This research has its basis in developments within the field of inductive powering and wireless power transfer, WPT, and more specifically one the branch within this field, which is called magnetic resonance coupling. This principle enables efficient power transfer from a transmitting unit to a receiving unit at a distance of some times the unit diameter. The developments within magnetic resonant coupling are together with the possibilities and challenges of today’s smart textile industry the starting point to investigate a novel textile-based product concept for WPT by combining both technologies. Multiple textile samples, consisting of cotton and electrically conductive copper yarns, were produced by weaving technique, additional assembling of electronic components were performed manually and several measurements were carried out to investigate the sample characteristics and the sample performance in terms of power transfer. The produced samples showed to behave similarly to conventional inductors and were able to transfer power over some distance.

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The accuracy in determined energy consumption and runningtime of trains, by means of computer simulation, is dependent upon the various models used. This thesis aims at developing validated models of running resistance, train and of a generaldriver, all based on full scale testing. A partly new simple methodology for determining running resistance, called by energy coasting method is developed and demonstrated. An error analysis for this methodis performed. Running resistance of high speed train SJ X2000, conventional loco hauled passenger trains and freight trains is systematically parameterised. Influence of speed, number of axles, axle load, track type, train length,and train configuration is studied. A model taking into account the ground boundary layer for determining the influence ofmeasured head and tail wind is developed. Different factors and parameters of a train, that are vital for the accuracy in computed energy consumption and runningtime are identified, analysed and finally synthesized into a train model. Empirical models of the braking and the traction system, including the energy efficiency, are developed for the electrical locomotive of typeSJ Rc4, without energy regeneration. Driver behaviour is studied for freight trains and a couple of driving describing parametersare proposed. An empirical model of freight train driver behaviour is developed from fullscale testing and observations. A computer program, a simulator, is developed in Matlabcode, making use of the determined runningresistance and the developed models of train and driver. The simulator calculates the energy consumption and running time ofa single train. Comparisons between simulations and corresponding measurements are made. Finally, the influence of driving on energy consumption and running time is studied and demonstrated in some examples. The main conclusions are that: The method developed for determining running resistanceis quite simple and accurate. It can be used on any train andon any track. The running resistance of tested trains includes some interesting knowledge which is partly believed to be new. Mechanical running resistance is less than proportional to the actual axle load. Air drag increases approximately linearly with train length and the effect of measured head and tail wind on the air drag can be calculated if the groundboundary layer is considered. The developed train model, including running resistance, traction, braking etc. is quite accurate, as verified for the investigated trains. The driver model together with the train model insimulations, is verified against measurements and shows good agreement for energy consumption and running time. It is recommended to use a driver model, when calculating energy consumption and running times for trains. Otherwise, the energy consumption will most likely be over-estimated.This has been demonstrated for Swedish ordinary freighttrains. / QC 20100526

This research investigates how to draw energy from a distant emanating and alternating (i.e., AC) magnetic source and deliver it to a battery (i.e., DC). The objective is to develop, design, simulate, build, test, and evaluate a CMOS charger integrated circuit (IC) that wirelessly charges the battery of a microsystem. A fundamental challenge here is that a tiny receiver coil only produces mV's of AC voltage, which is difficult to convert into DC form. Although LC-boosted diode-bridge rectifiers in the literature today extract energy from similar AC sources, they can do so only when AC voltages are higher than what miniaturized coils can produce, unless tuned off-chip capacitors are available, which counters the aim of integration. Therefore, rather than rectify the AC voltage, this research proposes to rectify the current that the AC voltage induces in the coil. This way, the system can still draw power from voltages that fall below the inherent threshold limit of diode-bridge rectifiers. Still, output power is low because, with these low currents, small coils can only extract a diminutive fraction of the magnetic energy available, which is why investing battery energy is also part of this research. Ultimately, the significance of increasing the power that miniaturized platforms can output is higher integration and functionality of micro-devices, like wireless microsensors and biomedical implants.

The minimum number of colors required to color the edges of a graph so that any two distinct vertices are connected by at least one path in which no two edges are colored the same is called its rainbow connection number. This graph parameter was introduced by Chartrand et al. in 2008. The problem has garnered considerable interest and several variants of the initial version have since been introduced. The rainbow connection number of a connected graph G is denoted by rc(G). It can be shown that the rainbow connection number of a tree on n vertices is n -1. Hence |G|-1 is an upper bound for rc(G)of any non-trivial graph G. For all non-trivial, bridge-less and connected graphs G, Basavaraju etal. Showed that rc(G) can be upper-bounded by a quadratic function of its radius. In addition they also proved the tightness of the bound. It is clear that we cannot hope to get an upper-bound better than |G| - 1 in the case of graphs with bridges. An immediate and natural question is the following: Are there classes of bridge-less graphs whose rainbow connection numbers are linear functions of their radii? This question is of particular interest since the diameter is a trivial lower bound for rc(G). We answer in affirmative to the above question. In particular we studied three (graph) product operations (Cartesian, Lexicographic and Strong) and the graph powering operation. We were able to show that the rainbow connection number of the graph resulting from any of the above graph operations is upper-bounded by 2r(G)+c, where r(G) is radius of the resultant graph and c ε {0, 1, 2}.

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