Academic literature on the topic 'TgVC'

Ngauruhoe is an active basaltic andesite to andesite composite cone volcano at the southern end of the Tongariro volcanic complex, and most recently erupted in 1954-55 and 1974-75. These eruptions constructed the inner crater of Ngauruhoe, largely composed of 1954-55 deposits, which are the basis of this study. The inner crater stratigraphy, exposed on the southern wall, is divided into seven lithostratigraphic units (A to G), while the northern stratigraphy is obscured by the inward collapse of the crater rim. The units are, from oldest to youngest: Unit A, (17.5 m thick), a densely agglutinated spatter deposit with sharp clast outlines; Unit B, (11.2 m) a thick scoria lapilli deposit with local agglutination and scattered spatter bombs up to 1 m in length; Unit C, (6.4 m thick) a clastogenic lava deposit with lateral variations in agglutination; and Unit D, (10 m thick) a scoria lapilli with varying local agglutination. The overlying Unit E (15 cm thick) is a fine ash fallout bed that represents the final vulcanian phase of the 1954-55 eruption. Unit F is a series of six lapilli and ash beds that represent the early vulcanian episode of the 1974-75 eruption. The uppermost Unit G (averaging 10 m thick) is a densely agglutinated spatter deposit that represents the later strombolian phase of the 1974-75 eruption. Units A-D juvenile clasts are porphyritic, with phenocrysts of plagioclase, orthopyroxene, clinopyroxene, minor olivine, within a microlitic glassy groundmass. Quartzose and greywacke xenoliths are common in most units, and are derived from the underlying basement. The 1954-55 and 1974-75 eruptions are a product of a short-lived, continental arc medium-K calc-alkaline magma. The magma originated from the mantle, then filtered through the crust, undergoing assimilation and fractionation, and evolving to basaltic andesite and andesite compositions. The magma body stagnated in shallow reservoirs where it underwent further crustal assimilation and fractionation of plagioclase and olivine, and homogenisation through magma mixing. Prior to the 1954-55 eruption a more primitive magma body was incorporated into the melt. The melt homogenised and fed both the 1954-55 and 1974-75 eruptions, with a residence time of at least 20 years. The 1954-55 eruption produced alternating basaltic andesite and andesite strombolian activity and more intense fire fountaining, erupting scoria and spatter that built up the bulk of the inner crater. A period of relative quiescence allowed the formation of a cooled, solid cap rock that resulted in the accumulation of pressure due to volatile exsolution and bubble coalescence. The fracturing of the cap rock then resulted in a vulcanian eruption, depositing a thin layer of fine ash and ballistic blocks. The 1974-75 eruption commenced with the rupturing of the near-solid cap rock from the 1954-55 eruption in an explosive vulcanian blast, the result of decompressional volatile exsolution and bubble coalescence, and possible magma-water interaction. The eruption later changed to strombolian style, producing a clastogenic lava that partially flowed back into the crater.

In this thesis work the manufacturing of through glass vias (TGVs) is presented. The TGVs were manufactured by adapting technique based on magnetic assembly developed at KTH for creating through silicon vias (TSVs). TGVs were fabricated by introducing nickel wires in via-holes that were pre-made on a glass substrate and applying a spin-on polymer to isolate the nickel wires from the walls of the via-holes. Another focus of this work was improving the TGV and TSV manufacturing process. This was done by investigating the inuence of the assembly speeds on the yield of the assembly process. Two methods for removing the excess wires left on the surface of the wafer after the magnetic assembly of the nickel wires were tested. Also the inuence the pitch between the via-holes has on the yield of the process was investigated.

This work investigates the applicability of identification methods to the suspension parameters of a TGV multi-body model. The aim is to adjust the model to the real system by estimating the suspension parameters from measured vehicle response data. Due to the nonlinear behavior of the system the time-domain based model updating has been chosen. It requires the definition and minimization of a misfit function in the time domain describing the distance between model and measurement. The fastest convergence is obtained by the use of gradient methods requiring the calculation of the derivatives of the misfit function relative to every parameter. Since the calculation from finite differences is time consuming and less accurate the gradients are calculated from the adjoint method. The application to a simplified bogie model with known mathematical description allows the identification of its suspension parameters. The presence of local minima in the misfit function of the TGV model requires the use of global optimization methods. The simulated annealing and the genetic algorithm method give important reductions of the misfit function and improved parameter estimations. In following work this information could be used for further applications like the condition monitoring.

L'amenagement de nouvelles lignes ferroviaires a grande vitesse repose la question, du pouvoir structurant des grandes infrastructures de transport. Une analyse des mutations urbaines et economiques survenues dans les villes des regions bourgogne, rhone-alpes et provence-alpes-cote d'azur a la suite de la mise en service du tgv sud-est nous montre que si la nouvelle offre ferroviaire modifie les pratiques de mobilite, elle ne joue qu'un role secondaire dans les dynamiques observees. Les mutations du systeme de transport, des quartiers des gares et des activites economiques des agglomerations desservies varient en fonction de la qualite de l'offre ferroviaire (temps de parcours et frequence de desserte), des particularites socio-economiques regionales et des strategies de valorisation mises en oeuvre. Le tgv ne renforce l'attractivite des grandes metropoles qu'integre au sein de politiques d'amenagement urbain et de developpement economique.

O presente trabalho propôs-se a estudar o fenômeno de fosqueamento em filmes de tinta em pó feitos a partir de resinas poliésteres sólidas pelo sistema conhecido como Triglicidilisocianutato (TGIC). Este fenômeno é indesejado e ocorre na ocasião de mistura de lotes de tintas produzidos independentemente com resinas poliésteres sólidas que compartilham as mesmas fórmulas, especificações e processo industrial. Amostras de uma tríade de resinas poliéster, que apresenta uma particular relação de fosqueamento, foram estudadas por termogravimetria/ termogravimetria derivada (TG/DTG), calorimetria exploratória diferencial (DSC), espectroscopia de ressonância magnética nuclear de Hidrogênio (1H-RMN), cromatografia de permeação em gel (GPC), análise térmica diferencial (DTA) e espectroscopia de infravermelho com transformada de Fourier (FTIR). A partir da análise minuciosa dos resultados obtidos em cada técnica escolhida, não se notou diferenças significativas que pudessem vir a justificar o fosqueamento indesejado para os lotes estudados. Estas avaliações nos permitiram concluir que o fenômeno não ocorre por contaminação industrial dos materiais e que alguma relação latente de fosqueamento por blenda seca deve ainda ser revelada por estudo subsequente.<br>The present work endeavored to study the matting phenomenon of powder coatings films made of solid polyester resins through a system known as Triglycidyl isocyanurate (TGIC). This phenomenon is an undesired result and occurs when at the time of blending paint batches produced independently with polyester resins that share the same formula, specifications e industrial process. Samples of a polyester resin triad, that shared a particular matting relation, were studied by thermogravimetry/ thermogravimetry derivative (TG/DTG), differential scanning calorimetry nuclear magnetic resonance (1H-NMR), gel permeation chromatog r(aDpShCy), proton (GPC), differential thermal analysis (DTA) and Fourier transform infrared spectroscopy (FTIR). Through in-depth analyses of all results obtained from each chosen method, no accountable differences, that could justify the undesired matting phenomenon, were noticed. These evaluations paved us the way to conclude that the studied phenomenon was not occurring due to industrial contamination, and that some latent dry blend matting relation is still to be revealed by an ensuing study.

L'analogie entre les supraconducteurs et les cristaux liquides smectiques a (de gennes, 1972) est restee incomplete jusqu'en 1988, date a laquelle, renn et lubensky ont propose la phase a torsion par joint de grain (tgb) comme analogue dans les cristaux liquides des reseaux de flux d'abrikosov dans les supraconducteurs de type ii. Dans ce memoire, nous rapportons la decouverte d'une nouvelle phase (tgb#c), la premiere confirmation du modele de torsion de renn-lubensky. Dans un deuxieme temps, nous prouvons l'existence d'une inclinaison des couches par rapport a l'axe helicoidal, non prevue par la theorie. Enfin, nous montrons comment de simples observations optiques permettent de visualiser directement les joints de grain

En suivant une démarche hypothético-déductive, l'ambition de la thèse est de créer un modèle géographique d'implantation ferroviaire puis de l'appliquer sur un espace donné afin d'observer la validité et les limites du modèle géographique proposé. Comme un triptyque, le modèle axio-lateral proposé se décompose en trois volets. Le premier pan est théorique puisque la réalité de l'implantation géographique du rail peut-être finalement déterminée par une interaction associant dans un sens longitudinal l, défini comme l'ensemble des liens apportés par la voie ; et n envisage dans un sens latéral comme l'ensemble des nuisances que cette dernière génère. Cette interaction est ensuite envisagée sur un plan mathématique. Elle révèle la contradiction multi scalaire de l'impact de l'implantation suivant l'échelle d'observation qui est l'élément clé de la compréhension du phénomène rail. Enfin, grâce a l'analyse systémique, il ne reste plus qu'a définir sur un plan spatio-temporel les deux notions de lien et de nuisance avant de les croiser dans le cadre d'une réalisation ferroviaire concrète : celle du TGV Méditerranée. Lors de l'application de terrain, le modèle apporte semble-t-il des résultats dans trois domaines. Tout d'abord, en ce qui concerne la réalité du projet, un constat primitif et primordial, souvent ignoré, conduit à isoler plusieurs TGV Méditerranée présentant des bilans l n forcement contrastés. Ensuite, le modèle est une grille de lecture de la multiplicité des interprétations puisque la tendance spontanée des acteurs est souvent de percevoir le projet suivant un certain prisme scalaire correspondant le plus à son intérêt, ce qui rend le dialogue difficile puisque chacun tient la réalité qui l'arrange par une extrémité, sans considération de la réalité multi scalaire du rail expliquant les différences quant a son interprétation. Enfin, le modèle apparaît comme une clef de compréhension historique d'un projet qui a soulevé les passions puisque l'échelle de la définition spatiale du projet, tout comme le nombre des variantes proposées, a une incidence directe sur le nombre des opposants, ce que prouve entre autres le modèle de diffusion de Gould ou le modèle axio-lateral (par un essor artificiel de n pour un l inchangé). Dans ces conditions, le modèle fournit différentes réponses pour, dans le cadre d'une volonté de géographie active, tenter de restreindre certains conflits inutiles et préjudiciable a tous. Des lors, même si le choix du trace géographique idéal est impossible -et le choix juste difficile- le modèle, en éclaircissent semble-t-il le phénomène rail et en présentant peu de résidus, semble pouvoir aider a la compréhension du phénomène rail et a la création d'une méthodologie permettant d'agglomérer et de comparer les différents l et n<br>The limits of this model, according to a hypothetico-deductive process. The "axio-lateral" model proposed here decomposes in three parts. The first one is theoretical, seeing that the reality of a geographical settling of the railway line can finally be determined by an interaction combining l lengthwise, representing all the links brought by the line ; and n considered in a lateral way as all the harmful effects caused by this line. Then this interaction is developped on a mathematical ground. It reveals the multi-scalar contradiction of the impact of the settling following the observation scale which is the key element to understand the railway phenomenon. Finally, with a systematical approach, both notions of link and harmful effect have to be determined on a space-time ground before meeting in a concrete realization : the French TGV Mediterranee. During the application on the ground, the model seems to give results in three different fields. First, as far as the reality of the project is concerned, an established facts induces to insolate several "TGV Mediterranee", which present very different results for l n. Then the model enables to consider the multiplicity of the interpretations, seeing that the first tendency of the people involved in such settling is to see the plan according to their own interest, without considering the multiscalar reality of the railway, which implies difficult talks. The model appears then as a key element to understand this plan from a historical point of view, and to explain how the number of opponents can vary according to the different interpretations, as it can be proved by the diffusion's model of gould, and the "axio-lateral" model. In such conditions, the model gives different answers to try and reduce useless conflicts. Therefore, even if it is impossible to choose the ideal laying out, and difficult