Rail wear can result in extensive costs for the track owner if it is not predicted and preventedin an efficient way. To limit these costs, one measure is to predict rail wear through wear simulations. The purpose with this work is to perform simulations of successive rail wear on the Swedish light rail line Tvärbanan in Stockholm, by means of the track-vehicle dynamics software GENSYS in combination with a wear calculation program developed in MATLAB. The simulation procedure is based on a methodology with a simulation set design, where the simulations to be performed are selected through a parametric study. The simulations include track-vehicle simulations, where the wheel-rail contact is modelled according to the Hertzian contact theory together with Kalker’s simplified theory (including the numerical algorithm FASTSIM). The results from the track-vehicle simulations serve as input to the wear calculations. When modelling rail wear Archard’s wear model has been used, including wear coefficients based on laboratory measurements. The measurements have been performed under dry conditions, so the wear coefficients under lubricated conditions (both natural and deliberate lubrication) are reduced by factors estimated by field observations. After the wear depth calculations the wear distribution is smoothed and the rail profile is updated. The simulation procedure continues with a new wear step as long as the desired tonnage is not attained. Four curves of Tvärbanan with different curve radii, ranging from 85 to 410 m, have beenstudied in this work. On three of the curves the high rail is deliberately lubricated, whereas no lubrication has been applied in the widest curve. The vehicle operating the light rail line is an articulated tram with two motor end bogies and one intermediate trailer bogie. The line was opened in August 1999 and extended in one direction one year later. Rail profile measurements have been carried out by SL since March 2002. The traffic tonnage at the selected sites from the opening of the line to the last measurement occasion (September2004) is at most 8.9 mega gross ton per track. The results of the rail wear prediction tool are evaluated by comparing worn-off area of the simulated rail profiles with that of the measured rail profiles. Simulated and measured resultsdo not agree too well, since the simulated rail wear is more extensive than the measured one, especially on the outer rail. However, the shapes of the simulated worn rail profiles are comparable to those of the measured rail profiles. / QC 20101123

To reduce cost of structural composites the development of more efficient manufacturing methods is of great interest. Sheet forming of thermoset prepreg, also known as hot drape forming, has been a promising manufacturing method for decades. An automatic tape layer (ATL) can be used to perform the lay-up in an efficient way. The flatly stacked unidirectional prepreg forms a sheet to be formed over a given mould. Knowledge about the materials forming behaviour is important to reach the required shape without flaws, such as wrinkles. An experimental approach is developed to investigate the intra- (within the layer) and interply deformation. The intraply deformation properties are registered by the use of a bias-extension test and a digital image correlation (DIC) equipment. To measure the interlaminar (between the layers) friction in the prepreg/prepreg interface a specialized rig is designed and built. The two tested materials are Cycom® HTA/977-2 from Cytec and HexPly® T700/M21 from Hexel, which are examples of the second and third generation of carbon fibre/epoxy prepreg. Where M21 includes craze stoppers in form of thermoplastic particles, the 977-2 has the same function but in melted stage. These particles seem to influence both the intraply deformation modes and increase the level of friction between layers. The results from the bias-extension test was compared with the theory of pin-jointed net (PJN) and it was found that M21 behaves accordingly. The measured rotation for 977-2 is less than the theoretical, this due to slippage. The rate of deformation seems to have an influence not only on the load level, but also in the mode of deformation. Both for the interlaminar and intraply deformation the resistance to motion were much larger for M21 than 977-2. / KEKS (kostnadseffektiva kompositer)

As the demand for control in modern vehicles grows, models are needed to develop a better understanding of processes and engine behavior. The thesis contributes with a generic extended MVEM with SI and CI as well as VVA compatibility and modeling structure using MATLAB/Simulink environment.  The model contains the engine components air filter, compressor with bypass valve, intercooler, throttle, intake manifold, cylinder, exhaust manifold, EGR, turbine with a wastegate, and exhaust system, keeping track of pressures, mass flows, temperatures, and oxygen concentrations.  This thesis presents models, parametrization, and signals that needed to be measured to make it possible to parametrize other engines with the same method. A 6-cylinder 12.7 liter Scania diesel engine and a 4-cylinder 2 liter Volvo petrol engine are used to validate the model. The model shows agreement with measured data for pressure, mass flow, temperature, and oxygen concentration on several operational points. That shows the model can handle most engines with just small adjustments. The component-based model structure also enables the possibility to change and adjust the models used by, for example using the extended ellipse model for compressor efficiency or implement a double Vibe function for combustion calculations. / Eftersom efterfrågan på reglering i moderna fordon växer behövs modeller för att utveckla bättre förståelse för processer och motorbeteende. Detta exjobb bidrar med en generisk utökad MVEM-motormodell med SI och CI samt VVA-kompatibilitet med modelleringsstruktur i MATLAB / Simulink-miljö.  Modellen innehåller motorns komponenter luftfilter, kompressor med bypassventil, intercooler, trottle, insugsgrenrör, cylinder, avgasgrenrör, EGR, turbin med wastegate och avgassystem.Modellen håller reda på tryck, massflöden, temperaturer och syrekoncentrationer.  I denna rapport presenteras modeller, parametrisering och de signaler som behöver mätas för att göra det möjligt att parametersätta andra motorer med samma metod. För att validera modellen används en 6-cylindrig 12,7 liters Scania-dieselmotor och en 4-cylindrig 2-liters Volvo bensinmotor. Modellen visar överensstämmelse med uppmätta data för tryck, massflöde, temperatur och syrekoncentration på flera driftpunkter. Det visar att modellen kan hantera de flesta motorer med enbart små justeringar. Den komponentbaserade modellstrukturen gör det också möjligt att ändra och justera de modeller som används till exempel med hjälp av den utökade elliptiska modellen för kompressoreffektivitet eller implementera en dubbel Vibe-funktion för förbränningsberäkningar.

Modern vehicles are complex systems. Different design stages for such a complex system include evaluation using models and submodels, hardware-in-the-loop systems and complete vehicles. Once a vehicle is delivered to the market evaluation continues by the public. One kind of tool that can be used during many stages of a vehicle lifecycle is driving simulators. The use of driving simulators with a human driver is commonly focused on driver behavior. In a high fidelity moving base driving simulator it is possible to provide realistic and repetitive driving situations using distinctive features such as: physical modelling of driven vehicle, a moving base, a physical cabin interface and an audio and visual representation of the driving environment. A desired but difficult goal to achieve using a moving base driving simulator is to have behavioral validity. In other words, \A driver in a moving base driving simulator should have the same driving behavior as he or she would have during the same driving task in a real vehicle.". In this thesis the focus is on high fidelity moving base driving simulators. The main target is to improve the behavior validity or to maintain behavior validity while adding complexity to the simulator. One main assumption in this thesis is that systems closer to the final product provide better accuracy and are perceived better if properly integrated. Thus, the approach in this thesis is to try to ease incorporation of such systems using combinations of the methods hardware-in-the-loop and distributed simulation. Hardware-in-the-loop is a method where hardware is interfaced into a software controlled environment/simulation. Distributed simulation is a method where parts of a simulation at physically different locations are connected together. For some simulator laboratories distributed simulation is the only feasible option since some hardware cannot be moved in an easy way. Results presented in this thesis show that a complete vehicle or hardware-in-the-loop test laboratory can successfully be connected to a moving base driving simulator. Further, it is demonstrated that using a framework for distributed simulation eases communication and integration due to standardized interfaces. One identified potential problem is complexity in interface wrappers when integrating hardware-in-the-loop in a distributed simulation framework. From this aspect, it is important to consider the model design and the intersections between software and hardware models. Another important issue discussed is the increased delay in overhead time when using a framework for distributed simulation.

Denna studie har behandlat och sammanställt en övergripande bild av effektiv avgasrening inom berörda ramar. Detta genom litteraturunderlag och personlig kommunikation med berörda parter. Undersökningen riktade sig mot Karlshamnsverkets lösningar på rådande miljöfrågor. Samma frågor är idag en stor drivkraft för att utveckla sjöfaten. Dialogerna som ligger till grund till den personliga kommunikationen utfördes på Karlshamnsverket och över telefon för att sedan bli analyserad mot effektiv avgasrening till sjöss. Detta med studiens frågeställningar som utgångspunkt. I resultatet framkom det att lösningarna på satta miljömål för Karlshamnsverket är utvecklade utefter verksamhetens effektivitet. Att försöka lösa problemen på ett bredare plan som skulle kunna påverka sjöfarten fanns det inga direkta initiativ till. Grundläggande utredning kring varför avgaser påverkar miljön har identifierats och olika relevanta lösningar har utträtts vinklat mot sjöfarten. Vidare framkom det att valet av bränsle har en stor inverkan på miljön och att utvecklingen i detta område är i ett tidigt skede. På Karlshamnsverket var detta fallet eftersom att elda biobränsle inte var aktuellt då efterfrågan inte var tillräckligt stor. Paralleller till sjöfarten visar att efterfrågan på alternativa bränslen är större och utvecklingen ligger här före. Vidare visar studien att vi behöver göra förändringar för att nå satta miljömål eftersom vi idag påverkar miljön negativt. För att möta eventuella framtida behov för en effektiv avgasrening krävs en fortsatt stark och bred teknikutveckling. / This study has addressed and compiled an overall picture of effective exhaust gascleaning within the relevant frameworks. This through literature and personalcommunication with interested parties. The survey focused on Karlshamnsverketssolutions to current environmental issues. The same issues are today a major drivingforce for the development of the shipping industries. The dialogues that form thebasis for the personal communication were carried out at Karlshamnsverket andover the telephone and then analyzed against efficient exhaust gas purification atsea. This with the study's questions as a starting point. The results showed that thesolutions to set environmental goals for Karlshamnsverket have been developedaccording to the efficiency of the business. There were no direct initiatives to try tosolve the problems on a broader level that could affect shipping industries. A basicinvestigation into why exhaust gases affect the environment has been identified andvarious relevant solutions have been developed at an angle to shipping.Furthermore, it emerged that the choice of fuel has a major impact on theenvironment and that development in this area is at an early stage. AtKarlshamnsverket, this was the case because burning biofuel was not relevant as thedemand was not large enough. Parallels to shipping show that the demand foralternative fuels is greater and the development is ahead here. Furthermore, thestudy shows that we need to make changes to achieve set environmental goalsbecause today we have a negative impact on the environment. To meet any futureneeds for efficient exhaust gas cleaning, continued strong and broad technologicaldevelopment is required.

A Remotely Operated underwater Vehicle (ROV) faces many problems regarding dependability and most issues come during launch and recovery. The thesis looks at finding what dependability aspects shall be considered when developing a modular ROV to come up with recommendations for a system, together with a more reliable method of launching and recovering ROV’s. The area is important since it has been shown that there exists a gap in the market regarding multipurpose and dependable ROV’s. The method used in the thesis is a case study starting with a literature study to get a solid foundation to be able to conduct interviews. The interviews were structured as a semi-structured interview and the data were used to be able to find the important dependability aspects to give out a recommendation of a ROV system. The result shows the different dependability aspects that should be emphasised to ensure a safe system: Reliability, safety, confidentiality, maintainability, availability and integrity. From the recommendation, a simulation was conducted to test the stabilizing force to increase the reliability of launch and recovery. Furthermore, the different tests show that the amount of motion can be lowered by using thruster force as well as adding weight to the system. From the results it can be determined that the use of tether tension as a stabilizing factor is possible by using Dynamic Positioning (DP) to control the ROV’s thrusters to increase reliability.

This thesis focuses on the use of multiple redundant control surfaces to increase performance during flight. There is no clear-cut definition of performance. It may differ between applications, but here, the amount of drag for a given flight condition is used. The work is concentrated on minimizing drag with the use of measurements instead of numerical simulations. Measured data contains noise and there are problems with repeatability and hysteresis. These difficulties are considered and a method for drag minimization during flight is presented. In the first study the drag minimization algorithm is discussed. Focus is put on describing the implemented method and the treatment of constraints to the optimization problem. The constraints include keeping the lift constant as well as having bounds on the control surface deflections. In the second work, a more complex wind tunnel model is used to validate the drag optimization algorithm. Drag reduction for different flight conditions is studied, as well as the impact of the number of control surfaces. Different layouts of the control surfaces are also tested. The results show that the constraints are satisfied and that the drag is reduced substantially. / QC 20101116

This thesis studies competence of simplified simulation methods for boosting simulation.  The most efficient propulsion unit has higher amount of power compared to less efficient propulsion units in boosting. Boosting is relevant subject to study due to new concept. New concept allows a larger diameter for the propeller which increases the efficiency of the propeller. New concept relies on the idea to have the propeller behind the hull.   The thesis is restricted to study displacement hulls from a point of view of propulsion efficiency. Large cruise ship model is utilized in this thesis to identify boosting related effects efficiently. Model tests reports of this concept are used as a baseline and a comparison material for two methods that are tested in this thesis. These methods are Matlab simulation code and OpenFOAM as the CFD software.   New propulsion arrangement concept is more efficient than current solutions for this hull type according to model tests. Trend of the CFD and Matlab simulation results matches well with model test results for boosting. Matlab simulation is evidently more time efficient solution than CFD simulation for boosting. Simplified CFD simulation is sufficiently accurate to study boosting concept with this research setup. Matlab and CFD simulations can be combined to obtain the most efficient solution to analyze the most effective load division for boosting.   Different types of hulls should be simulated and results should be verificated with model or full scale tests. In addition, ships with old two shaft arrangements could be converted to have two smaller pods and center line propeller in order to have better comparison with current methods. Scaling factors increases the uncertainty for new concepts; therefore full scale measurements are required. / Denna masteruppsats studerar möjligheterna med förenklade simuleringsmetoder i relation till nya framdrivningskoncept. Studerat koncept ger möjlighet till en större diameter för en boosterpropeller i centerlinjen, vilket ökar propellerns effektivitet. Konceptet bygger på tanken att få propellern bakom skrovet. Masteruppsatsen är begränsad till att studera deplacerande skrov i relation till framdrivningseffektiviteten. Studien appliceras på stora kryssningsfartyg. Resultat från modellförsök används som en referens och ett jämförelsematerial för de två beräkningsmetoder som testas i denna masteruppsats. Dessa metoder är Matlab-simuleringskod och OpenFOAM som CFD-programvara. Arbetet visar att det nya framdrivningskonceptet är effektivare än nuvarande lösningar för denna skrovtyp. Resultaten från CFD och simuleringsresultat från Matlab matchar väl med modellprovresultat. Matlab-simulering är en mer tidseffektiv lösning än CFD-simulering. Förenklad CFD-simulering är tillräckligt exakt för att studera boosterkoncept. Matlab- och CFD-simuleringar kan kombineras för att få den mest effektiva lösningen och för att analysera den mest effektiva belastningsfördelningen mellan propulsorer. Olika typer av skrov bör undersökas och resultaten ska verifieras med modell- eller fullskaletester. Skaleffekter ökar osäkerheten, därför krävs fullskalemätningar

Sjötransport står i dagsläget för 80 % av vår globala godstransport och representerar3 % av de globala utsläppen. Åtgärder tas för att minska utsläppen och rederietWallenius Marine har ambitionen att utveckla ett fartyg som med vindenergi tar sigframåt, något som skall minska dess utsläpp med upp till 90 %. I framtagningen avfartyget är Kungliga tekniska högskolan involverade som en forskningsgrupp och tillförfogande finns en nedskalad experimentbåt/modell (7 meter). Under testseglingarmed modellen har problem med manövrering och avdrift uppdagats och arbetet syftaratt åtgärda dessa.Manövreringsproblemet kopplas till rodren som ej kan erhålla de styrkrafter sombehövs och problemet åtgärdas genom konstruktion av nya roder. I arbetsgångenanvänds strömingsteori och profilen bestäms till NACA 0018 med dimensioner0.26 × 0.48 meter, ungefär dubbelt så stora som de gamla. Rodren 3D-printas ochmonteras på modellen via en stålanordning. Teoretiska jämförelser mellan de gamlaoch nya rodren emellan visar att tre gånger så höga lyftkrafter kan erhållas i detinitiala anfallsvinkelintervallet och dubbelt så stor maxkraft. Praktiska förbättringarkvantifieras genom standardiserade manövreringstester och resultatet är positivt. Imanövreringstestet zig zag minskar överslängen med 19 % och periodtiden med 42%.Fenomenet avdrift uppkommer då skrovet på modellen inte kan alstra krafter avsamma storleksordning som den framåtdrivande kraftens sidokomposant. Detta ledertill att båten även färdas åt sidan. För att minska och eventuellt eliminera avdriftenimplementeras centerbord längs modellens sidor. Även här används strömningsteorioch profilen bestäms till NACA 0018. Dess dimensioner är begränsade i djupled ochoptimeras därav genom att finna den mest lämpliga kordan för en anfallsvinkel på 6◦.Efter optimering är båda centerbordens djup bestämda till 0.26 meter och dess korda0.18 meter vilket vid 2 knop genererar 7 N i ytterligare sidokraft per centerbord. Dettabör leda till att praktiska tester visar att avdriften minskas.De nya rodren och implementering av centerbord kommer förbättra utvecklingen avexperimentbåten och därmed bidra till slutgiltiga produkten, Oceanbird.

Besättningen ombord snabbgående båtar utsätts för stora mängder stötar och vibrationer i sitt arbete, vilket leder till negativa hälsoeffekter. Hur hälsoeffekterna beror på vibrations- och stötexponeringen är emellertid ej helt känt. I den här rapporten utvärderas en mätuppställnning för mätning av vibrations- och stötexponering hos besättning ombord HSC (High Speed Crafts). Mätuppställningensom rapporten behandlar undersöks i syfte att ta fram en mätmetod som kan mäta vibrationer och stötar närmare problemområdet i nedre delen av ryggen jämfört med dagens standard. Mätuppställningen består av ett njurbälte försett med två accelerometrar till skillnad från dagens standard där stötar och vibrationer mäts av en accelerometer i stolen. Arbetet utgörs av en serie tester där mätsystemets robusthet undersöks. De frågor som undersöktes var om njurbältet upprepade gånger kan tas på med tillräcklig precision för att mätvärdena inte ska avvika från varann. Samt om bältet rubbas ur position över tid så att mätvärdena påverkas och huruvida olika kroppsbyggnader spelar roll för mätvärdena. Utifrån de laboratorietester och tester till sjöss som utförts i detta arbete är svaren på dessa frågor att mätresultatet sannolikt påverkas av användarens kroppsbyggnad och hur njurbältet är påtaget. Njurbältet tycks däremot inte rubbas ur position så att mätvärdena ändras under en normal dag till sjöss med tilläggningar och losskastningar och rörelser förknippade med det. Om användaren dock gör kraftiga böjrörelser så det tydligt känns att bältet flyttar på sig finns det en risk att mätvärdena påverkas.