L’architecture structurale et l’évolution du bassin d’avant-pays Pyrénéo-Alpin de Provence sont contrôlées par des failles profondes héritées du rifting de Gondwana au cours du Permo-Trias, par des variations d’épaisseur de la pile sédimentaire mésozoïque et par l'alternance d’évènements tectoniques compressifs et extensifs qui ont affecté la zone depuis la fin du Paléozoïque. La construction de deux coupes équilibrées d’échelle régionale (~150 km) montre que le style tectonique de l’avant-pays provençal est dominé par une tectonique de socle en Provence orientale et par une tectonique de couverture en Provence occidentale, associé avec du diapirisme dans les deux domaines. Les deux domaines sont couplés à l’échelle crustale et séparés par une zone d'accommodation dans la couverture: la Faille de la Moyenne Durance, dont la partie profonde est héritée du Paléozoïque. La structure actuelle de l’avant-pays Pyrénéo-Alpin de Provence correspond essentiellement à la signature de la compression Pyrénéo-Provençale Crétacé supérieur-Eocène (>90%). La part de la déformation Alpine est minime (9%). La phase d'extension Oligocène entre ces deux périodes compressives a été quantifiée à 1.7%. Les données de traces de fission sur apatite suggèrent une exhumation régionale à ~80 Ma reliée à la compression Pyrénéenne. Les chevauchements pyrénéens principaux ont joué simultanément, comme l’indiquent l’âge et la répartition des séries sédimentaires syntectoniques. / The structural architecture and evolution of the Pyrenean-Alpine foreland of Provence are controlled by deep-seated basement faults inherited from Gondwana rifting during Permo-Triassic time, by variations in the Mesozoic sedimentary pile thickness and by alternating compressive and extensive tectonic events that affected the area since the late Paleozoic. The construction of two balanced cross sections at regional scale (~150 km) shows that the structural style of the Provence foreland is dominated by thick-skinned tectonic in eastern Provence and thin-skinned tectonic in western Provence, associated with diapirism in each domain. Both domains are coupled at crustal scale and separated by an accommodation zone in the cover: the Middle Durance Fault, whose deep-seated part is inherited from the Paleozoic. The current structure of the Pyrenean-Alpine foreland of Provence mainly corresponds to the Pyrenean-Provence compression signature during Late Cretaceous to Eocene (>90%). The Alpine deformation proportion is minor (9%). The Oligocene extension phase between these two compressive periods has been quantified at 1.7%. The apatite fission track data suggests an exhumation stage around 80 Ma related to the Pyrenean compression. The main Pyrenean thrusts were synchronous, as indicated by the age and distribution of syntectonic sedimentary series.

La commande des actionneurs électropneumatiques a été un sujet largement traité au cours des dernières décennies. Le caractère fortement non-linéaire de son comportement en a fait un cas d'étude particulièrement pertinent dans le cadre d'une démarche d'application de la théorie de la commande des systèmes non-linéaires. L'utilisation de ces techniques a été comparée aux approches linéaires traditionnelles et généralement jugée largement supérieure notamment en termes de précision ou de temps de réponse. Dans ce manuscrit nous abordons très spécifiquement l'aspect multivariable du système et introduisons la transformée A-T, similaire à la transformée de Park appliquée classiquement aux systèmes électriques, afin de donner une forme strict feedback à son modèle d'état, de clarifier les phénomènes physiques mis en jeu lors de sa commande et de distinguer les deux degrés de liberté du système. Cette transformée permet en outre une comparaison directe avec les moteurs électriques décrits dans le repère de Park. Ce parallèle rend notamment possible la solution du problème délicat de l'observation de la position à vitesse nulle en transférant des méthodologies déjà validées sur des systèmes électriques. L'exploitation des deux degrés de liberté est illustrée par la synthèse de lois de commande combinant le suivi d'une trajectoire de position du piston au respect d'un second critère variable (réglage de la pressurisation moyenne, optimisation de la consommation instantanée). L'utilisation d'un actionneur électropneumatique asservi comme actionneur à compliance variable est étudiée. Une loi de commande basée sur la transformée A-T est proposée pour contrôler simultanément la position et la raideur pneumatique de l'actionneur. Une méthodologie de réglage des gains de commande est proposée pour définir l'impédance en boucle fermée du système. L'influence de la raideur pneumatique sur la raideur en boucle fermée est étudiée. L'utilisation d'une source d'énergie alternative (de l'hélium sous pression) est également pour la première fois mise en œuvre. L'influence du changement de gaz sur le dimensionnement de l'actionneur électropneumatique est étudiée et une méthodologie permettant d'utiliser les lois de commande prévues pour de l'air est proposée. L'ensemble des propositions faites dans ce manuscrit est testée et validée sur un banc d'essais à la structure inédite. Ce dernier allie deux actionneurs, l'un électropneumatique (l'actionneur étudié) et l'autre, un moteur plat électrique (l'actionneur de charge). L'utilisation de celui-ci permet la génération d'efforts perturbateurs dans une large bande passante ainsi que la modification en temps réel des paramètres mécaniques dynamiques de la charge. / Control of electropneumatic actuator is a subject which has been thoroughly dealt with in the past decades. The strongly non-linear behavior of those systems made them a particularly relevant case study for applications of the non linear control theory. The use of those techniques has been compared to the traditional linear approaches and is generally considered as more efficient in terms of precision and response time. In this work, we specifically deal with the multivariable character of this actuator and we introduce the A-T transformation, similar to the Park Transformation used for electrical systems study, in order to give a strict feedback form to its state model, clarify the physical phenomena occurring during its control and distinguish the system's two degrees of freedom. This transformation allows a comparison with electrical motors described in the Park's frame. This parallel allows to solution the complex problem of zero speed observation of the piston's position by transferring the methodologies which have been previously used on electrical systems. The utilization of the two degrees of freedom is illustrated by the synthesis of control law which combines the piston position trajectory tracking with the respect of a given criterion (which can be the pressurization level or the instantaneous gas consummation optimization). The use of an electropneumatic actuator as a variable stiffness actuator (VSA) is studied. A control law base on the A-T transform is proposed in order to simultaneously control the position and the pneumatic stiffness of the actuator. A control gains tuning strategy is proposed to allow the system closed loop impedance tuning. The influence of the pneumatic stiffness over the closed loop stiffness is studied. An alternative energy source (pressurized helium) is also used for the first time. The influence of the change of gas over the actuator sizing is studied and a methodology allowing using control laws designed for air applications is proposed. Every proposition are tested and validated using an innovative test bench with a unique structure. The latter combines two actuators. One is an electropneumatic actuator (the one studied) and the other one is a linear motor (used as the load actuator). The use of the latter allows disturbance generation in a wide bandwidth and the real-time tuning of the load dynamic characteristics. Finally, the tools developed in this PHD are used in order to validate the implementation of an electropneumatic solution to the thrust vector control problem of a nano scale space launcher. Data provided by the CNES (the French National Space Agency) are used to de ne specific requirements and the flight conditions are reproduced on the test bench to assess the solution quality.

Cette thèse porte sur les interactions entre les déformations halocinétiques locales au sein des mini-bassins salifères et les déformations régionales compressives. L’étude s’appuie sur une analyse structurale multi-échelle détaillée d’une province à mini-bassins se développant dans le bassin d’avant pays de Sivas (Turquie). Une analyse de terrain approfondie, associée à une étude de données de subsurface, permet de proposer une révision des cartes géologiques ainsi qu’une évolution tectonosédimentaire identifiant les déformations liées à la tectonique salifère et celles liées à la propagation de la ceinture de plis et de chevauchements dans l’avant-pays. A partir de l’Eocène supérieur, le fluage del’évaporite autochtone, initié et entretenu par le chargement sédimentaire différentiel ainsi que par la déformation compressive, permet la formation d’une première génération de mini-bassins. Ces minibassins, constitués par une formation continentale Oligocène, vont être recouverts par une nappe d’évaporite allochtone accueillant une seconde génération de mini-bassins constitués de formations continentales et marines Oligo-Miocène. L’initiation du domaine de mini-bassins secondaires est caractérisée par une distribution polygonale du réseau de diapirs et de murs d’évaporites. Ces mini-bassins enregistrent localement les effets de la tectonique salifère par le développement d’une grande variété de structures halocinétiques à différentes échelles telles que les séquences halocinétiques unitaires (crochet et éventail), séquences composites (tabulaire ou fuseau) et megaflaps. Une série de modélisation analogique préliminaire amontré que ces structures peuvent se développer avec ou sans l’application d’une compression aux limites. De plus, les analogies géométriques entre les mini-bassins de Sivas et les provinces salifères connues suggèrent que la dynamique de formation de ces mini-bassins est au premier ordre contrôlée par le chargement sédimentaire différentiel, découplé partiellement de la compression régionale. Néanmoins, l’analyse du réseau de fractures et de l’endommagement matriciel souligne l’enregistrement précoce de la déformation compressive régionale lors de l’initiation des mini-bassins.L’influence du raccourcissement sur la structuration de la province à mini-bassins s’exprime de manière croissante par l’écrasement des corps salifères permettant : (i) le développement de dépocentres linéaires préférentiellement perpendiculaire à la direction de raccourcissement, (ii) l’émergence de corps allochtones d’évaporites en surface, ainsi que (iii) la rotation et translation des mini-bassins. Cette province à mini-bassins génère une discontinuité dans la propagation et l’accommodation de la déformation compressive : la déformation compressive est accommodée auniveau du réseau polygonal de murs d’évaporites formant des structures multidirectionnelles. De plus, cette concentration de la déformation par écrasement des structures salifères entraine la remobilisation des évaporites vers l’avant-pays générant alors un nouveau système salifère. / This doctoral work studies the interaction between withdrawal of minibasins and regional shortening during evolution of a foreland fold-and-thrust belt. This is achieved by a multiscale structural analysis of the Sivas Basin (Turkey). Extensive field work and regional seismic lines interpretations helped to build a new and detailed geologic map of the central Sivas Basin and to provide a new tectonosedimentary framework highlighting the influence of salt tectonics and the regional shortening, starting in the Late Eocene by the autochthonous evaporite deposition. This level is remobilized by the northward migrating sedimentary load, shortening and tilting of the basin southern margin during propagation of the foreland fold-and-thrust belt. Evaporite flow is recorded by the withdrawal of a primary generation of continental Oligocene minibasins which are then covered by an evaporite canopy. The canopy extending northward allows the development of second generation of continental to shallow marine mini-basins from Oligocene to Middle Miocene. Secondary minibasins initiation in the central part of the Basin, is characterized by sub-circular minibasins surrounded by polygonal diapirs and walls. Flanking these minibasins, a large variety of halokinetic structures is described: halokinetic sequences (hooks and wedges), composite halokinetic sequences and megaflaps. Preliminary sand-box modeling study suggests the development of thesehalokinetic structures both with and without shortening. Furthermore, minibasins geometries are closely similar to those imaged or mapped in other salt provinces suggesting that mini-basin withdrew is first control by sedimentary load, probably due to decoupling by the salt. However, the fractures and anisotropy of magnetic susceptibility analyses suggests the record of shortening since the minibasins initiation. The increase influence of regional shortening on the minibasins domain is expressed by salt walls and diapirs squeezing inducing: (i) the development of linear mini-basins perpendicular to the shortening direction, (ii) salt sheet emplacement and (iii) the translation/rotation of minibasins. The minibasins province produces a discontinuity for the fold-and-thrust belt propagation. Indeed, the minibasins province accommodates the shortening deformation along the polygonal network of salt walls and diapirs forming multidirectional structures. Furthermore, the regional shortening accommodation by salt structures squeezing produce an evaporitic remobilization and migration of a salt canopy toward the foreland basin. / Bu doktora tezi/çalışması, bir önülke kıvrım ve bindirme kuşağının evrimi sırasında minihavzaların çekilmesi ve bölgesel kısalma arasındaki etkileşimi konu edinir. Çoklu ölçekteki bu yapısal analiz Sivas Havzası (Türkiye) ölçeğinde gerçekleştirilmiştir. Kapsamlı saha çalışması ve bölgesel olarak sismik kesitlerden ortaya çıkarılan yorumlamalar, Sivas Havzası’nın orta kesiminde detaylı bir jeolojik haritalama yapımına yardımcı olmuş ve otokton evaporit depolanmasının başladığı Geç Eosen’den başlayarak havza için tuz tektoniği ve bölgesel kısalmanın etkisindeki yeni bir tektono-sedimanter çatının ortaya çıkarılmasına neden olmuştur. Söz konusu seviye, önülke kıvrım ve bindirme kuşağının ilerlemesisüresince kuzeye doğru sedimanter dolgunun göçüyle birlikte havzanın güney kenarında kısalıma uğrayarak ve eğim kazanarak remobilize olmuştur. Evaporit akışı, kıtasal Oligosen minihavzalarının ilksel olarak oluşumundan sonra çekilmesine bağlı olarak gözlenmiş ve sonrasında evaporit yaygılarıyla örtülmüştür. Kuzeye kadar uzanan bu yaygı, Oligosen-Orta Miyosen arasında kıtasaldan sonra sığ denizel tipteki ikincil minihavzaların gelişimine de neden olmuştur.Havzanın orta kesimindeki ikincil minihavza başlangıcı, poligonal diyapir ve duvarlar tarafından çevrelenen dairesel minihavzalarla karakterize olur. Bu minihavzaların kanatlarında halokinetik yapılar tanımlanmıştır. Kanca (hook) ve kama (wedge) tiplerde olmak üzere halokinetik seriler, kompozit halokinetik seriler ve megaflaplar bu yapılar arasında sayılabilir. Çalışmanın başlangıcında yapılan kum kutusu model deneyi, bu halokinetik yapıların kısalmayla veya kısalma olmaksızın geliştiğini göstermiştir. Buna ek olarak minihavzaların geometrisi, muhtemelen tuzun ayrışmasından dolayı tortul yükün ilkkontrolünden dolayı çekilen diğer tuz bölgelerinde önerilen haritalanmış minihavzalara benzerdir. Bununla birlikte kırık ve manyetik suseptibilite analizleri, minihavzaların başlangıcından itibaren kısalmanın kayıt edilebilmesi hakkında fikir vermektedir. Minihavza bölgelerindeki bölgesel kısalımın artışı, tuz duvarları ve diyapirlerin sıkışmasıyla birlikte(i) kısalma yönüne dik durumdaki çizgisel minihavzaların gelişimi, (ii) tuz örtülerinin yerleşimi ve (iii) minihavzaların yer değiştirmesi veya dönmesiyle açıklanır. Minihavzalar bölgesi, kıvrım ve bindirme kuşağının gelişimi için bir süreksizlik üretir. Aslında, minihavzalar birçok yönde yapılar oluşturarak tuz duvarları ve diyapirlerin polygonal şekildeki yerleşimi boyunca kısalma deformasyonuna eşlik eder. Üstelik, tuz yapılarının eşlik ettiği bölgesel kısalma önülke havzalarına doğru evaporitik bir göçe de neden olmaktadır.

La compréhension des processus et des modalités de l’inversion des systèmes extensifs et plus particulièrement les domaines de marges amincies, dans les chaines de collision est un enjeu majeur. La chaîne intracontinentale des Pyrénées constitue un exemple d’inversion de marges passives hyper-amincies, associées à un métamorphisme HT-BP et intégrées dans le prisme orogénique. La première partie de cette étude est centrée sur l’étude de la répartition du métamorphisme HT-BP associé à la phase de rifting et de l’exhumation du manteau lithosphérique. L’apport des données de TRSCM a permis, dans un premier temps, de définir l’enveloppe de la ZIM caractérisée par des températures comprises entre 400 et 630°C à l’échelle de l’ensemble de la chaîne et de montrer qu’il n’existe pas de gradient significatif des températures maximales à cette échelle. Dans un second temps, cette étude a permis de mettre en évidence des sauts de température importants au travers de failles majeures et de distinguer des gradients de températures latéraux à l’échelle des différents bassins constituant la ZIM, en particulier dans l’ouest de la chaîne sur l’exemple de la Nappe de Marbres. Cette partie de l’étude montre également l’importance d’une tectonique salifère antérieure au métamorphisme de HT-BP. La seconde partie de cette étude, concernant la structure de la ZIM met en évidence trois phases de déformation, associées à l’orogenèse pyrénéenne ainsi que le rôle du niveau de décollement des évaporites du Trias supérieur dans l’allochtonie généralisée de la ZIM. De plus, les failles majeures observées dans la ZNP, montrent un mouvement inverse avec une composante décrochante sénestre. L’interprétation de l’ensemble de ces résultats suggère que la ZIM et la ZNP ne forme qu’une seule unité découplée du socle varisque au niveau du Trias supérieur et déplacée par des chevauchements plats issus de l’héritage extensif, lors du début de la convergence. Le mode de déformation est alors de type thin-skinned, puis devient, lors de la collision des deux paléomarges, de type thick-skinned, avec le développement de faille majeures associées à l’exhumation des blocs de socle (Massifs Nord-Pyrénéens) qui ont découpé l’ensemble de la ZIM. / The understanding of the processes and scenarios of the inversion of extensional systems, and more specifically of hyper-extended margins, in collision thrust belts is a major issue. The intracontinental belt of the Pyrenees is an example of inversion of hyper-extended margins, associated with a HT-LP metamorphism and then integrated within the orogenic wedge. The first part of this study is focused on the distribution of the HT-LP metamorphism associated with rifting and the exhumation of lithospheric mantle. A new set of TRSCM data allows the recognition of the geometry of the IMZ, characterized with temperature ranging from 400 to 630°C and shows the absence of a regional gradient at this scale. This study then shows significant temperature gaps across major faults and distinguishes lateral temperature gradients at the scale of the different basins constituting the IMZ, especially in the westernmost part of the belt, in the Nappe des Marbres Basin. This part of the study moreover shows the importance of a salt tectonics prior to the HT-LP metamorphism. The second part shows the existence of three main tectonics phases during the Pyrenean orogeny and the role played by the Late Triassic evaporites as a decollement level in the generalized allochthony of the IMZ. A left-lateral component along the main faults within and along the boundaries of the North Pyrenean Zone (ZNP) is also shown. The interpretation of these observations is that the IMZ and ZNP form a single tectonic unit, decoupled from the Variscan basement by the decollement in the Late Triassic deposits and displaced above shallow-dipping thrust faults inherited from the rifting episode, during the first stages of the convergence. Deformation mode is then thin-skinned and becomes thick-skinned when the two paleomargins collide, with the development of major steeper faults linked with the exhumation of basement blocks (North Pyrenean Massifs) that dissected the IMZ.

The Frontier Formation in the Green River Basin of southwestern Wyoming consists of Late Cretaceous (Cenomanian-Turonian) marine and non-marine sandstones, siltstones, mudstones and coals deposited on the western margin of the Cretaceous Interior Seaway. Tight gas reservoirs exist in subsurface fluviodeltaic sandstones in the upper Frontier Formation (Dry Hollow Member) on the north-south trending Moxa Arch within the basin. These strata crop out in hogback ridges of the Utah-Idaho-Wyoming Thrust Belt approximately 40 km west of the crest of the Moxa Arch. Detailed, quantitative outcrop descriptions were constructed using emerging photogrammetric techniques along with field observations and measured sections at five key outcrop localities along the thrust belt. Understanding the architectural style of this low net-to-gross fluvial system allows for improved reservoir prediction in this and other comparable basins. The architectural style of the Dry Hollow Member fluvial deposits varies vertically as the result of a relative shoreline transgression during Dry Hollow deposition. Amalgamated conglomerates and associated fine to coarse sandstones near the base of the section and much thinner, isolated sandstones near the top of the Dry Hollow occur in laterally extensive units that can be identified over tens of kilometers. These units also provide means to relate outcrop and subsurface stratigraphic architecture. Combined with available subsurface data, fully-realized 3D static reservoir models for use as analogs in subsurface reservoir characterization may be constructed. Grain size, reservoir thickness and connectivity of fluvial sandstones is generally greatest near the base of this member and decreases upward overall. Despite relative isolation of some channel bodies, geocellular facies modeling indicates good lateral and vertical connectivity of most channel sandstones. The Kemmerer Coal Zone, with little sandstone, divides lower and upper well-connected sandy units.

There is currently a great deal of interest within the aviation community in the design of small, slow-flying but manoeuvrable uninhabited vehicles for reconnaissance, surveillance, and search and rescue operations in urban environments. Inspired by observation of birds, insects, fish and cetaceans, flapping wings are being actively studied in the hope that they may provide greater propulsive efficiencies than propellers and rotors at low Reynolds numbers for such Micro-Air Vehicles (MAVs). Researchers have posited the Strouhal number (combining flapping frequency, amplitude and forward speed) as the parameter controlling flapping wing aerodynamics in cruising flight, although there is conflicting evidence. This thesis explores the effect of flapping frequency and amplitude on forces and wake structures, as well as physical mechanisms leading to optimum propulsive efficiency. Two-dimensional rigid airfoils are considered at Reynolds number 2,000 ??? 40,000. A compressible Navier-Stokes simulation is combined with numerical and analytical potential flow techniques to isolate and evaluate the effect of viscosity, leading and trailing edge vortex separation, and wake vortex dynamics. The wake structures of a plunging airfoil are shown to be sensitive to the flapping frequency independent of the Strouhal number. For a given frequency, the wake of the airfoil exhibits ???vortex lock-in??? as the amplitude of motion is increased, in a manner analogous to an oscillating circular cylinder. This is caused by interaction between the flapping frequency and the ???bluff-body??? vortex shedding frequency apparent even for streamlined airfoils at low Reynolds number. The thrust and propulsive efficiency of a plunging airfoil are also shown to be sensitive to the flapping frequency independent of Strouhal number. This dependence is the result of vortex shedding from the leading edge, and an interaction between the flapping frequency and the time for vortex formation, separation and convection over the airfoil surface. The observed propulsive efficiency peak for a pitching and plunging airfoil is shown to be the result of leading edge vortex shedding at low flapping frequencies (low Strouhal numbers), and high power requirements at large flapping amplitudes (high Strouhal numbers). The efficiency peak is governed by flapping frequency and amplitude separately, rather than the Strouhal number directly.

<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.

Detta examensarbete har utförts på Fläktwoods AB i Växjö, som producerar stora axialfläktar för olika industriapplikationer. Syftet är att öka kunskapen om fettsmorda axiella kullager genom FE analyser. Projektet har genomförts i fem delsteg för att avgöra påverkan av en eller några få parametrar i taget. De studerade parametrarna är: elementstorlek, kontaktstyvhet, last, lagergeometri (dvs. oskulation), ickelinjär geometri och ickelinjära materialegenskaper (dvs. plasticitet). Slutsatsen är att elementstorleken bör väljas fint nog för att ge ett jämnt resultat men grovt nog för att beräkningstiden skal vara rimlig. Kontaktstyvheten har inte stor, men tydlig, inverkan på kontakttrycket och penetrationen. Förändringar av oskulationen leder till förändringar i kontaktellipsens form medan olika laster inte påverkar formen på ellipsen, utan snarare storleken. När det handlar om plasticitet är sträckgränsen den viktigaste faktorn att beakta. / This thesis project was carried out at Fläktwoods AB in Växjö who produces large axial fans for different industry applications. The purpose is to increase the knowledge of grease lubricated axial ball bearings through FE analyses. The project was executed into five sub steps to determine the influence of one or few parameters at a time. The studied parameters are: mesh density, contact stiffness, load, bearing geometry (i.e. osculation), geometrical nonlinearity and material nonlinearity (i.e. plasticity). It is concluded that the mesh density should be selected fine enough to give a smooth result but course enough to give a reasonable calculation time. The contact stiffness has not a major, but a clear, impact on the contact pressure and penetration. Changes of the osculation lead to changes of the contact ellipse shape and applying different load level does not affect the shape of the ellipse but rather the size. When dealing with plasticity the yield strength is the most important factor to take in consideration.

The recent interests in the necessity of high maneuverability and vertical launching triggered namely the unconventional control design techniques that are effective at high angle of attack flight regimes. For most of missile configurations, this interest required thrust vector control together with conventional aerodynamic control. In this study, nonlinear modeling and dynamical analysis of a surface to air missile with both aerodynamic and thrust vector control is investigated. Aerodynamic force and moment modeling of the presented missile includes the challenging high angle of attack aerodynamics behavior and the so called hybrid control, which utilizes both tail fins and jet vanes as control surfaces. Thrust vector and aerodynamic control effectiveness is examined during flight envelope. Different autopilot designs are accomplished with hybrid control. Midcourse and terminal guidance algorithms are implemented and performed on target sets including maneuverable targets. A different initial turnover strategy is suggested and compared with standard skid-to-turn maneuver. Comparisons of initial roll with aerodynamic and thrust vector control are examined. Afterwards, some critical maneuvers and hybrid control ratio is studied with a real coded genetic algorithm. Rapid turnover for low altitude targets, intercept maneuver analysis with hybrid control ratio and lastly, engagement initiation maneuver optimization is fulfilled.