions in 4 degrees of freedom (DOF)—surge, sway, yaw, and roll—using the MMG model. The program applies wave and wind forces, calculates ship motion responses in each iteration, and employs two controllers to manage the rudder and propeller speed, ensuring the ship stays on course and arrives on time.The optimization process is iterative, using simulation outcomes to determine propeller speed, thrust, drift angle, etc., and then selecting an optimized propeller with the program's optimization tool that is more adequate for the operational condition.Building on Trodden's (2014) work, this approach improves maneuvering simulations' accuracy by incorporating ship rolling motion, more realistic wave modeling, and more accurate hydrodynamic coefficients. This offers a closer representation of operational conditions.Case studies comparing this method with the traditional approach to propeller selection have shown the simulation program's precision and its effectiveness in improving propeller open water efficiency by 1.65% and reducing CO2 emissions by 1.47% for a Pure Car Carrier (PCC) ship. The results of the research showed a promising potential for the program to predict ship maneuvering motions in real-sea conditions and optimize the propeller. / År 2018 stod sjöfartsindustrin för 2,89 % av de globala utsläppen av växthusgaser (GHG), där koldioxid (CO2) är den mest betydande växthusgasen som påverkar den globala uppvärmningen (IMO, 2020). Denna forskning syftar till att introducera en metod för val av propellrar i det tidiga designskedet för att sänka CO2-utsläppen från fartyg.Traditionellt antar propellerdesignen att ett fartyg reser i rakt linje med konstant hastighet. Men verkliga sjöförhållanden involverar miljöpåverkan och fartygsmanövreringar, vilket kräver frekventa justeringar av hastighet och riktning. Dessa justeringar påverkar flödesvinkeln och hastigheten vid propellern, vilket gör att den opererar utanför sin designpunkt och som ett resultat minskar dess effektivitet. För att ta itu med denna fråga utvecklades ett MATLAB-baserat simuleringsprogram. Programmet förutsäger fartygsmanövreringsrörelser i 4 frihetsgrader (DOF) - surge, sway, yaw och roll - med användning av MMG-modellen. Programmet tillämpar våg- och vindkrafter, beräknar fartygsrörelsesvar i varje iteration och använder två kontrollanter för att hantera rodret och propellerhastigheten, vilket säkerställer att fartyget håller kursen och ankommer i tid.Optimeringsprocessen är iterativ, använder simuleringsresultat för att bestämma propellerhastighet, dragkraft, drifvinkel osv., och väljer sedan en optimerad propeller med programmets optimeringsverktyg som är mer lämplig för driftsförhållandet. Genom att bygga vidare på Troddens (2014) arbete förbättrar denna metod noggrannheten i manövreringssimuleringar genom att inkludera fartygets rullningsrörelse, mer realistisk vågmodellering och mer exakta hydrodynamiska koefficienter. Detta erbjuder en närmare representation av driftsförhållanden.Fallstudier som jämför denna metod med det traditionella tillvägagångssättet för val av propeller har visat simuleringsprogrammets precision och dess effektivitet i att förbättra propellerns öppenvatteneffektivitet med 1,65 % och minska CO2-utsläppen med 1,47 % för ett Pure Car Carrier (PCC) -fartyg. Forskningens resultat visade en lovande potential för programmet att förutsäga fartygsmanövreringsrörelser under verkliga sjöförhållanden och optimera propellern.

La bactérie phytopathogène E. amylovora, est l'agent responsable du Feu bactérien des Spiraeoideae (pommier, poirier, pyracantha), une maladie caractérisée par l'apparition de symptômes nécrotiques des tissus infectés. Le pouvoir pathogène d’E. amylovora repose entre autre sur un système de sécrétion de type III (SSTT) qui permet la sécrétion et l'injection d'effecteurs dans la cellule hôte végétale. Parmi les protéines injectées par le T3SS d'E. amylovora, DspA est essentielle au pouvoir pathogène de la bactérie puisqu’un mutant dspA est non pathogène sur plante (Gaudriault et al., 1997). Le rôle de DspA est dual, d’une part, l’expression de dspA est suffisante pour provoquer des symptômes nécrotiques sur plante et une toxicité chez la levure, d’autre part, DspA est impliquée dans la suppression des réactions de défense telles que la déposition de callose (Degrave et al., 2008; Boureau et al., 2006; Oh et al., 2007; DebRoy et al., 2004). DspA appartient à la famille des effecteurs AvrE qui sont répandus chez les bactéries phytopathogènes et semblent posséder une fonction similaire. Cependant, peu de connaissance existe sur la structure ainsi que la fonction de DspA. L'objectif de ce travail de thèse était de déterminer les domaines ou motifs importants pour la fonction de DspA. Pour cela nous avons choisi d'effectuer une analyse in silico et fonctionnelle de la protéine DspA. L'analyse in silico révèle la présence d'un domaine bêta-propeller au sein de la protéine DspA ainsi que de tous les homologues analysés. De plus, l'analyse fonctionnelle indique que ce domaine est important pour la structure et la fonction de DspA. Dans un second temps, j'ai étudié le mécanisme d'action de DspA dans la levure Saccharomyces cerevisiae. J'ai pu mettre en évidence que l'expression de dspA chez la levure induit un arrêt de croissance et une forte altération du trafic cellulaire. L'étude de mutants de levure suppresseurs de la toxicité de DspA, effectuée avant mon arrivée au laboratoire, montre que les suppresseurs les plus forts sont affectés dans la voie de biosynthèse des sphingolipides, je me suis donc plus particulièrement intéressée au rôle des sphingolipides dans la toxicité générée par DspA. Nos résultats montrent que DspA inhibe la biosynthèse des sphingolipides indirectement via les régulateurs négatifs de la voie, les protéines Orms. / Erwinia amylovora is the causative agent of fire blight of Spiraeoideae (apple, pear, pyracantha), a disease characterized by the apparition of necrotic symptoms on infected tissues. The pathogenicity of E. amylovora relies on a functional type III secretion system (T3SS) that allows secretion and injection of effector proteins into the host plant cell. Among these effector proteins injected by the T3SS of E. amylovora, DspA is essential to the bacteria disease process since a dspA mutant is nonpathogenic on plants (Gaudriault et al., 1997). DspA has a dual role; on the one hand dspA expression is sufficient to induce cell death on plants and toxicity on yeast, on the other hand, DspA is involved on suppression of defense reactions like callose deposition (Degrave et al., 2008; Boureau et al., 2006; Oh et al., 2007; DebRoy et al., 2004). DspA belongs to the AvrE familly of type III effectors which are widespread on phytopathogenic bacteria and likely possess a similar function. However, the structure and function of DspA remain unknown. In the first part of my thesis, I attempted to characterize domains or motifs important for the function of DspA. We performed an in silico and a functional analysis of the DspA protein. In silico analysis predicted a bêta-propeller domain in DspA and all the analysed effectors. In the second part of my thesis, I analysed the mechanism of function of DspA in the yeast Saccharomyces cerevisiae. Results showed that expression of dspA in yeast inhibits cell growth and alters the actin cytoskeleton and endocytosis. Screening of the Euroscarf library for mutants resistant to DspA induced toxicity revealed that mutants impaired in the sphingolipid biosynthetic pathway are the best suppressors. Based on this results, I attempted to determine the role of sphingolipids in the toxicity induced by DspA. Results showed that DspA inhibits indirectly the sphingolipid biosynthetic pathway via the negative regulators, Orm proteins.

Nowadays, small autonomous underwater robots are strongly preferred for remote exploration of unknown and unstructured environments. Such robots allow the exploration and monitoring of underwater environments where a long term underwater presence is required to cover a large area. Furthermore, reducing the robot size, embedding electrical board inside and reducing cost are some of the challenges designers of autonomous underwater robots are facing. As a key device for reliable operation-decision process of autonomous underwater robots, a relatively fast and cost effective controller based on Fuzzy logic and proportional-integral-derivative method is proposed in this thesis. It efficiently models nonlinear system behaviors largely present in robot operation and for which mathematical models are difficult to obtain. To evaluate its response, the fault finding test approach was applied and the response of each task of the robot depicted under different operating conditions. The robot performance while combining all control programs and including sensors was also investigated while the number of program codes and inputs were increased.

<p>This doctoral thesis presents new ideas and research results on control of marine electric power system.</p><p>The main motivation for this work is the development of a control system, power management system (PMS) capable to improve the system robustness to blackout, handle major power system faults, minimize the operational cost and keep the power system machinery components under minimal stress in all operational conditions.</p><p>Today, the electric marine power system tends to have more system functionality implemented in integrated automation systems. The present state of the art type of tools and methods for analyzing marine power systems do only to a limited extent utilize the increased knowledge available within each of the mechanical and electrical engineering disciplines.</p><p>As the propulsion system is typically consisted of the largest consumers on the vessel, important interactions exists between the PMS and vessel propulsion system. These are interacted through the dynamic positioning (DP) controller, thrust allocation algorithm, local thruster controllers, generators' local frequency and voltage controllers. The PMS interacts with the propulsion system through the following main functions: available power static load control, load rate limiting control and blackout prevention control (i.e. fast load reduction). These functions serve to prevent the blackout and to ensure that the vessel will always have enough power.</p><p>The PMS interacts with other control systems in order to prevent a blackout and to minimize operational costs. The possibilities to maximize the performance of the vessel, increase the robustness to faults and decrease a component wear-out rate are mainly addressed locally for the individual control systems. The solutions are mainly implicative (for e.g. local thruster control, or DP thrust allocation), and attention has not been given on the interaction between these systems, the power system and PMS. Some of the questions that may arise regarding the system interactions, are as follows: how the PMS functionality may affect a local thruster control, how the local thruster control may affect the power system performance, how some consumers may affect the power system performance in normal operations and thus affect other consumers, how the power system operation may affect the susceptibility to faults and blackout, how various operating and weather conditions may affect the power system performance and thus propulsion performance though the PMS power limiting control, how propulsion performance may affect the overall vessel performance, which kind of faults can be avoided if the control system is re-structured, how to minimize the operational costs and to deal with the conflicting goals. This PhD thesis aims to provide answers to such questions.</p><p>The main contributions of this PhD thesis are:</p><p>− A new observer-based fast load reduction system for the blackout prevention control has been proposed. When compared to the existing fast load reduction systems, the proposed controller gives much faster blackout detection rate, high reliability in the detection and faster and more precise load reduction (within 150 miliseconds).</p><p>− New advanced energy management control strategies for reductions in the operational costs and improved fuel economy of the vessel.</p><p>− Load limiting controllers for the reduction of thruster wear-out rate. These controllers are based on the probability of torque loss, real-time torque loss and the thruster shaft</p><p>accelerations. The controllers provide means of redistributing thrust from load fluctuating thrusters to less load fluctuating ones, and may operate independently of the thrust allocation system. Another solution is also proposed where the load limiting controller based on thrust losses is an integrated part of DP thrust allocation algorithm.</p><p>− A new concept of totally integrated thrust allocation system, local thruster control and power system. These systems are integrated through PMS functionality which is contained within each thruster PLC, thereby distributed among individual controllers, and independent of the communications and dedicated controllers.</p><p>− Observer-based inertial controller and direct torque-loss controller (soft anti-spin controller) with particular attention to the control of machine wear-out rate. These controller contribute to general shaft speed control of electrical thrusters, generators and main propulsion prime movers.</p><p>The proposed controllers, estimators and concepts are demonstrated through time-domain simulations performed in MATLAB/SIMULINK. The selected data are typical for the required applications and may differ slightly for the presented cases.</p>

This doctoral thesis presents new ideas and research results on control of marine electric power system. The main motivation for this work is the development of a control system, power management system (PMS) capable to improve the system robustness to blackout, handle major power system faults, minimize the operational cost and keep the power system machinery components under minimal stress in all operational conditions. Today, the electric marine power system tends to have more system functionality implemented in integrated automation systems. The present state of the art type of tools and methods for analyzing marine power systems do only to a limited extent utilize the increased knowledge available within each of the mechanical and electrical engineering disciplines. As the propulsion system is typically consisted of the largest consumers on the vessel, important interactions exists between the PMS and vessel propulsion system. These are interacted through the dynamic positioning (DP) controller, thrust allocation algorithm, local thruster controllers, generators' local frequency and voltage controllers. The PMS interacts with the propulsion system through the following main functions: available power static load control, load rate limiting control and blackout prevention control (i.e. fast load reduction). These functions serve to prevent the blackout and to ensure that the vessel will always have enough power. The PMS interacts with other control systems in order to prevent a blackout and to minimize operational costs. The possibilities to maximize the performance of the vessel, increase the robustness to faults and decrease a component wear-out rate are mainly addressed locally for the individual control systems. The solutions are mainly implicative (for e.g. local thruster control, or DP thrust allocation), and attention has not been given on the interaction between these systems, the power system and PMS. Some of the questions that may arise regarding the system interactions, are as follows: how the PMS functionality may affect a local thruster control, how the local thruster control may affect the power system performance, how some consumers may affect the power system performance in normal operations and thus affect other consumers, how the power system operation may affect the susceptibility to faults and blackout, how various operating and weather conditions may affect the power system performance and thus propulsion performance though the PMS power limiting control, how propulsion performance may affect the overall vessel performance, which kind of faults can be avoided if the control system is re-structured, how to minimize the operational costs and to deal with the conflicting goals. This PhD thesis aims to provide answers to such questions. The main contributions of this PhD thesis are: − A new observer-based fast load reduction system for the blackout prevention control has been proposed. When compared to the existing fast load reduction systems, the proposed controller gives much faster blackout detection rate, high reliability in the detection and faster and more precise load reduction (within 150 miliseconds). − New advanced energy management control strategies for reductions in the operational costs and improved fuel economy of the vessel. − Load limiting controllers for the reduction of thruster wear-out rate. These controllers are based on the probability of torque loss, real-time torque loss and the thruster shaft accelerations. The controllers provide means of redistributing thrust from load fluctuating thrusters to less load fluctuating ones, and may operate independently of the thrust allocation system. Another solution is also proposed where the load limiting controller based on thrust losses is an integrated part of DP thrust allocation algorithm. − A new concept of totally integrated thrust allocation system, local thruster control and power system. These systems are integrated through PMS functionality which is contained within each thruster PLC, thereby distributed among individual controllers, and independent of the communications and dedicated controllers. − Observer-based inertial controller and direct torque-loss controller (soft anti-spin controller) with particular attention to the control of machine wear-out rate. These controller contribute to general shaft speed control of electrical thrusters, generators and main propulsion prime movers. The proposed controllers, estimators and concepts are demonstrated through time-domain simulations performed in MATLAB/SIMULINK. The selected data are typical for the required applications and may differ slightly for the presented cases.

The need for a reduced dependence on fossil fuels is motivated by a wide range of factors: from increasing fuel costs, to national security implications of supply, to rising concern for environmental impact. Although much focus is given to terrestrial systems, over 90% of the world's freight is transported by ship. Likewise, naval warfighting systems are critical in supporting U.S. national interests abroad. Yet the vast majority of these vessels rely on fossil fuels for operation. The results of this thesis illustrate a common theme that hybrid mechanical-electrical marine propulsion systems produce substantially better fuel efficiency than other technologies that are typically emphasized to reduce fuel consumption. Naval and commercial powertrains in the 60-70 MW range are shown to benefit substantially from the utilization of mechanical drive for high speed propulsion; complemented by an efficient electric drive system for low speed operations. This hybrid architecture proves to be able to best meet the wide range of performance requirements for each of these systems, while also being the most easily integrated technology option. Naval analyses evaluate powertrain options for the DDG-51 Flight III. Simulation results using actual operational profile data show a CODLAG system produces a net fuel savings of up to 12% more than a comparable all-electric system, corresponding to a savings of 37% relative the existing DDG-51 powertrain. These results prove that a mechanical linkage for the main propulsion engine greatly reduces fuel consumption and that for power generation systems requiring redundancy, diesel generators represent a vastly superior option to gas turbines. For the commercial application it is shown that an augmented PTO/PTI hybrid system can better reduce cruise fuel consumption than modern sail systems, while also producing significant benefit with regard to CO2 emissions. In addition, using such a shaft mounted hybrid system for low speed electric drive in ports reduces NOx emissions by 29-43%, while CO is reduced 57-66% and PM may be reduced up to 25%, depending on the specific operating mode. As an added benefit, fuel consumption rates under these conditions are reduced 20-29%. / text

Dans l’évolution actuelle de mini-drones à décollage et atterrissage vertical, configurations convertibles de type “tilt-rotors” et “tilt-body” sont de plus en plus souvent utilisées. Ces configurations se sont avérées être très sensibles à l’effet du vent latéral quand ils sont en vol de transition ou tout simplement en vol à basse vitesse. Pour cette raison, une bonne compréhension du comportement d’un proprotor et de l’interaction proprotor-voilure à incidence est nécessaire pour la conception de ce type de drones. Un modèle à l’échelle du mini-drone MiniREC a été testée à la soufflerie S4 de type Eiffel de l’ISAE pour comprendre le comportement de la charge aérodynamique du proprotor au cours de la transition du vol vertical au vol horizontal. Aussi, pour observer l’effet d’échelle et étudier le type de proprotor utilisé normalement par les MAV, une deuxième expérience pour proprotors à incidence a été réalisée à la soufflerie SaBRE. Un anémomètre à film chaud a été utilisé pour caractériser le sillage de l’hélice. Les résultats expérimentaux ont montré la grande incidence de ces forces sur la stabilité longitudinale du drone à des angles d’incidence élevés. Il a également été montré que l’écoulement généré par un proprotor au incidence est de nature très instable, cequi rend sa modélisation complexe. D’un point de vue numérique, l’étude de l’hélice à l’incidence a été faite en utilisant l’hypothèse de Glauert pour un disque actuateur au incidence. Les résultats analytiques sont comparés avec les résultats expérimentaux obtenus à partir des mesures à film chauden 2D et une simulation CFD d’un disque actuateur au incidence chargé avec une charge moyenne équivalente aux valeurs de poussée expérimentales SaBRE et une simulation URANS CFD de l’hélice complète. En outre, les résultats de l’expérience S4 ont été comparés au modèle de Ribner pour les hélices en lacet et le modèle de Young qui est une modification statistique de l’analyse Ribner. La modification proposée du modèle de Ribner donne de bons résultats pour les rotors seul, même à des angles d’attaque élevés. Toutefois, il a été clairement démontré que son amélioration ou un nouveau modèle sont nécessaires afin de prévoir correctement la poussée et les forces produites par proprotors simples et co-axiaux. Pour cela un méthode quasi-stationnaire du premier ordre basée sur la théorie de la dynamique des éléments pales a été développée. Enfin, un prototype aérodynamique avec une sensibilité réduite au vent latéral a été conçu, construit et testé dans la soufflerie S4. Le test a montré que la première conclusion à propos de la contribution du proprotor à la sensibilité longitudinaletotale des mini-drones était justifiée et que la nouvelle configuration fait un candidat idéal pour lesconceptions futures de mini-drones basculant à décollage et atterrissage vertical. / In the current development of VTOL mini-UAS and MAVs, configurations like tilt proprotors and tilt-body are being applied more and more often. These types of configurations have shown to be very sensitive to the effect of the lateral wind when they are in transition flight or simply in low speed flight. For this reason a correct understanding of the behavior of a proprotor and the proprotor-wing interaction at incidence is necessary for the design and conception of this type ofUAS. A scaled model of the MiniREC mini-UAS was tested at the ISAE S4 Eiffel type wind tunnel to understand the aerodynamic load behavior of the proprotor during the transition from vertical flight to horizontal flight. Also, to observe the effect of the scale and study the type of proprotor usednormally by MAVs, a second experiment for proprotors at incidence was conducted at the SaBRE wind tunnel. A hot film anemometer was used to characterize the propeller wake. The experimental results showed the great impact of these loads over the longitudinal stability of the drone at highangles of incidence. It was also shown that the nature of the flow for a proprotor at incidence ishighly unsteady which makes its modeling a complex process. From a numerical point of view the study of the propeller at incidence was done using the Glauert’s hypothesis for an actuator disk at incidence. The analytic results are compared with experimental results obtained from the 2D hot film measurements and a CFD simulation of an actuator disk at incidence loaded with a mean load equivalent to experimental SaBRE thrust values and URANS CFD simulation of the full propeller. The results of the S4 experiment were also compared to Ribner’s model for propellers in yaw and the Young’s model which is a statistical modification of Ribner’s analysis. The present modification of Ribner’s model gives good results for single rotors even at high angles of attack. However it wasclearly shown that some improvement or a new model were needed to correctly predict the thrustand the off-axis loads produced by single and coaxial proprotors. For this a first order quasi-steady method based on blade element momentum theory was developed. Finally an aerodynamic prototype(with reduced sensitivity to the lateral wind) was designed on these bases, built and tested in theS4 wind-tunnel. The test showed that the initial conclusion about the contribution of the proprotorto the total longitudinal sensitivity of the mini-UAS were justified and that the new configuration showed a reduced sensitivity to the lateral wind which makes it a perfect candidate for future designs of tilt-body VTOL mini-UAS .

Les travaux effectués lors de cette thèse portent sur l'optimisation de la configuration magnétique des propulseurs à effet Hall. Ceci regroupe deux objectifs: d'une part la réalisation d'un propulseur à effet Hall dont la topologie magnétique est entièrement paramétrable, ce qui constituera un outil précieux pour l'étude de l'impact du champ magnétique sur le fonctionnement du propulseur et d'autre part, l'étude de moyen de conception rationalisée de circuits magnétiques pour ces mêmes propulseurs. Le premier sujet a conduit à la réalisation du PPS-Flex, un propulseur proposant une structure de circuit magnétique innovante offrant un grand nombre de degrés de liberté en termes de réglage du champ magnétique produit. La deuxième thématique a quant à elle été abordée en s'appuyant sur des méthodes d'optimisation (paramétrique et topologique) permettant d'aboutir à un circuit magnétique optimal pour un ou plusieurs critères de conception (fidélité du champ magnétique généré, minimisation de la masse, du volume total, etc.) / The works made during this thesis concern the optimization of the magnetic configuration of propellers with effect Hall. This groups two objectives: on one hand the realization of a propeller with effect Hall the magnetic topology of which is completely customizable, which will establish a precious tool for the study of the impact of the magnetic field on the functioning of the propeller and on the other hand, the study of way of design rationalized of magnetic circuits for these same propellers. The first subject led to the realization of the PPS-Flex, a propeller proposing an innovative magnetic structure of circuit offering a large number of degrees of freedom in terms of regulation of the magnetic field produces. The second theme approached as for her resting on methods

Les travaux menés durant cette thèse s'intéressent principalement aux avantages que peut offrir la machine asynchrone à double alimentation (MADA) dans un système de propulsion navale. Ceci est obtenu à travers les degrés de libertés additionnels qu'elle apporte, d'une part, par l'exploitation de la redondance structurelle naturelle, et d'autre part , par les stratégies de contrôle qui lui sont appliquées. La première partie de ce mémoire, présente la modélisation du propulseur innovant. Ce dernier est conçu principalement autour de la MADA comme moteur de propulsion. Il est alimenté par deux onduleurs de tension à Modulation de Largeur d'Impulsion (MLI), et entrainant une hélice à trois pales fixes et symétriques. Plusieurs stratégies de commande ont été introduites pour piloter le système. En effet, des lois de contrôle de type linéaires et non linéaires, associées à des divers modulateurs MLI ont été validées et appliquées à cette structure de propulsion. L'innovation apportée dans le cadre de ces travaux consiste à associer à l'optimisation par conception (machine et convertisseurs d'alimentation), une optimisation par la commande et ce en évaluant l'influence de ces techniques pour deux critères de dimensionnement majeurs, à savoir, les pertes dans les convertisseurs de puissances, et les bruits acoustiques et vibratoires. La propulsion navale, comme tout système embarqué, possède des exigences en matière de qualité de service non seulement en termes de performances mais aussi de fiabilité et de disponibilité. En effet, les systèmes conçus pour ce type d'application doivent assurer et garantir une continuité de service en cas d'apparition de défauts au sein des constituants du système. L'utilisation de la MADA dans les systèmes de propulsion offre une redondance structurelle naturelle et analytique, introduite par la commande, qui permet d'assurer une continuité de service du système en présence d'une défaillance dans la structure. Deux défauts sont ainsi considérés dans cette étude, un défaut de semi-conducteur de puissance dans le convertisseur de puissance et un défaut de capteur vitesse/position. Les stratégies de contrôle proposées, les modèles de propulseur établis ainsi que les reconfigurations adoptées suite aux défauts ont été validées expérimentalement sur les bancs développés au LAPLACE dans le cadre de ces travaux. / This study focuses on the benefits that can be induced by the use of the Double Fed Induction Machine (DFIM) operating in motor mode for marine propulsion systems. It can be achieved by the additional degree of freedom it provides, firstly, by exploiting the natural structural redundancy, and secondly, by the alytical redundancy introduced by applied control strategies. The first part of this thesis presents the modeling of a propeller architected mainly around the DFIM and its load such as a propeller with three fixed and symmetrical blades. Several control strategies have been introduced to control the system, in fact, linear and nonlinear control laws type associated with various modulators have been validated and applied to the propulsion structure. The objective was to evaluate the influence of these techniques for two major design criteria, namely, losses in power converters, and noise and vibration noise. Naval propulsion as any embedded system has requirements for the quality of service not only in performance but also reliability and availability. Indeed, the systems designed for these types of applications must ensure and guarantee continuity of service in response to the failures in system components. The use of MADA in propulsion systems provides a natural structural and analytical redundancies which ensure system service continuity in the presence of a fault in this structure. Two faults are considered in this study, a power semiconductor fault in the power converter and a speed sensor / position failure. Control strategies proposed, the propeller modeling established and reconfigurations adopted following settings have been validated by simulation and experimentally on the real laboratory or industrial benches developed in the context of this study.