<p>Det finns flera olika metoder att väga ett tåg samt att detektera hjulskador såsom hjulplattor då ett tåg är i drift. I dagsläget används töjningsgivare som monteras på rälen och som kalibreras efter en statisk last. Kalibreringen går till så att ett tåg med känd last sakta passerar över givaren. Detta arbete avser att studera hur eventuella dynamiska effekter påverkar sådana mätningar. Dessa mätmetoder ska undersökas för att få reda på hur tillförlitliga de är. </p><p>Olika FEM-simuleringar utförs för att undersöka de dynamiska effekterna. Dels studeras en konstant åkande kraft och dels studeras en åkande kraft bestående av en konstant och en harmonisk (sinusvarierande) del. Skjuvspänningsfördelningen i rälen bestäms och den kan sedan räknas om till tvärkraft, varefter den passerande lasten kan beräknas. Rapporten behandlar även simuleringar av hjulplattor, vågutbredning, kontakttider samt hur en last med varierande frekvens och hastighet påverkar sådana mätningar. </p> / <p>Several different methods to weigh railway trains and to detect wheelflats are in use. One method make use of strain gauges calibrated with a static load. This means that a train with a known axle load slowly passes the gauge that is calibrated. The work presented here aims at studying how dynamic train/track interaction influences the shear stress in the rail. </p><p>Different FEM-analyses have been performed to study this. On the one hand analyses with a constant force travelling along the rail have been performed and on the other hand a travelling force that consists of a constant part and a harmonic part was used. The shear stress distribution in the rail gives the possibility to calculate the magnitude of the travelling force passing the gauge. The report also deals with detecting wheelflats, that is, detecting when an impact load hits the rail.</p>

<p>Integrated tracking and detection, based on unthresholded measurements, also referred to as track before detect (TBD) is a hard nonlinear and non-Gaussian dynamical estimation and detection problem. However, it is a technique that enables the user to track and detect targets that would be extremely hard to track and detect, if possible at all with ''classical'' methods. TBD enables us to be better able to detect and track weak, stealthy or dim targets in noise and clutter and particles filter have shown to be very useful in the implementation of TBD algorithms. </p><p>This Master's thesis has investigated the use of particle filters on radar measurements, in a TBD approach.</p><p>The work has been divided into two major problems, a time efficient implementation and new functional features, as estimating the radar cross section (RCS) and the extension of the target. The later is of great importance when the resolution of the radar is such, that specific features of the target can be distinguished. Results will be illustrated by means of realistic examples.</p>

One way to make rail vehicles a competitive means of transportation is to increase running speed. However, higher speeds usually generate increased forces and accelerations on the vehicle, which have a negative effect on ride comfort. With conventional passive suspension, it may be difficult to maintain acceptable passenger comfort. Therefore, active technology in the secondary suspension can be implemented to improve, or at least maintain, ride comfort at increased vehicle speeds or when track conditions are unfavourable. This thesis describes the development of an active secondary suspension concept to improve ride comfort in a high-speed train. Firstly, an active lateral secondary suspension system (ALS) was developed, including dynamic control of the lateral and yaw modes of the carbody. Furthermore, quasi-static lateral carbody control was included in the suspension system in order to laterally centre the carbody above the bogies in curves at high track plane acceleration and hence to avoid bumpstop contact. By means of simulations and on-track tests, it is shown that the ALS system can offer significant lateral ride comfort improvements compared to a passive system. Two different control strategies have been studied—the relatively simple sky-hook damping and the multi-variable H∞ control—using first a quarter-car and then a full-scale vehicle model. Simulation results show that significant ride comfort improvements can be achieved with both strategies compared to a passive system. Moreover, H∞ control in combination with the carbody centring device is better at reducing the relative lateral displacement in transition curves compared to sky-hook damping. Secondly, an active vertical secondary suspension system (AVS) was developed, using simulations. Dynamic control of the vertical and roll modes of the carbody, together with quasi-static roll control of the carbody, show significant vertical ride comfort improvements and allow higher speeds in curves. Further, the AVS system compensates for negative ride comfort effects if the structural stiffness of the carbody is reduced and if the vertical air spring stiffness is increased. Finally, the two active suspension systems (ALS and AVS) were combined in simulations. The results show that both lateral and vertical ride comfort is improved with the active suspension concept at a vehicle speed of 250 km/h, compared to the passive system at 200 km/h. Further, active suspension in one direction does not affect the other direction. The ALS system has been included in two recent orders comprising more than 800 cars. / QC 20111205 / Gröna Tåget

In this thesis, conventional and unconventional technologies have been studied and combined in order to make heterogeneous microfluidics with potential advantages, especially in biological applications. Many conventional materials, like silicon, glass, thermoplastic polymers, polyimide and polydimethylsiloxane (PDMS) have been combined in building heterogeneous microfluidic devices or demonstrators. Aside from these materials, unconventional materials for microfluidics such as stainless steel and the fluoroelastomer Viton have been explored. The advantages of the heterogeneous technologies presented were demonstrated in several examples: (1) For instance, in cell biology, surface properties play an important role. Different functions were achieved by combining microengineering and surface modification. Two examples were made by depositing a Teflon-like film: a) a non-textured surface was made hydrophobic to allow higher pressures for cell migration studies and b) a surface textured by ion track technology was even made super-hydrophobic. (2) In microfluidics, microactuators used for fluid handling are important, e.g. in valves and pumps. Here, microactuators that can handle high-pressures were presented, which may allow miniaturization of high performance bioanalyses that until now have been restricted to larger instruments. (3) In some applications the elastomer PDMS cannot be used due to its high permeability and poor solvent resistivity. Viton can be a good replacement when elasticity is needed, like in the demonstrated paraffin actuated membrane.(4) Sensing of bio-molecules in aquatic solutions has potential in diagnostics on-site. A proof-of-principle demonstration of a potentially highly sensitive biosensor was made by integrating a robust solidly mounted resonator in a PDMS based microfluidic system. It is concluded that heterogeneous technologies are important for microfluidic systems like micro total analysis systems (µTAS) and lab-on-chip (LOC) devices.

<p>Text communication is often perceived as lacking some components of communication that are essential in sustaining interaction or conversation. This interaction incoherency tends to make&nbsp / text communication plastic. It is traditionally devoid of intonation, pitch, gesture, facial expression and visual or auditory cues. Nevertheless, Instant Messaging (IM), a form of text communication is on the upward uptake both on PCs and on mobile handhelds. There is a need to rubberise this plastic text messaging to improve co-presence for text communications thereby improving&nbsp / synchronous textual discussion, especially on handheld devices. One element of interaction is gesture, seen as a natural way of conversing. Attaining some level of interaction naturalism&nbsp / requires improving synchronous communication spontaneity, partly achieved by enhancing input mechanisms. To enhance input mechanisms for interactive text-based chat on mobile devices,&nbsp / there is a need to facilitate gesture input. Enhancement is achievable in a number of ways, such as input mechanism redesigning and input offering adaptation. This thesis explores affective gesture mode on interface redesign as an input offering adaptation. This is done without a major physical reconstruction of handheld devices. This thesis presents a text only IM system built on&nbsp / Session Initiation Protocol (SIP) and SIP for Instant Messaging and Presence Leveraging Extensions (SIMPLE). It was developed with a novel user-defined hotkey implemented as a one-click context menu to &ldquo / fast-track&rdquo / text-gestures and emoticons. A hybrid quantitative and qualitative approach was taken to enable data triangulation. Results from experimental trials show that an&nbsp / Affective Gesture (AG)approach improved IM chat spontaneity/response. Feedback from the user trials affirms that AG hotkey improves chat responsiveness, thus enhancing chat spontaneity.</p>

pas de résumé

Det finns flera olika metoder att väga ett tåg samt att detektera hjulskador såsom hjulplattor då ett tåg är i drift. I dagsläget används töjningsgivare som monteras på rälen och som kalibreras efter en statisk last. Kalibreringen går till så att ett tåg med känd last sakta passerar över givaren. Detta arbete avser att studera hur eventuella dynamiska effekter påverkar sådana mätningar. Dessa mätmetoder ska undersökas för att få reda på hur tillförlitliga de är. Olika FEM-simuleringar utförs för att undersöka de dynamiska effekterna. Dels studeras en konstant åkande kraft och dels studeras en åkande kraft bestående av en konstant och en harmonisk (sinusvarierande) del. Skjuvspänningsfördelningen i rälen bestäms och den kan sedan räknas om till tvärkraft, varefter den passerande lasten kan beräknas. Rapporten behandlar även simuleringar av hjulplattor, vågutbredning, kontakttider samt hur en last med varierande frekvens och hastighet påverkar sådana mätningar. / Several different methods to weigh railway trains and to detect wheelflats are in use. One method make use of strain gauges calibrated with a static load. This means that a train with a known axle load slowly passes the gauge that is calibrated. The work presented here aims at studying how dynamic train/track interaction influences the shear stress in the rail. Different FEM-analyses have been performed to study this. On the one hand analyses with a constant force travelling along the rail have been performed and on the other hand a travelling force that consists of a constant part and a harmonic part was used. The shear stress distribution in the rail gives the possibility to calculate the magnitude of the travelling force passing the gauge. The report also deals with detecting wheelflats, that is, detecting when an impact load hits the rail.

Integrated tracking and detection, based on unthresholded measurements, also referred to as track before detect (TBD) is a hard nonlinear and non-Gaussian dynamical estimation and detection problem. However, it is a technique that enables the user to track and detect targets that would be extremely hard to track and detect, if possible at all with ''classical'' methods. TBD enables us to be better able to detect and track weak, stealthy or dim targets in noise and clutter and particles filter have shown to be very useful in the implementation of TBD algorithms. This Master's thesis has investigated the use of particle filters on radar measurements, in a TBD approach. The work has been divided into two major problems, a time efficient implementation and new functional features, as estimating the radar cross section (RCS) and the extension of the target. The later is of great importance when the resolution of the radar is such, that specific features of the target can be distinguished. Results will be illustrated by means of realistic examples.

Hyperspectral data is a powerful tool for mineral explorations and lithological discriminations. EO1-Hyperion is a space borne hyperspectral system for hyperspectral imaging which is capable of 220 spectral image channels within the range of 400 to 2500 nm wavelengths. It has advantages over airborne systems such as data cost and coverage area. Although it has many advantages, much more uncertainty exists in application period, of which this uncertainty does exist in all processing stages starting from the data preparation to the end of analysis stages. The aim of this thesis is to state the potential use of Hyperion data for lithological and mineralogical discriminations to further develop new hyperspectral image processing approach, and to improve existing preprocessing method in literature. The proposed algorithm is mainly based on atmospheric corrections and cross track illumination correction of Hyperion data. In order to achieve this, two test sites were selected. Site 1 located on the Central Anatolia, (Ekecek test site) is used for lithological discrimination and Site 2 located on West Anatolia (Biga test site) is used for mineralogical discrimination. The obtained results were compared and assessed with the field verifications, spectral measurements and existing spectral libraries. In the end of the study it is found that when proposed approach is followed hyperspectral data is proven to be a useful tool for mineralogical discrimination in mono minerallic outcrops and valuable for lithological mapping in relatively homogenous un-covered outcrops.

The formation and evolution of metamorphic core complexes has been widely studied using low temperature thermochronometry methods. Interpretation of these data has historically occurred through the lens of the traditional slip rate method which provides a singular rate that unroofing occurs at temporally as well as spatially, and assumes unroofing is dominated by motion on a single master detachment fault. Recently, several new studies have utilized (U-Th)/He ages with a higher spatial density and greater nominal precision to suggest a late-stage rapid increase in the rate of unroofing. This analysis is based on the traditional slip rate method interpretation of broad regions of core complexes that display little to no change in age along the slip direction. An alternative interpretation is presented that instead of a change in slip rate, there may have been a change in the style of unroofing, specifically caused by the transfer of displacement from low-angle detachment faulting to high-angle normal faults. Apatite fission-track (AFT), and apatite and zircon (U-Th)/He (AHe and ZHe) analyses were applied to samples from the Santa Catalina-Rincon (n=8 AHe, and n=9 ZHe) and Harcuvar (n=12 AFT, n=16 AHe, and n=17 ZHe) metamorphic core complexes in an attempt to resolve the possible thermal effects of high-angle normal faulting on core complex formation. Samples from the Harcuvars were taken along a transect parallel to slip direction with some samples specifically targeting high-angle normal fault locations. The AFT data collected here has the advantage of improved analysis and modeling techniques. Also, more than an order of magnitude more data were collected and analyzed than any previous studies within the Harcuvars. The AFT ages include a trend from ~22 Ma in the southwest to ~14 Ma in the northeast and provide a traditional slip rate of 7.1 mm/yr, similar to previous work. However, two major high-angle, detachment-parallel normal faults were identified, and hanging-wall samples are ~3 m.y. older than the footwalls, indicating high-angle normal faults rearranged the surface expression of the distribution of thermochronometer ages to some extent. AHe ages range from 8.1 Ma to 18.4 Ma but in general decrease with increasing distance in the slip direction. ZHe ages generally range between 13.6 Ma and 17.4 Ma. A series of unexpectedly young AFT ages (10-11 Ma), given by three complete samples and distinct population modes in others, suggest that some parts of the range underwent a later-stage unroofing event possibly caused by high-angle faulting. Confined fission-track length distributions were measured for Harcuvar samples and modeled using the modeling software HeFTy to infer thermal histories and calculate local cooling rates. These imply a component of steady cooling in some parts of the range, evidence of a different departure from a single-detachment dominated model. / text