Dans les biotechnologies, les particules magnétiques sont de plus en plus utilisées dans diverses applications, de thérapies ou de diagnostics : " Drug delivery ", traitements de cancers, IRM, etc. Inscrit dans le démarrage d'un nouvel axe de recherche du laboratoire SPINTEC, le travail de thèse a mis en œuvre des particules élaborées par une approche de type "top-down". Les matériaux utilisés sont antiferromagnétiques synthétiques (SAF). L'intérêt des nanoparticules magnétiques dans les domaines biomédicaux a été présenté en introduction. L'étude réalisée à SPINTEC a tout d'abord consisté à caractériser et modéliser différents matériaux SAF, et développer les procédés technologiques permettant la fabrication des particules. Ensuite le travail a été consacré à l'observation et la modélisation du comportement des particules en suspension dans un champ magnétique appliqué. Un modèle des phénomènes d'autopolarisation et d'agglomération des particules SAF a permis de déterminer une susceptibilité seuil en dessous de laquelle les particules restent dispersées en solution, évitant les phénomènes d'agglomération.

<p>The objective of this thesis work was to construct and implement an algorithm into the programADAPDT to calculate the zero-lift drag profile for defined aircraft geometries. ADAPDT, shortfor AeroDynamic Analysis and Preliminary Design Tool, is a program that calculates forces andmoments about a flat plate geometry based on potential flow theory. Zero-lift drag will becalculated by means of different hand-book methods found suitable for the objective andapplicable to the geometry definition that ADAPDT utilizes.</p><p>Drag has two main sources of origin: friction and pressure distribution, all drag acting on theaircraft can be traced back to one of these two physical phenomena. In aviation drag is dividedinto induced drag that depends on the lift produced and zero-lift drag that depends on the geometry of the aircraft.</p><p>How reliable and accurate the zero-lift drag computations are depends on the geometry data thatcan be extracted and used. ADAPDT‟s geometry definition is limited to flat plate geometrieshowever although simple it has the potential to provide a huge amount of data and also delivergood results for the intended use. The flat plate representation of the geometry proved to beleast sufficient for the body while wing elements could be described with much more accuracy.</p><p>Different empirical hand-book methods were used to create the zero-lift drag algorithm. Whenchoosing equations and formulas, great care had to be taken as to what input was required sothat ADAPDT could provide the corresponding output. At the same time the equations shouldnot be so basic that level of accuracy would be compromised beyond what should be expectedfrom the intended use.</p><p>Finally, four well known aircraft configurations, with available zero-lift drag data, weremodeled with ADAPDT‟s flat plate geometry in order to validate, verify and evaluate the zeroliftdrag algorithm‟s magnitude of reliability. The results for conventional aircraft geometriesprovided a relative error within 0-15 % of the reference data given in the speed range of zero toMach 1.2. While for an aircraft with more complicated body geometry the error could go up to40 % in the same speed regime. But even though the limited geometry is grounds foruncertainties the final product provides ADAPDT with very good zero-lift drag estimationcapability earlier not available. A capability that overtime as ADAPDT continues to evolve hasthe potential to further develop in terms of improved accuracy.</p> / <p>Målet med detta examensarbete var att skapa och implementera en algoritm som införmöjligheten att beräkna nollmotstånd för givna flygplansgeometrier i programmet ADAPDT.ADAPDT, kort för AeroDynamic Analysis and Preliminary Design Tool, är ett program som,baserat på potential strömnings teori, beräknar krafter och moment på en geometri uppbyggd avplana plattor. Nollmotståndet kommer att baseras en kombination av handboksmetoder somfunnits lämpliga och applicerbara på geometridefinitionen given i ADAPDT.</p><p>Motstånd har sitt ursprung i två fysikaliska fenomen: friktion och tryckfördelning, ur vilka alltmotstånd som agerar på ett flygplan härrör. Inom flyget delar man in motståndet ilyftkraftsberoende inducerat motstånd samt geometriberoende nollmotstånd.</p><p>Hur pålitliga och noggranna motståndsberäkningarna kan förväntas vara beror på mängdengeometriska data som finns att tillgå. ADAPDT:s geometridefinition är begränsad till planaplattor men trots detta finns potential att leverera stora mängder data och resultat med rimlignoggrannhet. Plan plattgeometrin visade sig, för kroppsgeometrin, väldigt begränsad ochotillräcklig medan ving element kunde beskrivas med större noggrannhet.</p><p>En rad olika empiriska handboksmetoder användes för att skapa nollmotståndsalgoritmen. Vidvalet av formler och ekvationer var det viktigt att välja sådana som ADAPDT kunde försetillräckligt med data till. Samtidigt fick formlerna inte vara alltför simpla så att måttet avnoggrannhet i resultaten vart alltför låg mot för vad som, för ändamålet, är förväntat.</p><p>Slutligen valdes fyra kända flygplan, med nollmotståndsdata tillgängligt, att modeleras medADAPDT:s plan plattgeometri för att validera, verifiera och utvärdera algoritmens mått avtillförlitlighet. Resultaten för mer konventionella flygplanskonfigurationer visade på ett relativtfel mellan 0-15 % mot de givna referensflygplanens nollmotståndsdata inom hastigheterna 0 tillMach 1,2. För mer komplicerade konfigurationer steg det relativa felet omedelbart upp mot 40% inom samma hastighetsregim. Men även om den begränsade geometridefinitionen iADAPDT är grunden för mycket osäkerheter förser den slutliga produkten ändå programmetmed en väldigt god möjlighet till skattning av nollmotståndet som inte tidigare fanns. Enmöjlighet som över tid, allteftersom ADAPDT forstätter att utvecklas, har all potential till attförbättras med avseende på noggrannhet och tillförlitlighet.</p>

<p>At Saab Bofors Dynamics there are projects running which purpose are to develop simulators for various weapon systems like RBS 70. In order to manage creating real working simulators Saab Bofors Dynamics has to do more research and this final thesis is a part of this process.</p><p>This final thesis has been performed at Saab Bofors Dynamics in the department of modelling and simulation, RTRKM, in Karlskoga. The purpose was to develop a control algorithm which makes it possible for an aircraft to behave real when controlling through a joystick.</p><p>The conclusions show that further improvements are needed before the aircraft behaves entirely by the laws of physics. Among other things it is necessary to decrease the number of delimitations that have been done.</p>

Understanding animal locomotion requires modeling the interaction of the organism with its environment. Locomotion within granular media like sand, soil, and debris that display both solid and fluid-like behavior in response to stress is less studied than locomotion within fluids or on solid ground. To begin to reveal the secrets of movement in sand, I developed models to explain the subsurface locomotion of the sand-swimming sandfish lizard. I developed a resistive force theory (RFT) with empirical force laws to explain the swimming speed observed in animal experiments. By varying the amplitude of the undulation in the RFT, I found that the range of amplitude used by the animal predicted the optimal swimming speed. I developed a numerical model of the sandfish coupled to a discrete element method simulation of the granular medium to test assumptions in the RFT and to study more detailed mechanics of sand-swimming. Inspired by the shovel-shaped head of the sandfish lizard, I used the simulation to study lift forces in granular media: I found that when a submerged intruder moved at a constant speed within a granular medium it experienced a lift force whose sign and magnitude depended on the intruder shape. The principles learned from the models guided the development of a biologically inspired robot that swam within granular media with similar performance to the lizard.

The automotive industry has been in a marathon of advancement over the past decades. This is partly due to global environmental concerns about increasing amount of air pollutants such as NOx (oxides of nitrogen), CO (carbon monoxide) and particulate matters (PM) and decreasing fossil fuel resources. Recently due to stringent emission regulations such as US EPA (Environmental Protection Agency) and CARB (California Air Resource Board), improvement in fuel economy and reduction in the exhaust gas emissions have become the two major challenges for engine manufacturers. To fulfill the requirements of these regulations, the IC engines including gasoline and diesel engines have experienced significant modifications during the past decades. Incorporating the fully flexible valvetrains in production IC engines is one of the several ways to improve the performance of these engines. The ultimate goal of this PhD thesis is to conduct feasibility study on development of a reliable fully flexible hydraulic valvetrain for automotive engines. Camless valvetrains such as electro-hydraulic, electro-mechanical and electro-pneumatic valve actuators have been developed and extensively studied by several engine component manufacturers and researchers. Unlike conventional camshaft driven systems and cam-based variable valve timing (VVT) techniques, these systems offer valve timings and lift control that are fully independent of crankshaft position and engine speed. These systems are key technical enablers for HCCI, 2/4 stroke-switching gasoline and air hybrid technologies, each of which is a high fuel efficiency technology. Although the flexibility of the camless valvetrains is limitless, they are generally more complex and expensive than cam-based systems and require more study on areas of reliability, fail safety, durability, repeatability and robustness. On the contrary, the cam-based variable valve timing systems are more reliable, durable, repeatable and robust but much less flexible and much more complex in design. In this research work, a new hydraulic variable valve actuation system (VVA) is proposed, designed, prototyped and tested. The proposed system consists of a two rotary spool valves each of which actuated either by a combination of engine crankshaft and a phase shifter or by a variable speed servo-motor. The proposed actuation system offers the same level of flexibility as camless valvetrains while its reliability, repeatability and robustness are comparable with cam driven systems. In this system, the engine valve opening and closing events can be advanced or retarded without any constraint as well as the final valve lift. Transition from regenerative braking or air motor mode to conventional mode in air hybrid engines can be easily realized using the proposed valvetrain. The proposed VVA system, as a stand-alone unit, is modeled, designed, prototyped and successfully tested. The mathematical model of the system is verified by the experimental data and used as a numerical test bench for evaluating the performance of the designed control systems. The system test setup is equipped with valve timing and lift controllers and it is tested to measure repeatability, flexibility and control precision of the valve actuation system. For fast and accurate engine valve lift control, a simplified dynamic model of the system (average model) is derived based on the energy and mass conservation principles. A discrete time sliding mode controller is designed based on the system average model and it is implemented and tested on the experimental setup. To improve the energy efficiency and robustness of the proposed valve actuator, the system design parameters are subjected to an optimization using the genetic algorithm method. Finally, an energy recovery system is proposed, designed and tested to reduce the hydraulic valvetrain power consumption. The presented study is only a small portion of the growing research in this area, and it is hoped that the results obtained here will lead to the realization of a more reliable, repeatable, and flexible engine valve system.

Due to the significant effects on the performance and competitiveness of aircraft, high lift devices are of extreme importance in aircraft design. The flow physics of high lift devices is so complex, that traditional one pass and multi-pass design approaches can’t reach the most optimised concept and multi-objective design optimisation (MDO) methods are increasingly explored in relation to this design task. The accuracy of the optimisation, however, depends on the accuracy of the underlying Computational Fluid Dynamics (CFD) solver. The complexity of the flow around high-lift configuration, namely transition and separation effects leads to a substantial uncertainty associated with CFD results. Particularly, the uncertainty related to the turbulence modelling aspect of the CFD becomes important. Furthermore, employing full viscous flow solvers within MDO puts severe limitations on the density of computational meshes in order to achieve a computationally feasible solution, thereby adding to the uncertainty of the outcome. This thesis explores the effect of uncertainties in CFD modelling when detailed aerodynamic analysis is required in computational design of aircraft configurations. For the purposes of this work, we select the benchmark NLR7301 multi-element airfoil (main wing and flap). This flow around this airfoil features all challenges typical for the high-lift configurations, while at the same time there is a wealth of experimental and computational data available in the literature for this case. A benchmark shape bi-objective optimization problem is formed, by trying to reveal the trade-off between lift and drag coefficients at near stall conditions. Following a detailed validation and grid convergence study, three widely used turbulence models are applied within Reynolds-Averaged Navier-Stokes (RANS) approach. K- Realizable, K- SST and Spalart-Allmaras. The results show that different turbulent models behave differently in the optimisation environment, and yield substantially different optimised shapes, while maintaining the overall optimisation trends (e.g. tendency to maximise camber for the increased lift). The differences between the models however exhibit systemic trends irrespective of the criteria for the selection of the target configuration in the Pareto front. A-posteriori error analysis is also conducted for a wide range of configurations of interest resulting from the optimisation process. Whereas Spalart-Allmaras exhibits best accuracy for the datum airfoil, the overall arrangement of the results obtained with different models in the (Lift, Drag) plane is consistent for all optimisation scenarios leading to increased confidence in the MDO/RANS CFD coupling.

The objective of this thesis work was to construct and implement an algorithm into the programADAPDT to calculate the zero-lift drag profile for defined aircraft geometries. ADAPDT, shortfor AeroDynamic Analysis and Preliminary Design Tool, is a program that calculates forces andmoments about a flat plate geometry based on potential flow theory. Zero-lift drag will becalculated by means of different hand-book methods found suitable for the objective andapplicable to the geometry definition that ADAPDT utilizes. Drag has two main sources of origin: friction and pressure distribution, all drag acting on theaircraft can be traced back to one of these two physical phenomena. In aviation drag is dividedinto induced drag that depends on the lift produced and zero-lift drag that depends on the geometry of the aircraft. How reliable and accurate the zero-lift drag computations are depends on the geometry data thatcan be extracted and used. ADAPDT‟s geometry definition is limited to flat plate geometrieshowever although simple it has the potential to provide a huge amount of data and also delivergood results for the intended use. The flat plate representation of the geometry proved to beleast sufficient for the body while wing elements could be described with much more accuracy. Different empirical hand-book methods were used to create the zero-lift drag algorithm. Whenchoosing equations and formulas, great care had to be taken as to what input was required sothat ADAPDT could provide the corresponding output. At the same time the equations shouldnot be so basic that level of accuracy would be compromised beyond what should be expectedfrom the intended use. Finally, four well known aircraft configurations, with available zero-lift drag data, weremodeled with ADAPDT‟s flat plate geometry in order to validate, verify and evaluate the zeroliftdrag algorithm‟s magnitude of reliability. The results for conventional aircraft geometriesprovided a relative error within 0-15 % of the reference data given in the speed range of zero toMach 1.2. While for an aircraft with more complicated body geometry the error could go up to40 % in the same speed regime. But even though the limited geometry is grounds foruncertainties the final product provides ADAPDT with very good zero-lift drag estimationcapability earlier not available. A capability that overtime as ADAPDT continues to evolve hasthe potential to further develop in terms of improved accuracy. / Målet med detta examensarbete var att skapa och implementera en algoritm som införmöjligheten att beräkna nollmotstånd för givna flygplansgeometrier i programmet ADAPDT.ADAPDT, kort för AeroDynamic Analysis and Preliminary Design Tool, är ett program som,baserat på potential strömnings teori, beräknar krafter och moment på en geometri uppbyggd avplana plattor. Nollmotståndet kommer att baseras en kombination av handboksmetoder somfunnits lämpliga och applicerbara på geometridefinitionen given i ADAPDT. Motstånd har sitt ursprung i två fysikaliska fenomen: friktion och tryckfördelning, ur vilka alltmotstånd som agerar på ett flygplan härrör. Inom flyget delar man in motståndet ilyftkraftsberoende inducerat motstånd samt geometriberoende nollmotstånd. Hur pålitliga och noggranna motståndsberäkningarna kan förväntas vara beror på mängdengeometriska data som finns att tillgå. ADAPDT:s geometridefinition är begränsad till planaplattor men trots detta finns potential att leverera stora mängder data och resultat med rimlignoggrannhet. Plan plattgeometrin visade sig, för kroppsgeometrin, väldigt begränsad ochotillräcklig medan ving element kunde beskrivas med större noggrannhet. En rad olika empiriska handboksmetoder användes för att skapa nollmotståndsalgoritmen. Vidvalet av formler och ekvationer var det viktigt att välja sådana som ADAPDT kunde försetillräckligt med data till. Samtidigt fick formlerna inte vara alltför simpla så att måttet avnoggrannhet i resultaten vart alltför låg mot för vad som, för ändamålet, är förväntat. Slutligen valdes fyra kända flygplan, med nollmotståndsdata tillgängligt, att modeleras medADAPDT:s plan plattgeometri för att validera, verifiera och utvärdera algoritmens mått avtillförlitlighet. Resultaten för mer konventionella flygplanskonfigurationer visade på ett relativtfel mellan 0-15 % mot de givna referensflygplanens nollmotståndsdata inom hastigheterna 0 tillMach 1,2. För mer komplicerade konfigurationer steg det relativa felet omedelbart upp mot 40% inom samma hastighetsregim. Men även om den begränsade geometridefinitionen iADAPDT är grunden för mycket osäkerheter förser den slutliga produkten ändå programmetmed en väldigt god möjlighet till skattning av nollmotståndet som inte tidigare fanns. Enmöjlighet som över tid, allteftersom ADAPDT forstätter att utvecklas, har all potential till attförbättras med avseende på noggrannhet och tillförlitlighet.

The project has aimed to develop a new kind of back assistive device to reduce the risk of low back problems, mainly focused to industries and workplaces where manual handling are frequently occurring. The idea for the project was introduced in spring 2010, when Martin Paulsen performed internship at Bioservo Technologies AB located in Stockholm. Bioservo Technologies had developed a force-enhancing glove, which responds to the user's movements and produces an assisting grip force, similar to the user´s own muscles. During the training period Martin Paulsen began to consider other features of the technology, which led to this thesis. This project is owned by Bioservo Technologies, conducted by Herbert Eriksson and Martin Paulsen from the Biomechanical program at Halmstad University. The aim has been to develop an idea for a future product for Bioservo Technologies. The goal of the product that has been to reduce the risk of low back problems, mainly the cases of low back pain associated with manual handling at workplaces. In order to find a solution to such complex problems as low back pain, the project has started with three pilot studies. • Literature Study: As this project´s aim has not been to produce a prototype for testing and validation, the project has instead rested heavily on a literature study. The focus of this study was to educate Herbert Eriksson and Martin Paulsen of the problem and the solutions available on the market today. The pilot study can be found as Attachent A: "A literature study about the problems of low back pain and the solutions of today." • Interviews: As the project has been conducted confidentially, no steering group could participate in the project. However, it was important to let the professions that currently work with back problems affect the project, and let their experience and knowledge influence the project. Interviews was instead introduced, and allowed experts to give valuable insight with their unique knowledge on the subject. The pilot study can be found as Appendix B: "Interviews of experts of interest concerning low back pain." • Motion Capture: A measurement of kinematic data was conducted to capture the spine motion for further analysis in Matlab, and to explore the feet´s load patterns while manually lifting. The pilot study can be found as Appendix C: "A Study of Healthy adult's foot pressure pattern in a symmetrical lifting task." These three pilot studies together form a platform for the development of the product´s function and theoretical content. While design and material has been left open, the product description focuses on the product's functional design, mechanics and electronics. In order to validate the product's mechanics, has an Appendix named Appendix D: "Calculations of how the angle alpha depends on the variable theta and the dimensions of the external spine" been added as an Appendix. / Projektet har syftat till att utveckla ett nytt sorts rygghjälpmedel för att reducera risken för ländryggsproblem, främst åt industrier och arbetsplatser där manuella lyft är frekvent förekommande. Idéen till projektet föddes redan våren 2010, då Martin Paulsen praktiserade hos Bioservo Technologies AB i Stockholm. Bioservo Technologies AB hade utvecklat en kraftförstärkande handske, som svarar på användarens rörelser och producerar en assisternade kraftutveckling, lik den egna muskelaturen. Under praktikperioden började Martin Paulsen att fundera på andra funktioner för tekniken, vilket ledde till detta examensarbete. Detta projekt är ägt av Bioservo Technologies AB, utfört av Herbert Eriksson och Martin Paulsen från Biomekanikprogrammet på Högskolan i Halmstad. Syftet har varit att utveckla en idé för en framtida produkt åt Bioservo Technologies AB. Målet med produkten som har utvecklats är att reducera risken för ländryggsproblem, främst de fall av ländryggproblem som är associerat med manuella lyft på arbetsplatser. För att finna en lösning på ett sådant komplex problem som ländryggsproblem, har projektet inledds med tre pilotstudier. • Litteraturstudie: Då projektet inte har syftat till att producera en prototyp för testning och validering, har projektet istället fått vila tungt på en litteraturstudie. Fokus med litteraturstudien var att utbilda Herbert Eriksson och Martin Paulsen om problemet, och vilka lösningar som finns på marknaden idag. Pilotstudien står att finna som Appendix A: ”A literature study about the problems of low back pain and the solutions of today”. • Intervjuer: Då projektet har bedrivits konfidentiellt har ingen styrgrupp kunnat delta i projektet. Det var dock viktigt att låta de arbetsgrupper som idag arbetar med just ryggproblem påverka projektet, och låta deras erfarenheter och kunskaper adapteras i projektet. Med anledning av detta genomfördes istället intervjuer och samtal med tre personer, som har givits tillåtelse att belysa projektet med sina unika kunskaper inom ämnet. Pilotstudien står att finna som Appendix B: “Interviews of experts of interest concerning lowback pain”. • Motion Capture: En mätning av kinematisk data genomfördes för att fånga ryggens rörelse för vidare analys i Matlab, samt för att utforska fötternas belastningsmönster vid manuella lyft. Pilotstudien står att finna som Appendix C: “A study of healthy adult's foot pressure pattern in a symmetrical lifting task”. Dessa tre pilotstudier skapade gemensamt en platå för att utveckla produkten teoretiska funktion och innehåll. Då designval och materialval har lämnats öppna har produktbeskrivningen fokuserats på produktensfunktionella utformning, mekanik och elektronik. För att validera produktens mekanik, har en bilagavid namn Appendix D: ”Calculations of how the angle alpha depends on the variable theta and the dimensions of the external spine” framställts.

The goal of this thesis work has been to develop and manufacture an ice layer which was to be mounted on the tip of a scaled down wing model. The iced wing should be tested in a wind tunnel and aerodynamic comparisons should be made to the same wing without ice.The development of the ice was carried out as a modified product development process. The main differences are that there is no costumer and that the actual shape and functions of the product are more or less predetermined. The challenge was to find the best way to create the ice layer and how to mount it to the wing without damaging it or covering any pressure sensors. Product development methods such as pros and cons lists and prototypes were used to solve problems before printing the plastic ice layer in a rapid prototyping machine.Wind tunnel experiments were then conducted on the wing with and without the manufactured ice. Raw data from the wind tunnel were processed and lift and drag coefficients were calculated using mathematical equations. Finally, conclusions were drawn by comparing the results from the wind tunnel tests with theory, other works as well as CFD simulations.The ice layer was successfully manufactured and it met the target specifications. The aerodynamic performance of an iced aircraft wing proved to be considerably worse compared to a blank wing. The maximum achievable lift force decreased by 22% and an increased drag force will require more thrust from the airplane.

At Saab Bofors Dynamics there are projects running which purpose are to develop simulators for various weapon systems like RBS 70. In order to manage creating real working simulators Saab Bofors Dynamics has to do more research and this final thesis is a part of this process. This final thesis has been performed at Saab Bofors Dynamics in the department of modelling and simulation, RTRKM, in Karlskoga. The purpose was to develop a control algorithm which makes it possible for an aircraft to behave real when controlling through a joystick. The conclusions show that further improvements are needed before the aircraft behaves entirely by the laws of physics. Among other things it is necessary to decrease the number of delimitations that have been done.