In this research, a multi-agent approach was applied to the design of a large axial flow compressor in order to optimise performance and to greatly enlarge the useful operating range of the machine. In this design a number of distributed software/hardware agents co-operate to control the internal geometry of the machine and thereby optimise the compressor characteristics in response to changes in flow conditions. The resulting machine is termed an ‘Intelligent Geometry Compressor’ (IGC). The design of a multi-agent system for the IGC was carried out in three main phases, each supported by computer simulation. In the first phase a steady-state model of the IGC was developed in which global control of the variable geometry is achieved by a single agent. This was used to help identify specific requirements for performance and the underlying parametric relationships. The subsequent phases incorporated additional agents into the machine design to meet these requirements. Initially, agents were deployed to optimise the settings of individual rows of stator vanes. In the final phase, the MAS was extended to incorporate agents into the machine design for the control of individual stator vanes. Simulation results were obtained which demonstrate the effectiveness of the intelligent geometry compressor in achieving delivery pressure regulation over a wide range of steady-state operating conditions whilst optimising overall machine efficiency and avoiding the occurrence of stall. Some of the implications for the physical design of an IGC arising from the MAS concept were briefly considered. The experience of the research supported by the specific results and observations from many simulation trials, led to the conclusion that multi-agent systems can provide an effective and novel alternative approach to the design of an intelligent geometry compressor. By implication, this conclusion may be extended to other intelligent machine applications where similar opportunity to apply a distributed control solution exists.

Previous applications have shown that a wingtip treatment on a commercial airliner will reduce drag and increase fuel efficiency and the most common types of treatment are blended winglets and raked wingtips. With Boeing currently investigating novel designs for its next generation of airliners, a variable geometry raked wingtip novel control effector (VGRWT/NCE) was studied to determine the aerodynamic performance benefits over an untreated wingtip. The Boeing SUGAR design employing a truss-braced wing was selected as the baseline. Vortex lattice method (VLM) and computational fluid dynamics (CFD) software was implemented to analyze the aerodynamic performance of such a configuration applied to a next-generation, transonic, mid-range transport aircraft. Several models were created to simulate various sweep positions for the VGRWT/NCE tip, as well as a baseline model with an untreated wingtip. The majority of investigation was conducted using the VLM software, with CFD used largely as a validation of the VLM analysis. The VGRWT/NCE tip was shown to increase the lift of the wing while also decreasing the drag. As expected, the unswept VGRWT/NCE tip increases the amount of lift available over the untreated wingtip, which will be very beneficial for take-off and landing. Similarly, the swept VGRWT/NCE tip reduced the drag of the wing during cruise compared to the unmodified tip, which will favorably impact the fuel efficiency of the aircraft. Also, the swept VGRWT/NCE tip showed an increase in moment compared to the unmodified wingtip, implying an increase in stability, as well providing an avenue for roll control and gust alleviation for flexible wings. CFD analysis validated VLM as a useful low fidelity tool that yielded quite accurate results. The main results of this study are tabulated "deltas" in the forces and moments on the VGRWT/NCE tip as a function of sweep angle and aileron deflection compared to the baseline wing. A side study of the effects of the joint between the main wing and the movable tip showed that the drag impact can be kept small by careful design. / Master of Science

Isostatic frameworks are statically determinate trusses that are self contained (Le. they exist independent of support or foundation). Isostatic frameworks have been widely used as supporting structures, and recently they have been used as the structure for parallel manipulators. These truss-based manipulators could potentially solve the problems facing conventional manipulators and could make the design of high-degree-of-freedom manipulators feasible. The rigorous scientific study of isostatic frameworks and manipulators based on their structure has been limited. Recent developments in the design of large space structures and truss-based manipulators, however, demand rigorous design and mathematical tools. This dissertation provides a general theory for the design of structures based on frameworks and methods to analyze the kinematics of truss-based manipulators. The objective of the first part of this dissertation is to solve the problems of identification, generation and classification of isostatic frameworks in greater depth than in any past work in this area. Original methods are discussed for the enumeration and generation of isostatic frameworks. The first part also presents an original method to determine the geometry of general frameworks and an improved method to find the forces in their members. The determination of geometry and forces are critical areas in structural design. The second part of this dissertation presents a case study on one of the candidates for manipulator applications, the double-octahedral manipulator. The kinematic analyses of the double-octahedral manipulator includes methods to perform forward and inverse kinematic analysis, velocity and acceleration analysis, singularity analysis and workspace analysis. The closed-form solution to the inverse analysis presented herein is a major breakthrough in the development of the double-octahedral manipulator. Other analysis, such as velocity and acceleration, singularity, and workspace, depend on the inverse solution. It is believed that these solutions will help narrow the gap between theory and application of truss-based manipulators. The determination of singularities and works paces are application of recent ideas of other researchers. However, original implementations of these ideas have yielded astonishing results. The Jacobian and Hessian matrix presented in this dissertation should help in developing the control scheme for this device. C-Ianguage program codes for several of the methods are also provided. The methods have been tested based on the results obtained from these programs. The position analysis algorithms have also been tested on real hardware. Some of the methods developed here have been successfully employed for simulated and experimental vibration control studies. / Ph. D.

Morphing aircraft combine both radical and subtle wing shape changes to improve vehicle performance relative to a rigid airframe. An aircraft wind tunnel model with considerable wing-shape freedom can serve as a tool in learning to model, control, and fully exploit the potential of such vehicles. This work describes the design, development, and initial analysis of a wind tunnel model that combines large and small wing shape variations for fundamental research in modeling and control of morphing air vehicles. The vehicle is designed for five primary purposes: quasi-steady aerodynamic modeling of an aircraft with large planform changes, optimization studies in achieving efficient flight configurations, transient aerodynamic modeling of high-rate planform changes, evaluating planform maneuvering as an control effector, and gimbaled flight control simulation of a morphing aircraft. The knowledge gained from the wind tunnel evaluations will be used to develop general stabilization and optimal control strategies that can be applied to other vehicles with large scale planform changes and morphing flight models. After a brief background on the development of the Morphing Aircraft Program, and previous research ventures, the first phase vehicle development is described. The vehicle function, subsystems, and control are all presented in addition to the results of first phase wind tunnel testing. Deficiencies in the phase one design motivated the phase two development which has led to the current vehicle model: MORPHEUS. The evolution towards the MORPHEUS configuration is presented in detail along with an elementary strength analysis. The new embedded control implementation to permit a rate controllable planform is included. A preliminary aerodynamic analysis is presented to contrast MORPHEUS against the phase one design and an industry morphing concept. In particular, it is shown how the redesigned model has enhanced performance characteristics and the additional degrees of freedom enable greater flexibility in optimizing a configuration, especially with respect to trim characteristics. An expansion of traditional analysis techniques is applied to derive a new optimal twist algorithm for the MORPHEUS model at each planform configuration. The analysis concludes with a hybrid continuous modeling method that combines first-order computational aerodynamic modeling with classic stability expressions and DATCOM enhancements. The elementary aerodynamic coefficients are computed over the range of possible planform configurations and combined with the optimal twist results for preliminary trim analysis. This work precedes phase two wind tunnel testing and transient modeling. Future work involves expansion into the five purposes detailed for the MORPHEUS model. / Master of Science

Tensegrity structures consist of isolated compression members (rigid bars) suspended by a continuous network of tension members (cables). Tensegrity structures can be used as variable geometry truss (VGT) mechanisms by actuating links to change their length. This paper will present a new method of position finding for tensegrity structures that can be used for actuation as VGT mechanisms. Tensegrity structures are difficult to understand and mathematically model. This difficulty is primarily because tensegrity structures only exist in specific stable tensegrity positions. Previous work has focused on analysis based on statics, dynamics, and virtual work approaches. This work considers tensegrity structures from a kinematic viewpoint. The kinematic approach leads to a better understanding of the conditions under which tensegrity structures exist in the stable positions. The primary understanding that comes from this kinematic analysis is that stable positions for tensegrity structures exist only on the boundaries of nonassembly of the structure. This understanding also allows the tensegrity positions to be easily found. This paper presents a method of position finding based on kinematic constraints and applies that method to several example tensegrity structures. / Master of Science

No description available.

Com o aumento da crise hídrica aumentou a perfuração de poços tubulares e consequentemente a procura de métodos para se identificar aquíferos. Para esta finalidade, a geofísica aplicada tem sido cada vez mais procurada. Neste trabalho, utilizando a técnica geoelétrica de imageamento elétrico multi-eletrodos à geometria variável, visou-se localizar lineamentos estruturais nas rochas em subsuperfície, aptas a armazenarem água. Analisou-se quatro casos de aquíferos em rochas cristalinas: i) três deles em metassedimentos e corpos graníticos do Grupo Araxá; ii) e outro nos domos gnáissicos-migmatíticos da Formação Itabaiana Simão Dias. Os dados adquiridos foram processados e interpretados de acordo com informações geológicas de cada região. Para avaliar a resposta geofísica, em todas as situações os poços foram perfurados de acordo com o resultado do imageamento elétrico e em todas elas os poços perfurados apresentaram vazão de água. / With increasing water crisis also increased the drilling wells and therefore the demand for methods to identify aquifers. For this purpose, geophysics has been increasingly demanded. In this work, using the geoelectric technique of electric imaging with multi-electrode and variable geometry aimed to locate structural lineaments on the rocks in the subsurface, able to store water. It analyzed four cases of aquifers in crystalline rocks: i) three of them in the metasediments and granitic bodies of the Araxá Group; ii) and the other in the gneiss-migmatitic domes of Formation Itabaiana - Simão Dias. The acquired data were processed and interpreted in accordance with geological information of each region. To evaluate geophysical response, in all situations the wells were drilled in accordance with the result of the electric imaging and in all of them the drilled wells showed water flow.

It is believed that structures and actuation systems should be tightly integrated together in the future to create fast moving, efficient, lightweight dynamic machines. Such actuated structures could be used for morphing aircraft wings, lightweight actuated space structures, or in robotics. This requires actuators to be distributed through the structure. A tensegrity structure is a very promising candidate for this future integration due to its potentially excellent stiffness and strength-to-weight ratio, and the inherent advantage of being a multi-element structure into which actuators can be embedded. Development of these machines will utilise expertise in several fields, involving kinematics, dynamics, actuation and multi-axis motion control. The research presented in this thesis concerns the study of multi-axis actuated tensegrity structures. A form-finding method has been developed to find stable geometries and determine stiffness properties of the type of tensegrity structure proposed. It has been shown that a tensegrity structure, with practical nodes of finite size, can be designed with actuated members to give shape-changing properties while potentially allowing a good stiffness to mass ratio. An antagonistic multi-axis control scheme has been developed for the tensegrity structure. The describing function technique has been used to analyse the dead band controller in the control scheme, giving a stability criterion. An experimental actuated tensegrity system has been designed and built incorporating pneumatic muscles controlled by switching valves. Mathematical models for the experimental actuated tensegrity system have been developed in detail, including the pneumatic actuation system and the structure geometry. The dynamic behaviour of the tensegrity system has been investigated via several simulation studies, using the developed models and the proposed control scheme. Experimental validation has been successfully conducted. The multi-axis control scheme can accurately control the tensegrity structure to achieve shape changes while maintaining a desired level of internal pre-load. The mathematical models can be used as a basis for further development.

Fully morphing wings allow the active change of the wing surface contours/wing configuration in flight enabling the optimum wing design for various flight regimes. These wing shape deformations are obtained by using smart actuators, which requires that the wing structure be flexible enough to morph under applied actuator loads and at the same time be fully capable of holding the aerodynamic loads. The study of such wing surface deformation requires an aeroelastic analysis since there is an active structural deformation under an applied aerodynamic field. Herein, a 2-D wing section, that is, an airfoil is considered. Modeling a variable geometry airfoil is performed using B-spline expansions. B-spline representation is also favorable towards optimization and provides a methodology to design curves based on discrete polygon points. The energy required for deforming the airfoil contour needs to be minimized. One of the methodologies adopted to minimize this actuation energy is to use the aerodynamic load itself for wing deformation. Another approach is to treat the airfoil deformation as a Multi Disciplinary Optimization (MDO) problem wherein the actuation energy needs to be minimized subject to certain constraints. The structural analysis is performed using commercial finite element software. The aerodynamic model is initiated from viscous-inviscid interaction codes and later developed from commercial Computational Fluid Dynamics (CFD) codes. Various modeling levels are investigated to determine the design requirements on morphing airfoils for enhanced aircraft maneuverability. / Singapore-MIT Alliance (SMA)

A turbo system is driven by the excess energy in the exhaust gases.  As a result, variation in exhaust temperature cause variations in  boost pressure. By using the information about the available exhaust  energy in the turbo controller directly through a feedforward  controller, an unexpected variation in turbo boost can be avoided. A  model based controller is developed that calculates the desired  turbine power from the boost pressure reference and then, by  observing the available exhaust energy, controls the generated  turbine power to match the desired power. A Mean Value Engine Model  has been used to make simulation with the developed controller  implemented. Steps between different boost pressure references are  used to evaluate controller performance. Tests in a car have also  been made to make sure the simulation results are consistent in a  real environment. / Turbosystem drivs av överskottsenergin i motorns avgaser. Dettainnebär att temperaturvariationer i avgaserna orsakar variationer igenererad turbineffekt och därmed ökat laddtryck från turbosystemet.Används informationen om den tillgängliga energin i avgaserna när manstyr turbinen så kan man motverka oväntade laddtrycksförändringar. Idenna rapport har en modellbaserad turboregulator med en framkopplingsom beräknar en önskad turbineffekt från givet referenstryckutvecklats. Sedan tas en styrsignal fram till turbinen som, genom attanvända informationen om den observerade energin i avgaserna, matcharden önskade turbineffekten. En model av en medelvärdesmotor haranvänds för att validera prestandan i regulatorn via stegsvar mellanolika referenstryck. Det har även utförts tester i bil för att avgöraom resultatet blir detsamma under verkliga förhållanden.