[pt] Os custos de uma campanha exploratória, incluindo a perfuração de poços de petróleo estão cada vez mais elevados. As vibrações nas colunas de perfuração estão presentes a todo momento nas operações de perfuração, o que podem ocasionar a quebra destas colunas e do BHA (Bottom Hole Assembly), danos em brocas e demais equipamentos. Além do custo do possível dano e/ou perda destes equipamentos, existem os custos da sonda parada e a despesas operacionais das companhias contratadas, o chamado custo de Stand by, e o mais indesejável, a perda do poço. Fenômenos como Bit Bounce, Stick-Slip e Forward/Backward Whril, que advém das vibrações axiais, torcionais e laterais respectivamente, são motivos de vários estudos. Esta dissertação pretende fazer a validação do modelo matemático de dinâmica torcional utilizado na dissertação de mestrado de CAYRES (2013) para gerar mapas de estabilidade para vibrações torcionais. Nesta dissertação parâmetros reais de uma coluna de perfuração foram inseridos no modelo com objetivo de obter mapas de estabilidade de vibrações torcionais para a perfuração de um poço na Bacia de Solimões. Tais mapas de estabilidade foram gerados a partir deste modelo matemático, que na tese de CAYRES (2013), é baseado em procedimento experimental, com um atrito não linear induzindo o fenômeno stick-slip que está associado às vibrações torcionais. Este fenômeno tem relação entre torque e velocidade angular na broca provocando vibrações indesejáveis na coluna de perfuração. A geração destes mapas permitiu que a análise de sensibilidade e a averiguação da ocorrência ou não de vibrações torcionais fossem feitas, bem como a inserção de valores de WOB (peso sobre a broca) e RPM (velocidade de rotação) de um caso real de perfuração de um poço na Bacia do Solimões. Nesta análise de sensibilidade foram considerados, além dos aspectos acima citados, o tipo de broca e formação geológica, permitindo assim a validação do modelo de CAYRES (2013) e contribuindo para a otimização dos processos operacionais da perfuração de poços de petróleo. / [en] The costs of an exploration campaign, including the drilling of oil wells are increasingly high. The vibrations in the drill strings are present at all times in drilling operations that can cause damage of these drill pipe and BHA (Bottom Hole Assembly), as drill bits and other equipment. Besides the cost of a possible damage or loss of such equipment, there are the costs when the rig is not operating and the expenses of all companies involved in the operations, called the cost of stand by, and the worst case scenario of the undesirable loss of the well. The Phenomena like Bit Bounce, Stick-Slip and Forward/Backward Whril, that arises from axial, torsional and lateral vibrations respectively are the motivation of several studies. This dissertation aims to show the validation of the mathematical modeling of the torsional dynamics used in CAYRES (2013) that generate stability maps for torsional vibrations. In this dissertation real parameters from a drill string were inserted in this mathematical modeling, aiming to obtain stability maps for torsional vibrations during a drilling operation of a well in Solimões Basin. Such stability maps were generated from a dynamic model that in CAYRES (2013) thesis is based on an experimental procedure with a nonlinear friction inducing stick-slip phenomenon associated to torsional vibrations. This phenomenon is related to torque and angular velocity on the bit generating undesirable vibrations. Build stability maps and checking when torsional vibrations happen, and then comparing with a real case of WOB (weight on bit) and RPM (rotary speed) in Solimões Basin. In this sensitivity analysis were considered, besides the aspects mentioned above, the kind of bit and geological formation in order to contribute to the optimization of the oil well drilling operational process.

The surface expression of upper crustal deformation varies widely based on geologic settings. Normal faults within an intra-arc basin, strike-slip faulting within a wide shear zone, and creeping fault behavior all manifest differently and require a variety of techniques for analysis. In this dissertation I studied three different actively deforming regions across a variety of geologic settings. First, I explored the drivers of extension within the La Pine graben in the Oregon Cascades. I mapped >20 new Quaternary faults and conducted paleoseismic trenching, where I found evidence for a mid-late Holocene earthquake on the Twin Lakes maar fault. I suggest that tectonics and not volcanism is responsible for the most recent deformation in the region based on fault geometries and earthquake timings, although more research is needed to tease out finer temporal and genetic relationships between tectonics and volcanism regionally. Second, I investigated the rupture pattern and earthquake history of the Calico fault system in the Eastern California Shear Zone. We mapped ~18 km of continuous rupture, with a mean offset of 2.3 m based on 39 field measurements. We also found evidence for two earthquakes, 0.5 - 1.7 ka and 5.5 - 6.6 ka through paleoseismic trenching. We develop a number of different multifault rupture scenarios using our rupture mapping and rupture scaling relationships to conduct Coulomb stress change modeling for the most recent earthquake on the Calico fault system. We find that the most recent event places regions adjacent to the fault in a stress shadow and may have both delayed the historic Landers and Hector Mine ruptures and prevented triggering of the Calico fault system during those events. Last, I studied the spatial distribution of the southern transition zone of the creeping section of the San Andreas fault at Parkfield, CA to determine if it shifted in response to the M6 2004 Parkfield earthquake. I used an Iterative Closest Point algorithm to find the displacement between two lidar datasets acquired 13 years apart. I compared creep rates measured before the 2004 earthquake to creep rates calculated from my lidar displacement results and found that there is not a discernible change in the overall pattern or distribution of creep as a response to the 2004 earthquake. Peaks within the lidar displacement results indicate complexity in the geometry of fault locking. / Doctor of Philosophy / Fault behavior varies widely across different regions, depending on the type of fault and local geology. In this dissertation I examine three regions with different mechanisms controlling deformation within them. First, I study the relationship between volcanic and tectonic induced faulting in the La Pine graben in the Oregon Cascades. While volcanoes and tectonics can both produce faults within a region, the surface expression of those faults changes depending on the underlying driver. I map > 20 new faults in the La Pine graben. I also conduct paleoseismic trenching on one of the newly identified faults, the Twin Lakes maar fault, and find that its most recent rupture occurred < 7.6 ka. I conclude that tectonism is the dominant driver of faulting within the La Pine graben based on the fault geometries and timing between identified regional earthquakes and volcanism. Second, I explore recent rupture on the Calico fault system in the Eastern California Shear Zone, which is a wide region across eastern California where deformation is distributed among many faults. Faulting in this region is complex, with some earthquakes occurring on multiple connected faults. I conducted a paleoseismic survey to determine the timing of the most recent earthquake(s) on the Calico fault system. This trenching effort found evidence for 1-2 earthquakes, the most recent occurring 0.5 – 1.7 ka. I use the rupture mapping and earthquake timing to develop a number of various rupture scenarios. I use these scenarios as inputs for computer modeling to explore the regional stress changes from these events and find that they reduce the overall stress in the area, elongating the amount of time between regional earthquakes. Last, I examine how creeping fault behavior on the San Andreas fault near Parkfield, CA changes as a response to an earthquake. Creeping behavior is where the two sides of a fault are continuously moving past one another. I examine the spatial distribution of where the San Andreas fault transitions from creeping to locked behavior by differencing two high-resolution lidar topographic datasets taken after the M6 2004 Parkfield earthquake. I compare my displacement results to pre-2004 datasets and conclude that the transition zone did not appreciably change as a result of the earthquake.

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This thesis evaluates different controllers for traction control on an electric forklift truck and has been done in cooperation with Toyota Material Handling Manufacturing Sweden. The need for a traction control system has increased with the introduction of lithium-ion batteries replacing the older lead-acid batteries, reducing the battery weight and therefore the downward force on the driving wheel increasing the risk for slip. The forklift truck was modelled using Simulink and validated by experiment. Different possible control strategies were investigated and three were chosen for implementation in simulation. These were controllers based on Model Following Control, Maximum Transmissible Torque Estimation and Sliding Mode Control. Model Following Control makes use of a nominal model to compare actual wheel speed values with nominal wheel speed values to determine if slip is occurring, Maximum Transmissible Torque Estimation makes use of a closed-loop disturbance observer to compute the maximum transmissible torque possible without inducing slip and using it as a limitation on the input signal, and Sliding Mode Control uses different functions to \say{slide} along a sliding surface to stay around a specific slip value. All three controller types were developed both as speed controlled and torque controlled. All of the controllers could reduce slip heavily in simulation. The Maximum Transmissible Torque Estimation controller reduced slip the most and kept oscillations at a minimum, but was not as responsive as the others to driver commands. The conclusion was that the controller of choice would depend on the working environment of the forklift truck. In a low friction environment where slip is expected to occur often, the Maximum Transmissible Torque Estimation controller is advisable, while the other two would be a better choice for environment with low slip occurrence. The use of torque control, while often better with regards to decreasing slip, could not be advised due to a perceived increase in implementation cost.

En övergång till bilar utrustade med avancerade automatiska säkerhetssystem (ADAS) och även utvecklingen mot självkörande fordon innebär ökad trafik på den lokala databussen. Det finns således ett behov av att både minska den faktiska mängden data som överförs, samtidigt som värdet på datat ökas. Data aggregation tillämpas i dagsläget inom områden såsom trådlösasensornätverk och mindre mobila robotar (WMR’s) och skulle kunna vara en del av en lösning. Denna rapport avser undersöka aggregation av sensordata i ett tidskänsligt system. För ett användarfall gällande halka under konvojkörning testas en aggregationsstrategi genom implementation på en fysisk demonstrator. Demonstratorn består av ett autonomt fordon i mindre skala som befinner sig i en konvoj med ett annat identiskt fordon. Resultaten pekar mot att ett viktat medelvärde, som i realtid anpassar sin viktning baserat på specifika sensorers koherens, med fördel kan användas för att estimera fordonshastighet baserat på individuella hjuls sensordata. Därefter kan en slip ratio beräknas, vilket avgör om fordonet befinner sig i ett tillstånd av halka eller ej. Begränsningar för den undersökta strategin inkluderar antalet icke-halkande hjul som behövs för tillförlitliga resultat. Simulerade resultat antyder att extra hastighetsreferenser behövs för tillförlitliga resultat. Relaterat till användarfallet konvojkörning föreslås att andra fordon används som hastighetsreferens. Detta skulle innebära en ökad precision för estimeringen av fordonshastigheten samt utgöra en intressant sammanslagning av områdena samarbetande cyberfysiska system (CO-CPS) och dataaggregation. / With an impending shift to more advanced safety systems and driver assistance (ADAS) in the vehicles we drive, and also increased autonomousity, comes increased amounts of data on the internal vehicle data bus. There is a need to lessen the amount of data and at the same time increase its value. Data aggregation, often applied in the field of environmental sensing or small mobile robots (WMR’s), could be a partial solution. This thesis choses to investigate an aggregation strategy applied to a use case regarding slip detection in a vehicle convoy. The approach was implemented in a physical demonstrator in the shape of a small autonomousvehicle convoy to produce quantitative data. The results imply that a weighted adaptive average can be used for vehicle velocity estimation based on the input of four individual wheel velocities. There after a slip ratio can be calculated which is used to decide if slip exists or not. Limitations of the proposed approach is however the number of velocity references that is needed since the results currently apply to one-wheel slipon a four-wheel vehicle. A proposed future direction related to the use case of convoy driving could be to include platooning vehicles as extra velocity references for the vehicles in the convoy, thus increasing the accuracy of the slip detection and merging the areas of CO-CPS and data aggregation.

This report evaluates the option of using an equal slip controller, an effective rolling radius and rolling resistance force observer in a 4WD wheel loader. The vehicle studied is an under development- vehicle designed by Volvo CE. A wheel loader is an over actuated, articulated vehicle that is mainly used with low velocities in construction operations. The efficiency subject has been studied earlier by many manufacturers in order to analyze the environmental and economical losses and profits. This has provided research opportunities of optimizing efficiency of different kinds. Since the tire is the only part of a vehicle that is in contact with the ground, the characteristic of the tire effects the dynamics. The analysis shows that the efficiency of a tire is directly connected to the slip ratio which in turn is a component of the overall efficiency ratio. Studies show that the slip ratio should be controlled in such a way that the highest value of efficiency rate is obtained. This optimal value is dependent on all four wheel’s slip conditions. Therefore a strategy should be formulated in order to apply changes to all wheels and not only one. Further analysis shows that the maximum efficiency in a 4WD wheel loader is obtained when the vehicle runs in such a way that the slip ratio is equal for all wheels. I order to maintain same amount of slip for all wheels a control strategy is required. In the control strategy the current amount of slip of each wheel is determined. Further, the average value of slip ratio is calculated. Finally the equal amount of slip is achieved using corresponding optimal torque inputs for each individual wheel. Thus a stable, robust controller is required. The controller used to achieve this goal is a sliding mode controller that is popular among control engineers for its stability, robustness against uncertainties, speed and easy implementation. For an accurate control, states of the rolling resistance and the effective rolling radius need to be determined. The pressure acting on the tire will cause deformation on the tire itself. This leads to a dynamic radius of the tire. This deformation is highly dependent on vertical stress and the structure of tire. Further more velocity, inflation pressure, vertical load etc. also have effect on rolling resistance. Rolling resistance has a great impact on the fuel consumption of the vehicle and the driving characteristics. These estimated variations of effective radius and rolling resistance build a feedback system to the controller which in turn derives the system to the desired slip ratio. As it turns out, the slip efficiency is increased using an equal slip controller. However, it is highly dependent on the ratio of thrust between front and rear wheels. / Denna rapport utvärderar möjligheten att använda en olinjär regulator i syfte att sätta lika stor ’slip’ på fordonets alla fyra hjul. Vidare ska en olinjär observerare modelleras för att uppskatta den så kallad hjulets effektiva radie samt rollmoståndskraften som verkar på däcket. Det studerade fordonet är en hjullastare konstruerad av Volvo CE och som i nuläget är under utveckling. En hjullastare är ett overmanövrerat fordon som huvudsakligen används i låga hastigheter i bygg- och transportverksamheter. Effektivitet är ett ämne som har studerats tidigare av många tillverkare för att analysera miljörelaterade och ekonomiska förluster och vinster. Detta har gett forskarna möjligheten att studera effektivitet av olika slag. Eftersom däcket är den enda delen av ett fordon som kommer i kontakt med marken, påverkar dess karaktär fordonets dynamika beteende i helhet. Analysen visar att däckets effektivitet är direkt kopplad till slipförhållande som i sin tur är en del av det totala effektivitetsförhållandet. Studier visar att slipförhållandet bör kontrolleras på ett sådant sätt att det högsta värdet av effektivitet uppnås. Detta optimala värde är beroende av slipförhållanden hos alla fyra hjul och därför bör en strategi formuleras för att nå optimalt slipeffektivitet på alla hjul. Ytterligare analys visar att maximal slipeffektivitet i en 4WD hjullastare erhålls när fordonet går så att slipförhållandet är lika för alla hjul. I kontrollstrategin bestäms det nuvarande slipförhållandet för varje hjul. Av dessa beräknas medelvärdet som skall presentera referensvärdet av slipförhållandet. Slutligen upp-nås detta värde med motsvarande optimala momentinmatningar för varje enskilt hjul. Styralgoritmen som används för att uppnå detta mål är en Sliding mode regulator som är populär bland kontrollingenjörer för dess stabilitet, robusthet mot osäkerhet, snabbhet och enkel implementering. För en noggrann kontroll måste tillstånden av rullmotståndskraften och effektiv rull-radien observeras. De verkande krafterna på hjulet orsakar deformation på däcket som ger upphov till däckets dynamiska radie. Denna deformation är starkt beroende av vertikal spänning och däckets struktur. Vidare har hastighet, däckets lufttryck, vertikal belastning etc. också effekt på rullmotståndskraften. Rullmotstånd har stor inverkan på fordonets bränsleförbrukning och drivegenskaper. Dessa variationer av effektivradie och rullmotstånd bygger ett återkopplat system till regulatorn som i sin tur leder systemet till önskat slipförhållande. Som det visar sig, ökar slipeffektiviteten med hjälp av "equal slip" styralgoritm. Detta är emellertid mycket beroende av förhållandet av momentinmatningar mellan fram och bakhjulet.

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No / The shear viscosity of polymethylmethacrylate (PMMA) melt is particularly investigated by using a twin-bore capillary rheometer at four temperatures of 210, 225, 240, and 255 degrees C with different capillary dies. Experimental results show that the geometrical dependence of shear viscosity is significantly dependent on melt pressure as well as melt temperature. The measured shear viscosity increases with the decrease of die diameter at lower temperatures (210 and 225 degrees C) but decreases with the decrease of die diameter at higher temperatures (240 and 255 degrees C). Based on the deviation of shear viscosity curves and Mooney method, negative slip velocity is obtained at low temperatures and positive slip velocity is obtained at high temperatures, respectively. Geometrical dependence and pressure sensitivity of shear viscosity as well as temperature effect are emphasized for this viscosity deviation. Moreover, shear viscosity curve at 210 degrees C deviates from the power law model above a critical pressure and then becomes less thinning. Mechanisms of the negative slip velocity at low temperatures are explored through Doolittle viscosity model and Barus equation, in which the pressure drop is used to obtain the pressure coefficient by curve fitting. Dependence of pressure coefficient on melt temperature suggests that the pressure sensitivity of shear viscosity is significantly affected by temperature. Geometrical dependence of shear viscosity can be somewhat weakened by increasing melt temperature. (c) 2013 Wiley Periodicals, Inc. J. Appl. Polym. Sci. 130: 3384-3394, 2013

Timber-concrete composite (TCC) structures are becoming more popular in several industrial applications as an efficient method for optimizing the structural performance and the cost of construction as well as lowering the emissions of carbon dioxide. TCC floors are more sustainable than pure concrete floors and more resistant to vibrations and excessive deflections than pure wooden floors. The effectiveness of a TCC floor is dependent on the connection between the materials. The stiffness and strength of the composite element increases by having a rigid connection. An example of a rigid connection is an adhesive-bonded connection, however obtaining a connection without slip is difficult considering there will always be certain amount of slippage in the connection. In this thesis adhesive connections are investigated with two different types of adhesive, one called Sikasil SG-500 and the other Sika PS. The application of the adhesives for the test specimen differ. Since Sika PS is a more fluid glue, a different approach was necessary than for the Sikasil SG-500. Five test specimen were tested of each adhesive by performing double shear push out tests and comparing the results to a numerical model, which was performed in ABAQUS. In the numerical model, the adhesive was created as a cohesive element. Furthermore the properties of the modeled adhesive was based on the experimental results for respective adhesive. The experimental results showed that both adhesives managed the estimated shear force in the serviceability limit state and the ultimate limit state and yet remained in the elastic region. Sikasil SG-500 turned out to be more flexible while Sika PS specimen resulted in higher shear strength. The short creep tests (30 minutes of a constant load) showed that the deformation increased more for Sika PS than for Sikasil SG-500. However both adhesives had large deformations after only 30 minutes. There was also a difference in the average longitudinal shear strength, where it resulted in 1.06 MPa for Sikasil SG-500 and 2.02 MPa for Sika PS. This study indicates that Sika PS is more preferable in TCC structures than Sikasil SG-500.