Mobile robots are widely used in many applications, such as transportation, military domain, searching, guidance, rescue, hazard detection, and carpet cleaning. Because mobile robots usually carry limited power sources, such as batteries, energy saving is an important concern. In particular, differential wheeled mobile robots that have two independently movable wheels are popular because of relatively low mechanical complexity to achieve three-dimensional motion on a ground. This article presents a new wheeled device with a redundant drive system which consists of three independently movable actuators and two planetary gears to connect the actuators to two wheels. The proposed system is able to continue its motion safely when one of the motors breaks down for some causes and also able to operate over a longer period of time due to energy saving consumption property. Experimental results show that the proposed method is effective in saving energy approximately by 20.45% for linear motion and 13.05% for circular motion compared to a conventional one

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The main purpose of this paper is to enhance the operation of renewable wind energy conversion (WEC) systems connected to power systems. To achieve this, we consider a linear quadratic Gaussian (LQG) control approach for regulating the eects of a WEC system with doubly fed induction generator (DFIG) on the synchronous generator (SG) rotor speed of the interconnected power system. First, we present the mathematical formulation of the interconnected power system comprises a single synchronous generator and a wind turbine with DFIG connected to an infinite bus bar system through a transmission line. We consider that the system is operated under various loading conditions and parameters variation. Second, a frequency damping oscillation observer is designed via Kalman filtering together with an optimal linear quadratic regulator to mitigate the impacts of the WEC system on the SG rotor speed. The performance of the developed interconnected power system is simulated using a MATLAB/SIMULINK environment to verify the eectiveness of the developed controller. In comparison with previously reported results, the proposed approach can stabilize the interconnected power system within 1.28 s compared to 1.3 s without the DFIG.

The main purpose of this paper is to enhance the operation of renewable wind energy conversion (WEC) systems connected to power systems. To achieve this, we consider a linear quadratic Gaussian (LQG) control approach for regulating the eects of a WEC system with doubly fed induction generator (DFIG) on the synchronous generator (SG) rotor speed of the interconnected power system. First, we present the mathematical formulation of the interconnected power system comprises a single synchronous generator and a wind turbine with DFIG connected to an infinite bus bar system through a transmission line. We consider that the system is operated under various loading conditions and parameters variation. Second, a frequency damping oscillation observer is designed via Kalman filtering together with an optimal linear quadratic regulator to mitigate the impacts of the WEC system on the SG rotor speed. The performance of the developed interconnected power system is simulated using a MATLAB/SIMULINK environment to verify the eectiveness of the developed controller. In comparison with previously reported results, the proposed approach can stabilize the interconnected power system within 1.28 s compared to 1.3 s without the DFIG.

The main purpose of this paper is to enhance the operation of renewable wind energy conversion (WEC) systems connected to power systems. To achieve this, we consider a linear quadratic Gaussian (LQG) control approach for regulating the eects of a WEC system with doubly fed induction generator (DFIG) on the synchronous generator (SG) rotor speed of the interconnected power system. First, we present the mathematical formulation of the interconnected power system comprises a single synchronous generator and a wind turbine with DFIG connected to an infinite bus bar system through a transmission line. We consider that the system is operated under various loading conditions and parameters variation. Second, a frequency damping oscillation observer is designed via Kalman filtering together with an optimal linear quadratic regulator to mitigate the impacts of the WEC system on the SG rotor speed. The performance of the developed interconnected power system is simulated using a MATLAB/SIMULINK environment to verify the eectiveness of the developed controller. In comparison with previously reported results, the proposed approach can stabilize the interconnected power system within 1.28 s compared to 1.3 s without the DFIG.

The present study is concerned with the stability of side slope for the highways lying between two canals, eastern Nag Hamady canal and western side canal at Km(70.8).The canals and highway are located on the right bank of the Nile, and pass through the governorates of Assiut and Sohag. The side slope cracks as well as cracks in the asphalt road usually happen after winter closing period in the left side slope of the road. This is attributed to the difference in water levels between the two neighboring canals and soil weakness. The present study deals with this problem and can be divided into two main parts: • The first part is an experimental work using triaxial test, shear box test, and consolidation test, which are carried out on undisturbed samples to determine physical and mechanical soil properties. • The second part is the numerical investigation using the obtained soil properties from the experimental work. Two computer programs are used from GEOSTUDIO 2004 library. First (SLOPE/W) is used for slope stability analysis by limit equilibrium method. This program deals with slope stability methods such as Ordinary, Bishop, Janbu and Morgenstern- price methods. The second is the stress analysis program (SIGMA/W).This program is based on finite element technique. The MohrCoulomb yield criteria is used to represent soil layers. Study results showed that slopes at the investigated seating sites are unsafe. The numerical simulation with GEOSTUDIO 2004 is powerful to determine the location of the cracks for highway side slope of eastern Nag Hamadey canal, and is in good agreement with the actual observation in the field. Also, proposed practical methods are suggested to improve stability properties for the highway side slope using piles, cut- off wall to obtain factor of safety, greater than 1.5

The present study is concerned with the stability of side slope for the highways lying between two canals, eastern Nag Hamady canal and western side canal at Km(70.8).The canals and highway are located on the right bank of the Nile, and pass through the governorates of Assiut and Sohag. The side slope cracks as well as cracks in the asphalt road usually happen after winter closing period in the left side slope of the road. This is attributed to the difference in water levels between the two neighboring canals and soil weakness. The present study deals with this problem and can be divided into two main parts: • The first part is an experimental work using triaxial test, shear box test, and consolidation test, which are carried out on undisturbed samples to determine physical and mechanical soil properties. • The second part is the numerical investigation using the obtained soil properties from the experimental work. Two computer programs are used from GEOSTUDIO 2004 library. First (SLOPE/W) is used for slope stability analysis by limit equilibrium method. This program deals with slope stability methods such as Ordinary, Bishop, Janbu and Morgenstern- price methods. The second is the stress analysis program (SIGMA/W).This program is based on finite element technique. The MohrCoulomb yield criteria is used to represent soil layers. Study results showed that slopes at the investigated seating sites are unsafe. The numerical simulation with GEOSTUDIO 2004 is powerful to determine the location of the cracks for highway side slope of eastern Nag Hamadey canal, and is in good agreement with the actual observation in the field. Also, proposed practical methods are suggested to improve stability properties for the highway side slope using piles, cut- off wall to obtain factor of safety, greater than 1.5

The present study is concerned with the stability of side slope for the highways lying between two canals, eastern Nag Hamady canal and western side canal at Km(70.8).The canals and highway are located on the right bank of the Nile, and pass through the governorates of Assiut and Sohag. The side slope cracks as well as cracks in the asphalt road usually happen after winter closing period in the left side slope of the road. This is attributed to the difference in water levels between the two neighboring canals and soil weakness. The present study deals with this problem and can be divided into two main parts: • The first part is an experimental work using triaxial test, shear box test, and consolidation test, which are carried out on undisturbed samples to determine physical and mechanical soil properties. • The second part is the numerical investigation using the obtained soil properties from the experimental work. Two computer programs are used from GEOSTUDIO 2004 library. First (SLOPE/W) is used for slope stability analysis by limit equilibrium method. This program deals with slope stability methods such as Ordinary, Bishop, Janbu and Morgenstern- price methods. The second is the stress analysis program (SIGMA/W).This program is based on finite element technique. The MohrCoulomb yield criteria is used to represent soil layers. Study results showed that slopes at the investigated seating sites are unsafe. The numerical simulation with GEOSTUDIO 2004 is powerful to determine the location of the cracks for highway side slope of eastern Nag Hamadey canal, and is in good agreement with the actual observation in the field. Also, proposed practical methods are suggested to improve stability properties for the highway side slope using piles, cut- off wall to obtain factor of safety, greater than 1.5

Determination of a runway orientation is a critical task in the planning and design of an airport. Runways usually oriented in the direction of the prevailing winds. The best direction can be decided through proper execution of wind analysis for designated area. In this study, wind analysis is conducted by manual analysis and computer analysis to check the accuracy of used software in computer analysis by comparing their results with the manual procedure. The manual analysis represented by windrose type II while the computer analysis represented by two software FAA Airport design and Windrose PRO. In order to analyze the available local wind observations with windrose II manual procedure and FAA Airport design software they must be converted to suitable windrose statistics so that a third software should be used . In this study WRPLOT View software is used to do this task. In this study three case studies Aswan international airport, Al Nozha international airport and Marsa Alam international airport were studied. These cases studies subject to wind analysis by use of manual analysis and computer analysis. For FAA Airport Design and WindRose PRO software there were small differences between its results and windrose II manual analysis results. In order to verify the optimization process in each case study, a comparison was made between existing runways orientation and estimated optimum runways orientation. For Aswan international airport the existing runway which has actual orientation of 170.88/350.88 which provides 98.07% wind coverage while the optimum runway orientation is 174/354 which provides 98.2% wind coverage. For Al Nozha there are two existing runways which have actual orientation of 45.06/225.07 and 179.99/359.99 which provides 84.11% and 93.27% wind coverage respectively while the optimum runway orientation is one runway with orientation of 146/326 which provides 96.04% wind coverage. For Marsa Alam international airport the existing runway which has actual orientation of 149.75/329.76 which provides 99.65% wind coverage while the optimum runway orientation is 156/336 which provides 99.72% wind coverage. Parametric analysis applied on each case study in order to studying the effect of each controlling parameter on wind coverage. This analysis is proceed by use of FAA Airport Design software because it allow the designer to keep the other parameters fixed while changing one of them. These parameters are number of runways, runway orientation, maximum allowable crosswind component and maximum allowable tailwind component.

Determination of a runway orientation is a critical task in the planning and design of an airport. Runways usually oriented in the direction of the prevailing winds. The best direction can be decided through proper execution of wind analysis for designated area. In this study, wind analysis is conducted by manual analysis and computer analysis to check the accuracy of used software in computer analysis by comparing their results with the manual procedure. The manual analysis represented by windrose type II while the computer analysis represented by two software FAA Airport design and Windrose PRO. In order to analyze the available local wind observations with windrose II manual procedure and FAA Airport design software they must be converted to suitable windrose statistics so that a third software should be used . In this study WRPLOT View software is used to do this task. In this study three case studies Aswan international airport, Al Nozha international airport and Marsa Alam international airport were studied. These cases studies subject to wind analysis by use of manual analysis and computer analysis. For FAA Airport Design and WindRose PRO software there were small differences between its results and windrose II manual analysis results. In order to verify the optimization process in each case study, a comparison was made between existing runways orientation and estimated optimum runways orientation. For Aswan international airport the existing runway which has actual orientation of 170.88/350.88 which provides 98.07% wind coverage while the optimum runway orientation is 174/354 which provides 98.2% wind coverage. For Al Nozha there are two existing runways which have actual orientation of 45.06/225.07 and 179.99/359.99 which provides 84.11% and 93.27% wind coverage respectively while the optimum runway orientation is one runway with orientation of 146/326 which provides 96.04% wind coverage. For Marsa Alam international airport the existing runway which has actual orientation of 149.75/329.76 which provides 99.65% wind coverage while the optimum runway orientation is 156/336 which provides 99.72% wind coverage. Parametric analysis applied on each case study in order to studying the effect of each controlling parameter on wind coverage. This analysis is proceed by use of FAA Airport Design software because it allow the designer to keep the other parameters fixed while changing one of them. These parameters are number of runways, runway orientation, maximum allowable crosswind component and maximum allowable tailwind component.