This work focuses on speed estimation techniques for sensorless closed-loop speed control of an induction machine based on direct field-oriented control technique. Details of theories behind the algorithms are stated and their performances are verified by the help of simulations and experiments. The field-oriented control as the vector control technique is mainly implemented in two ways: indirect field oriented control and direct field oriented control. The field to be oriented may be rotor, stator, or airgap flux-linkage. In the indirect field-oriented control no flux estimation exists. The angular slip velocity estimation based on the measured or estimated rotor speed is required, to compute the synchronous speed of the motor. In the direct field oriented control the synchronous speed is computed with the aid of a flux estimator. Field Oriented Control is based on projections which transform a three phase time and speed dependent system into a two co-ordinate time invariant system. These projections lead to a structure similar to that of a DC machine control. The flux observer used has an adaptive structure which makes use of both the voltage model and the current model of the machine. The rotor speed is estimated via Kalman filter technique which has a recursive state estimation feature. The flux angle estimated by flux observer is processed taking the angular slip velocity into account for speed estimation. For closed-loop speed control of system, torque, flux and speed producing control loops are tuned by the help of PI regulators. The performance of the closed-loop speed control is investigated by simulations and experiments. TMS320F2812 DSP controller card and the Embedded Target for the TI C2000 DSP tool of Matlab are utilized for the real-time experiments.

Over the last few decades there has been a gradual transformation in both the spatial and temporal patterns of urban activities. The percentage share of non-discretionary travel such as morning rush-hour commuting has been declining with the increased income level. Discretionary activities appear to rise prominently in urban business and leisure hubs, attracting large volumes of crowds which in turn imply new and changed demand for building floorspace and urban infrastructure. Despite impressive advances in the theories and models of infrastructure demand forecasting, there appear to be an apparent research gap in addressing the practical needs of infrastructure planning in and around those growing urban activity hubs. First, land use and transport interaction models which have to date been the mainstay of practical policy analytics tend to focus on non-discretionary activities such as rush-hour commuting. Secondly, the emerging activity based models, while providing significant new insights into personal, familial activities, especially the discretionary travel, are so data hungry and computing intensive that they have not yet found their roles in practical policy applications. This dissertation builds on the insights from above schools of modelling to develop a new approach that addresses the infrastructure planning needs of the growing urban hubs while keeping the data and computing realistic in medium to high income cities. The new model is designed based on an overarching hypothesis that considerable efficiency and welfare gains can be achieved in the planning and development of urban business and leisure hubs if the infrastructure provisions for discretionary and non-discretionary activities can be coordinated. This is a research theme that has been little explored in current literature. The new infrastructure demand forecasting model has been designed with regard to the above hypothesis and realistic data availability, including those emerging online. The model extends the framework of land use transport interaction models and aim to provide a practical modelling tool. Land use changes are accounted for when testing new infrastructure investment initiatives and especially the road and public transport loads are assessed throughout all time periods of a working day. The new contribution to the modelling methodology includes the extension to the land use transport interaction framework, the use of social media data for estimating night market activity distribution and a rapid estimation of road traffic speeds from Google directions API, and model validation. Another new contribution is the understanding of the nature and magnitude of future infrastructure demand through assessing three alternative land use scenarios: (1) business as usual, (2) inner city regeneration for a major business hub around the night market, and (3) dispersed suburban growth with distant subcentres. The model is able to assess the implications for future infrastructure demand and user welfare through discerning the distinct discretionary and non-discretionary activity patterns.

Les moteurs asynchrones diphasés sont largement utilisés dans des applications de moins d’un kW, où le prix est un facteur important de choix, en particulier pour les volets roulants. Ces applications, pour des raisons de sécurité, nécessitent une détection précoce des obstacles et donc l’implantation d’un capteur de vitesse. Dans un souci de réduction de coût, une des pistes intéressantes est l’estimation de la vitesse à partir de la mesure des courants et des tensions, de manière à faire l’économie du capteur de vitesse. La première partie de notre travail a consisté à étudier et réaliser différentes alimentations : sur le secteur avec condensateur de déphasage ou par convertisseur statique. Dans une seconde partie, la modélisation du moteur en régime permanent et transitoire et celle du volet (tablier, frein, réducteur) nous a permis d’établir les caractéristiques électromagnétiques du motoréducteur et le comportement mécanique de la charge. Les paramètres de ces modèles ont été identifiés et les résultats analysés. Dans la troisième partie, à partir de ces modèles, différentes stratégies de détection de fin de course du volet sans capteur, d’arrêt sur obstacles ainsi qu’une commande de limitation de couple ont été mises au point et validées expérimentalement. Une carte électronique économique a été réalisée. / The single-phase induction motor is widely used for capacity of less than the kW in applications where the price is an important consideration, particularly for rolling shutters. For safety reasons, these applications require an early detection of obstacles and thus it is necessary to implement a speed sensor. In a preoccupation of cost saving, one tries to estimate the speed on the basis of voltage and current measurements, in order to economize on the speed sensor. The first part of our work deals with the study and realization of different power supplies : Capacitor-run single-phase induction motor or static converter supply. In a second part, the static and transient modeling of the motor and the rolling shutter (shutter, gears and brake) has provided the electromagnetic characteristics of the geared motor and the mechanical behavior of the load. The parameters of these models have been identified and the results have been discussed. In the third part, from these models, different strategies have been devised and validated for detecting the arrival of a rolling shutter on the abutment, implementing a soft stop on obstacles and limiting the torque. A low cost electronic command board has been realized.

A velocidade dos motores de indução é uma grandeza importante em um processo industrial. Entretanto, a medição direta da velocidade em motores de indução pode comprometer o sistema de acionamento e controle, aumentando o custo de implementação. Assim, as técnicas sensorless destinadas a estimar ou prever a velocidade em motores de indução são amplamente investigadas para uso em várias unidades industriais. Essa estratégia, quando baseada nos modelos matemáticos dos motores de indução é, normalmente, dependente dos parâmetros da máquina ou requer outro método que faça uma estimativa ou previsão. Assim, a abordagem alternativa deste trabalho consiste no uso de duas estratégias de implementação de redes neurais artificiais como estimador de velocidade aplicado a duas estratégias de controle do motor de indução orientado pelo campo do estator, controle direto de corrente e controle direto de torque. A velocidade síncrona, as correntes do estator e o torque eletromagnético, que são variáveis utilizadas nos algoritmos de acionamentos orientados no campo eletromagnético, são as entradas dos estimadores neurais propostos. Neste trabalho, resultados de simulação são aplicados no processo de seleção das redes neurais e os resultados experimentais mostram o desempenho de duas estratégias de implementação do estimador neural de velocidade embarcadas em DSP em diferentes metodologias de controle com dois motores de indução de potências diferentes. / The induction motor speed is an important quantity in an industrial process. However, the direct measurement of speed on induction motors can compromise the drive and control system, increasing the implementation cost. Thus, sensorless techniques aimed at estimating or predicting the speed in induction motors are widely investigated to be used in industrial plant units. This strategy, when based on the mathematical models of the induction motors is, usually, dependent on the machine parameters or requires another method that makes an estimation or prediction. Thus, the alternative approach of this work consists in the use of two implementation strategies of artificial neural networks as speed estimator applied to two stator field-oriented induction motor control strategies, direct current control and direct torque control. The synchronous speed, the stator currents and the electromagnetic torque, which are quantities used in field-oriented drives, are the inputs of the proposed neural estimators. In this work, simulation results are applied to neural networks selection process and the experimental results show the performance of two implementation strategies of the neural speed estimator embedded in DSP in different control methodologies with two induction motors with different powers.

De nos jours, la problématique de recherche du meilleur itinéraire est très étudiée dans diverses applications telles que pour le mode de transport doux (vélo) ou piétonnier, pour l’interception d’un objet mobile ou encore pour la combinaison des modes de transport (multimodal). Dans cette optique, notre objectif consiste à chercher un meilleur itinéraire pour les services d’urgence. Notre étude est réalisée en partenariat avec le SMUR du Mans (Sarthe) qui fournit le contexte opérationnel. Dans un premier temps, ce travail de recherche consiste à exploiter l’historique des trajectoires empruntées par le service d’urgence pour avoir une meilleure estimation du temps de parcours. Afin de réaliser cette tâche, nous proposons une méthodologie partant de la phase de la modélisation des objets mobiles passant par une étape d’analyse statistique et de data mining et allant jusqu'aux phases de l’implémentation et de la validation. Concernant la phase de la modélisation, nous proposons une approche qui fait le lien entre une modélisation et une gestion des objets mobiles par des Types Abstraits de Données (TAD) et une modélisation conceptuelle basée sur MADS. En vue d’avoir une meilleure estimation du temps de parcours, une méthode d’Analyse des Correspondances Multiples et une technique de création d’arbres et de règles de décision sont utilisées. Pour le processus de la validation de notre méthode d’estimation du temps de parcours, nous procédons par une comparaison entre les itinéraires proposés par application d’un algorithme de recherche du plus court chemin et les trajectoires empruntées par le service d’urgence. Dans un deuxième temps, et pour pouvoir prendre en considération la temporalité et l’incertitude sur les estimations du temps de parcours causées par les différents types de perturbations, le mode dépendant du temps avec graphe par intervalle et la notion de degré d’optimisme seront retenus pour l’implémentation de notre calculateur. On propose deux versions de recherche d’itinéraires : un seul et unique chemin le plus rapide et les k premiers chemins optimaux. Afin de minimiser le risque de blocage, la deuxième version sera bénéfique dans le cas où deux équipes partent pour une même intervention. Chacune d’entre elles empruntera un chemin différent afin d'optimiser les chances d'arriver rapidement sur les lieux d'intervention.Enfin, et pour prendre en considération en temps réel les événements exceptionnels prévus (manifestations, travaux publics), les changements des caractéristiques physiques du réseau routier, les conditions météorologiques et les événements imprévus (embouteillages, accidents) qui peuvent influer sur le choix d’itinéraires, nous proposons un système d’aide à la prise en compte des perturbations du trafic en temps réel. / The present-day issue of looking for the most appropriate route is widely studied for various applications such as cycling or pedestrians, the interception of a mobile object, multimodal or combining means of transport.With this approach, our objective is to search for the best itinerary for emergency vehicles. Our study has been carried out in partnership with the SMUR (emergency medical assistance) in Le Mans, which has provided an operational context.Our research work firstly dealt with the records of the routes used by emergency vehicles so as to obtain a more accurate estimation of journey times. For this task, our methodology begins with a phase of modelising mobile objects using statistical analysis and data mining to reach phases of implementation and validation. During the modelisation phase, we propose the use of an approach that creates a link between modeling and management of mobile objects by Abstract Data Types (TAD) and conceptual modeling based on MADS. So as to improve estimation of journey time a method of Multiple Correspondence Analysis and a technique for creating trees and decision rules were used. For the validation process of journey time, we compared routes suggested by a research algorithm application for the shortest trip and the routes used by the emergency services.Secondly, so as to take into consideration time value and the uncertainty of journey time estimations due to disturbances, the mode depending on time with graph per interval and the notion of degree of optimism will be retained for the implementation of our calculator. We propose two versions of itinerary research: a single unique fastest route and the first k optimal routes. So as to minimize the risk of blocking, a second version is of benefit in the case of two emergency units leaving for the same intervention. Each will use a different route to maximize the chances of arriving on the scene quickly Intervention.The ultimate stage involved considering in real time the consequences of exceptional foreseen events (demonstrations, roadworks), changes in the physical characteristics of the road network, weather conditions and those that could not be predicted (traffic congestion and accidents) that can influence the choice of a route, for which we propose a system to help in the management of such a disturbance in real time.

Made available in DSpace on 2015-05-08T14:59:58Z (GMT). No. of bitstreams: 1 arquivototal.pdf: 18446929 bytes, checksum: 4766e609aa9084be93f441b28db115b6 (MD5) Previous issue date: 2014-10-04 / Coordenação de Aperfeiçoamento de Pessoal de Nível Superior - CAPES / The three phase induction motor (MIT) is the main system in electromechanical conversion, present in practically all industrial processes. Due to its versatility and low cost, the use of frequency inverters combined with MIT practically replaced the DC motors in systems requiring variation in angular velocity. For closed-loop control at MIT, without the use of speed sensors (sensorless), it is essential to estimate the velocity on the axis with high accuracy and with satisfactory response time. The proposed work has the object of analyzing different methods that can be employed to estimate the speed in sensorless axis, named according to their fundamental principle, they are: the method of harmonic slots, the torque in the air gap and the acoustic emission. The first mentioned is the best known non-invasive method in the state art, the second one was recently developed in the laboratory and the third one was exhibited here for the first time. All methods are compared with a reference instrument for measuring speed (tachometer). In order to obtain validation of the techniques we constructed a work bench tests basically composed by a three phase induction motor, torque meter and DC motor used as a generator (to enforce the axis load variable). The main objective of the study is to compare the methods for various situations of speed and load, also based on the degree of invasiveness and accuracy of each method. For the development and analysis of technique for harmonic slots and acoustic emission, a spectral analysis by Fourier transform of the current signal and the sound was performed, respectively. It was used tools such as MATLAB and LABVIEW for the computational study. After extensive experimental testing, the methods have been validated and it was obtained conclusions about different aspects of each discussed technique. / O motor de indução trifásico (MIT) é o principal sistema de conversão eletromecânica existente, presente em praticamente todos os processos industriais. Devido a sua versatilidade e razoável baixo custo, a utilização de inversores de frequência combinados com os MIT, praticamente, substituíram os motores de corrente contínua em sistemas que necessitam de variação de velocidade angular. Para o controle de malha fechada em MIT, sem a utilização de sensores de velocidade (sensorless), é fundamental que se estime a velocidade no eixo com alta exatidão e com tempo de resposta satisfatório. O trabalho proposto visa analisar diferentes métodos que podem ser empregados para estimação na velocidade no eixo sensorless, denominados de acordo com o seu princípio fundamental, são eles: método pela harmônicas das ranhuras, pelo torque no entreferro e pela emissão acústica. Sendo o primeiro citado, o método não-invasivo mais conhecido no estado arte, o segundo, desenvolvido recentemente em laboratório e o terceiro, exposto aqui pela primeira vez. Todos os métodos são comparados com um instrumento de referência para medida de velocidade (tacômetro). A fim de se obter a validação das técnicas empregadas foi construída uma bancada de testes experimentais composta basicamente por um motor de indução trifásico, torquímetro e motor de corrente contínua utilizado como gerador (para impor carga variável ao eixo). O principal objetivo do estudo é comparar os métodos para diversas situações de velocidade e carga, tendo também como base o grau de invasividade e exatidão de cada método. Para o desenvolvimento e análise da técnica pela harmônicas das ranhuras e da emissão acústica, foi realizada uma análise espectral pela Transformada de Fourier do sinal da corrente e do som, respectivamente. Usou-se para este estudo ferramentas computacionais como o LABVIEW e MATLAB. Depois de extensos ensaios experimentais, os métodos foram validados e obteve-se conclusões sobre diferentes aspectos de cada técnica analisada.

A velocidade dos motores de indução é uma grandeza importante em um processo industrial. Entretanto, a medição direta da velocidade em motores de indução pode comprometer o sistema de acionamento e controle, aumentando o custo de implementação. Assim, as técnicas sensorless destinadas a estimar ou prever a velocidade em motores de indução são amplamente investigadas para uso em várias unidades industriais. Essa estratégia, quando baseada nos modelos matemáticos dos motores de indução é, normalmente, dependente dos parâmetros da máquina ou requer outro método que faça uma estimativa ou previsão. Assim, a abordagem alternativa deste trabalho consiste no uso de duas estratégias de implementação de redes neurais artificiais como estimador de velocidade aplicado a duas estratégias de controle do motor de indução orientado pelo campo do estator, controle direto de corrente e controle direto de torque. A velocidade síncrona, as correntes do estator e o torque eletromagnético, que são variáveis utilizadas nos algoritmos de acionamentos orientados no campo eletromagnético, são as entradas dos estimadores neurais propostos. Neste trabalho, resultados de simulação são aplicados no processo de seleção das redes neurais e os resultados experimentais mostram o desempenho de duas estratégias de implementação do estimador neural de velocidade embarcadas em DSP em diferentes metodologias de controle com dois motores de indução de potências diferentes. / The induction motor speed is an important quantity in an industrial process. However, the direct measurement of speed on induction motors can compromise the drive and control system, increasing the implementation cost. Thus, sensorless techniques aimed at estimating or predicting the speed in induction motors are widely investigated to be used in industrial plant units. This strategy, when based on the mathematical models of the induction motors is, usually, dependent on the machine parameters or requires another method that makes an estimation or prediction. Thus, the alternative approach of this work consists in the use of two implementation strategies of artificial neural networks as speed estimator applied to two stator field-oriented induction motor control strategies, direct current control and direct torque control. The synchronous speed, the stator currents and the electromagnetic torque, which are quantities used in field-oriented drives, are the inputs of the proposed neural estimators. In this work, simulation results are applied to neural networks selection process and the experimental results show the performance of two implementation strategies of the neural speed estimator embedded in DSP in different control methodologies with two induction motors with different powers.

This thesis describes the design and implementation of system for vehicle speed estimation from on-board camera recording. Speed estimation is based on optical flow estimation and convolutional neural network. Designed system is able to estimate speed with average error of 20% on created data set where actual speed is greater than 35 kilometers per hour.

Coherent plane-wave compounding (CPWC) ultrasound is an important modality enabling ultrafast biomedical imaging. To perform CWPC image reconstruction for a stratified (horizontally layered) medium, one needs to know how the speed of sound (SOS) varies with the propagation depth. Incorrect sound speed and layer thickness assumptions can cause focusing errors, degraded spatial resolution and significant geometrical distortions resulting in poor image reconstruction. We aim to determine the speed of sound and thickness values for each horizontal layer to accurately locate the recorded reflection events to their true locations within the medium. Our CPWC image reconstruction process is based on phase-shift migration (PSM) that requires the user to specify the speed of sound and thickness of each layer in advance. Prior to performing phase-shift migration (one layer at a time, starting from the surface), we first estimate the speed of sound values of a given layer using a cosine similarity metric, based on the data obtained by a multi-element transducer array for two different plane-wave emission angles. Then, we use our speed estimate to identify the layer thickness via end-of-layer boundary detection. A low-cost alternative that obtains reconstructed images with fewer phase shifts (i.e., fewer complex multiplications) using a spectral energy threshold is also proposed in this thesis. Our evaluation results, based on the CPWC imaging simulation of a three-layer medium, show that our sound speed and layer thickness estimates are within 4% of their true values (i.e., those used to generate simulated data). We have also confirmed the accuracy of our speed and layer thickness estimation separately, using two experimental datasets representing two special cases. For speed estimation, we used a CPWC imaging dataset for a constant-speed (i.e., single-layer) medium, yielding estimates within 1% of their true values. For layer thickness estimation, we used a monostatic (i.e., single-element) synthetic-aperture (SA) imaging dataset of the three-layer medium, also yielding estimates within 1% of their true values. Our evaluation results for the low-cost alternative showed a 93% reduction in complex multiplications for the three-layer CPWC imaging dataset and 76% for the three-layer monostatic SA imaging dataset, producing images nearly similar to those obtained using the original PSM methods. / Graduate

Sans capteur,estimation de la position/vitesse,injection d'un signal HF,apprentissage,MSAPI,VE, / In EV traction applications, most of the mentioned criteria are inescapable, in particularthose related with cost (real-time implementation, additional hardware, etc.), those relatedwith functional requirements (torque ripple, motor efficiency, etc.) not to mention thatsensorless operation must cover the complete speed range.