Dissertations / Theses on the topic 'Space-track'

Studying Antarctic icebergs can provide insight into climatic changes of the Earth's frozen continent. Antarctic icebergs are regularly formed by the separations of massive sections of ice from ice shelves and glaciers. The National Ice Center (NIC) is playing a major role in sea ice analysis and forecasts. As a part of its mission the NIC is using a variety of satellite sensors to track many large Antarctic icebergs. The NIC reports iceberg positions every 15-20 days. However, there are limitations in the NIC's iceberg tracking techniques. The areas covered by the images used by the NIC are limited to specific areas of the Antarctic continent, due in part to the resources required to produce and process these high resolution images. Based on the NIC data base, the number of large Antarctic icebergs seems to be increasing in recent years. This leads to a concern of a possible climatic trend. However, our analysis of historic scatterometer and radiometer data suggests this increase is largely due to improved resources and technological advancements for iceberg tracking. Additionally sever major iceberg calving events have taken place in recent years. These calving events may represent natural variability. To evaluate the NIC's tracking and to monitor recent iceberg activity, we used current and historic scatterometer and radiometer data to track Antarctic icebergs spanning nearly 25 years. Five data sets from various instruments were used in the study. Icebergs were tracked independently with each data set for time periods between1976 to 2001. Each image provides coverage of the entire Antarctic continent allowing frequent positions to be reported for each iceberg. The results show that the number of large icebergs over the last 20-25 years has remained fairly constant with the exception of an increase in icebergs from 1994 to 2001 due to several major

In the Grenville age basement rocks of Virginia and North Carolina, nearly thirty Cryogenian volcanic/plutonic complexes have been recognized. A-type granites and rhyolites dominate the igneous complexes within the Cryogenian Magmatic Province (CMP), but compositional variations range from gabbro through syenites. The mineralogy, chemical composition and field data including microstructural emphasis suggests emplacement of these igneous complexes in an extensional setting. In this study U/Pb zircon ages of several plutons were determined using secondary ion mass spectrometry. The ages suggest two episodes of magmatism. An older episode (739 to 745 Ma) of magmatism includes White Oak Creek, Suck Mountain, and Amisville plutons. The younger episode (613 to 694 Ma) includes Dillons Mill, Stewartsville, Mobley Mountain, Rockfish River, and Fine Creek Mills plutons. These two age groups also display differences in geochemistry. In contrast to the older group of plutons, the younger plutons are characteristically more metaluminous, lower in silica, higher in aluminum and phosphate, lower agpatic index, less REE enrichment, minimal K-feldspar and accessory mineral fractionation. The distribution of the older group of plutons over a distance of nearly 600km requires the development of a crustal scale zone of extension. A space-time analysis suggests that these plutons represent a continental plume track similar to the White Mountain Magma Series. Plume head arrival ages of 765 to 754 Ma in the southern part of the region are measurably older than 735 to 705 Ma observed in the north, and yield a plate motion rate of ~2 cm/year.
Master of Science

Historians of the early space age have established a norm whereby President Eisenhower's actions are judged solely as a response to the launch of the Sputnik satellite, and are indicative of a passive, negative presidency. His low-key actions are seen merely as a prelude to the US triumph in space in the 1960s. This study presents an alternative view showing that Eisenhower’s space policy was not a reaction to the heavily-propagandised Soviet satellite launches, or even the effect they caused in the US political and military elites, but the continuation of a strategic track. In so doing, it also contributes to the reassessment of the wider Eisenhower presidency. Having assessed the development of three intersecting discourses: Eisenhower as president; the genesis of the US space programme; and developments in Cold War US reconnaissance, this thesis charts Eisenhower’s influence both on the ICBM and reconnaissance programmes and his support for a non-military approach to the International Geophysical Year. These actions provided the basis for his space policy for the remainder of his presidency. The following chapters show that Sputnik had no impact on the policies already in place and highlight Eisenhower’s pragmatic activism in enabling the implementation of these policies by a carefully-chosen group of expert ‘helping hands’. This study delivers a new interpretation of Eisenhower’s actions. It argues that he was operating on a parallel track that started with the Castle H-bomb tests; developed through the CIA's reconnaissance efforts and was distilled in the Aeronautics and Space Act of 1958. This set a policy for US involvement in outer space that matched Eisenhower’s desire for a balanced budget and fundamental belief in maintaining peace. By challenging the orthodox view, this paper shows that President Eisenhower’s space policy actions were strategic steps that provided a logical next step for both civilian and military space programmes at the completion of the International Geophysical Year.

Rail track asset sighting distance must be checked regularly to ensure the continued and safe operation of rolling stock. Methods currently used to check asset line-of-sight involve manual labour or laser systems. Video cameras and computer vision techniques provide one possible route for cheaper, automated systems. Three categories of computer vision method are identified for possible application: two-dimensional object recognition, two-dimensional object tracking and three-dimensional scene recovery. However, presented experimentation shows recognition and tracking methods produce less accurate asset line-of-sight results for increasing asset-camera distance. Regarding three-dimensional scene recovery, evidence is presented suggesting a relationship between image feature and recovered scene information. A novel framework which learns these relationships is proposed. Learnt relationships from recovered image features probabilistically limit the search space of future features, improving efficiency. This framework is applied to several scene recovery methods and is shown (on average) to decrease computation by two-thirds for a possible, small decrease in accuracy of recovered scenes. Asset line-of-sight results computed from recovered three-dimensional terrain data are shown to be more accurate than two-dimensional methods, not effected by increasing asset-camera distance. Finally, the analysis of terrain in terms of effect on asset line-of-sight is considered. Terrain elements, segmented using semantic information, are ranked with a metric combining a minimum line-of-sight blocking distance and the growth required to achieve this minimum distance. Since this ranking measure is relative, it is shown how an approximation of the terrain data can be applied, decreasing computation time. Further efficiency increases are found by decomposing the problem into a set of two-dimensional problems and applying binary search techniques. The combination of the research elements presented in this thesis provide efficient methods for automatically analysing asset line-of-sight and the impact of the surrounding terrain, from captured monocular video.

In our digitalized world, there are ongoing discussions about the public library as a physical place and if it still has a role in our society. Even though many public libraries in Sweden and other western countries are being closed because of political and economic cuts, people still visit the public library. This gives an indication that the library is important not only as a place to borrow books, but as a physical place. This study will try to find answers to how the library space is being used by the visitors by examining when people come to the library, what people do in the library and who these people are. To find answers to these questions, empirical data based upon observations of the library space has been collected. The method of observation used was the TTTmethod (Track the Traffic) developed by the Norwegian scientist Tord Høivik. The TTT-method is a simple method to observe how the different spaces of the library are being used by walking through all the spaces in the library whilst observing what activities are being done. This is repeated at certain times during the library’s opening hours and over a certain period. In this study, the observations were done in three different time-intervals during the day (morning, daytime and evening), over a twoweek period and resulted in 779 registered observations. These data will be analysed in relation to the four space-model developed by the Danish scientist Dorte Skot-Hansen. The model specifies four overall goals of the public library which are experience, involvement, empowerment and innovation and the different possibilities, described in the model as spaces, that the library can offer to fulfil these goals. These four spaces are inspiration, learning, meeting and performative space. In this study, the space that is mostly used, is knowledge, but in the daytime and the evening, the meeting space is also often used. The activities registered are mostly done by adult people. Children and young people are not often observed in the library-space, which gives an indication that this group, which is a priority in the Swedish library act, is not being attended to as it should be according to this. It is also a quite interesting result that activities done by young people often are activities done in a group of people.

The subject of this thesis is to design an electric scooter targeted at innovative approach to the design of the technical, aesthetic , ergonomic and ecological requirements . The main objective is to devise a practical design and shape characteristic of the machine , which in itself will reflect the selected drive type . The scooter should be the ideal solution for the movement in urban centers, which will be practical with an attractive appearance of ecological vehicles . Its unusual solution to the problem of storage space in this category of motorcycle , scooter would have become a good alternative to conventional means of transport with a combustion engine

The thesis deals with design of suitable methods to determine space relations of the particular crane tracks. These methods are investigated within the accuracy analysis. Test measurements using the designed methods are described and their results are analysed and compared with the applicable standards.

International Telemetering Conference Proceedings / October 27-30, 1997 / Riviera Hotel and Convention Center, Las Vegas, Nevada
There is an interest in using Global Positioning System (GPS) receivers to find: Time Space Position Information (TSPI), miss distances between a missile and target, and using the data real time as an independent tracking aid for range safety. Ashtech, Inc. has several standalone GPS receivers they believe can work at high g levels. This paper investigates how the Ashtech GPS receivers work under high g loading in one axis. The telemetry system used to collect data from the receivers and the reconstruction of the data will also be discussed. The test was done at SNORT (Supersonic Naval Ordnance Research Track) located at NAWS, China Lake, CA. The g level obtained was about +23 g’s with a deceleration of -15 g’s. The velocity reached was about Mach 2.0. A summary of the errors is included.

The diploma thesis deals with the design of a sustainable urban structure of the 21st century based on a medieval town in Náměšť nad Oslavou in the Vysočina region. It is a relatively large location defined by a zoning plan for the future development of the town. The area is specific because it is located entirely on the northern slope and is directly adjacent to the railway track, which is a physical as well as noise barrier for potential construction. The aim of the thesis is to design a solution that uses the potential of the place, offers a modern and economical way of living and creates appropriate public spaces based on medieval towns. The intention is to connect the new location with the existing structure of the town and thus prevent it from becoming the city periphery.

The topic of the Diploma thesis is a design of the New train station in Brno. The plot is located on the boundary of three city districts – Komárov, Štýřice and Trnitá. This area includes the railway structure for the new train station and also its public spaces, which are very close to the river Svratka. The railway structure is designed as bridge construction, that rises all platforms and rail tracks to 7,65 metres above the ground level. So all of the railways do not become a barrier in the city. The main concept extends a longitudinal axis of the city boulevard through the train station, which creates a high-rise building in the southern part of the plot. This axis is written not only to the layout but also to the roof design. The train station includes two underground levels, ground floor and first floor. Underground levels consist of P+R parking, deliveries only area, technical facilities and subway terminal. The ground floor is the main traffic centre. There is an entrance hall, shopping area, bus terminal and public corridors. The first floor includes platforms for train departures and arrivals. There are also public spaces in the entrance hall. The basic structural system consists of two parts. The first part is a massive reinforced concrete structure of the railway bridge deck and all underground levels. This structure is based on reinforced concrete foundation pads with drilled piles. The second part is a steel frame structure of the roof. That includes steel columns and truss girders for the structure of the lower area. The higher part of the roof is designed as a steel-truss bridge with the characteristic profile. The new train station supposes to create a new gate to the city of Brno, that connects contemporary districts with the historical city center.

Dans un contexte de densification des villes et de leurs réseaux de transport, les gens sont de plus en plus exposés au bruit. Ainsi, le résultat de l'étude d'impact vibro-acoustique joue un rôle primordial dans l'expansion du réseau ferroviaire. L'une des principales sources est le bruit de roulement : La rugosité de la surface de la roue et du rail produit un déplacement imposé sur ces derniers. Ce déplacement entraine une réponse vibratoire des roues et de la voie ferrée et leurs rayonnements acoustiques. Cette thèse propose une amélioration de la modélisation vibro-acoustique de la voie ferrée.Pour la réponse vibratoire, le coté infini de la voie et sa déformation dans les 3 dimensions rendent les modèles analytiques et les éléments finis non-optimales dans la gamme de fréquence de l’audible. La méthode élément fini semi-périodique (SAFEM) est utilisée dans cette thèse pour modéliser une voie à support continue. Elle est ensuite couplée au théorème de Floquet pour modéliser une voie à support périodique. Cependant, cette technique génère des problèmes numériques qui ont imposé un algorithme adapté. La méthode d'Arnoldi du second ordre (SOAR) est utilisée avant de résoudre l'équation SAFEM permet de résoudre ces problèmes ainsi qu’apporter la stabilité requise. Des comparaisons avec d’autres modèles et des données expérimentales permettent de valider la méthode.Pour le rayonnement acoustique, la simulation de grand domaine en haute fréquence rendent inadapté l'utilisation de techniques conventionnelles (FEM, BEM, ...). La méthode proposée ici : la théorie variationnelle du rayon complexe est particulièrement bien adaptée à ce cas. Les principales caractéristiques de l'approche VTCR sont l'utilisation d'une formulation faible du problème acoustique, qui permet de considérer automatiquement les conditions limites entre sous-domaines. Ensuite, l'utilisation d'une répartition intégrale des ondes planes dans toutes les directions permet de simuler le champ acoustique. Les inconnues du problème sont leurs amplitudes. Cette méthode qui a déjà montré son efficacité pour les domaines fermés a été étendue au domaine ouvert et couplée à la réponse vibratoire. Des comparaisons avec des solutions analytiques et des simulations FEM à basse fréquence permettent de valider la méthode
In a context of urban and transport network densification, people are increasingly exposed to noise. Consequently, the result of vibro-acoustic impact assessment has a pivotal role in rail network expansion. One of the main sources is the rolling noise: Roughness on the wheel and rail surface produce an imposed displacement one the both. This last, generates vibrational response of wheels and the railway track and their acoustic radiation. This PhD thesis presents some improvements of the vibro-acoustic railway track modelling.Concerning vibrational response, the infinite dimension in the longitudinal direction of the track and its deformation in the 3 dimensions, make the analytical models and finite elements non-optimal. The Semi-analytical finite element method (SAFEM), used in this thesis, is particularly well adapted in this case. Firstly, it is used to model railway track on a continuous support. Then, it is coupled with Floquet theorem to model tracks with a periodic support. However, this technique suffers from numerical problems that imposed an adapted algorithm. The second-order Arnoldi method (SOAR) is used to tackle them. This reduction allows to eliminate critical values improving the robustness of the method. Comparison with existing techniques and experimental results validate this model.Concerning acoustic radiation, big domains simulations at high frequency are almost unfeasible when using conventional techniques (FEM, BEM,…). The method used in this thesis, the Variational theory of complex ray (VTCR) is particularly well adapted to these cases. The principal features of VTCR approach are the use of a weak formulation of the acoustic problem, which allows to consider automatically boundary conditions between sub-domains. Then, the use of an integral repartition of plane waves in all the direction allow to simulate the acoustic field. The unknowns of the problem are their amplitudes. This method well assessed for closed domain, has been extended to open domain and coupled to vibrational response of the rail. Comparison with analytic solution and FEM simulation at low frequency allow to validate the method.Coupling these both methods allowed to simulate complex real life vibro-acoustic scenarios. Result of different railway tracks are presented and validated

Durch den zunehmenden Einsatz fahrdynamischer Regelsysteme und der Fahrzeugauslegung im Grenzbereich gewinnt die Modellierung des Reifenübertragungsverhaltens bei transienten und extremen Fahrmanövern signifikant an Bedeutung. Die im Rahmen dieser Arbeit neu entwickelten Messverfahren zur Analyse und Charakterisierung des transienten Reifenseitenkraftverhaltens zeigen, dass die bisher gewählten Verzögerungsansätze erster Ordnung, beschrieben durch die Einlauflänge, keine ausreichende Abbildungsgenauigkeit liefern. Folglich wird ein neuer Verzögerungsansatz zweiter Ordnung eingeführt und durch den Parameter Einlaufdämpfung zweckmäßig beschrieben. Weiterhin wird nachgewiesen, dass die allgemein gebräuchliche Schätzung der Einlauflänge aus Schräglaufsteifigkeit und Lateralsteifigkeit vor allem bei hohen Radlasten deutlich zu geringe Werte liefert. Zur Abdeckung eines möglichst breiten Anwendungsbereichs werden die Parametereinflüsse Radlast, Fülldruck, Sturz, Vorspur und Geschwindigkeit messtechnisch ermittelt und im neuen Modellansatz berücksichtigt. Auch für die quasistatische Schräglaufsteifigkeit wird ein neues Bestimmungsverfahren mit entsprechenden Einflussanalysen vorgestellt. Bei extremen Fahrmanövern spielt die Fahrzeugstabilität, welche hochsensitiv auf das Reifenverhalten unter Extrembelastungen reagiert, eine entscheidende Rolle. Auch für diesen Anwendungsfall werden neue Mess‐ und Parametrisierungsverfahren eingeführt. Im Gegensatz zu anderen Arbeiten wird auf den gesamten Entstehungsprozess von Reifenmodelldatensätzen eingegangen. Dieser besteht im Wesentlichen aus Reifenmessung, Signalverarbeitung, Auswahl charakteristischer Kennlinien, methodischer Reifenmodellauswahl, automatischer Parameteridentifikation und qualitativem sowie quantitativem Nachweis der Abbildungsgüte des entstandenen Datensatzes. In diesem Prozess werden Schwachstellen aufgezeigt und durch neue Methoden beseitigt. Die drei Reifenmodelle MF-Tyre, FTire und TM-Easy werden analysiert, parametrisiert und unter transienten und extremen Randbedingungen in Kombination mit MKS-Modellen validiert und getestet. Somit kann die Qualität der erzielten Ergebnisse im Verhältnis zum Parametrisierungsaufwand und der Prozesssicherheit für eine Einsatzempfehlung der verschiedenen Reifenmodelle herangeführt werden. Die Qualität der neuen Reifenmodelldatensätze in Verbindung mit der Radaufhängung wird anhand eines neu entwickelten hochdynamischen Achsprüfstandes durch den Vergleich von Messung und MKS-Simulation validiert. Dazu werden sowohl transiente als auch extreme Manöver mit deren realistischen Belastungssituationen nachgestellt. Auch der Einfluss auf die Gesamtfahrzeugsimulation wird anhand entsprechender Manöver nachgewiesen. Darüber hinaus erfolgt die Herleitung eines linearen Einspurmodells mit transientem Reifenseitenkraftverhalten im Zustandsraum, anhand dessen der dominante Reifeneinfluss auf die Gierreaktion von Fahrzeugen nachgewiesen wird
Due to the growing influence of vehicle dynamic control systems and suspension dimensioning in stability regions, transient and extreme tyre transfer behaviour gains importance significantly. Two new measurement procedures are introduced to analyze and characterize this tyre behaviour. The results show that the commonly used estimation of the relaxation length by the quotient of cornering and lateral stiffness yields far too small values and that the first order transfer model is insufficient to describe the transient tyre lateral force behaviour. Consequently, a new second order approach is introduced and described by the new parameter relaxation damping. The performed parameter study regarding wheel load, inflation pressure, camber angle, toe angle and driving velocity covers a wide application range of tyres. Moreover, the quasi‐static cornering stiffness is measured and evaluated in an extended range with reduced temperature and wear influences. Extreme manoeuvres are utilized to examine the stability of vehicles, which is dominated by the tyre transfer behaviour under extreme conditions. A new measurement and parameter identification procedure for those conditions is portrayed, as well. This thesis depicts the entire process to obtain a tyre model dataset, namely tyre measurements, signal processing, selection of characteristic curves, methodical selection of a tyre model, automatic parameter identification and qualitative and quantitative evaluation of the final dataset. The tyre models MF‐Tyre, FTire, and TM‐Easy are analysed, parameterized and validated under transient and extreme conditions. A comparison of the results in relation to the complexity of the parameter identification and the process stability leads to global recommendations of applications for different tyre models. The quality of the created tyre model datasets in combination with a vehicle suspension is assessed by a comparison of measurements from the newly developed highly dynamical suspension test rig and equivalent multi‐body simulations. That is, transient and extreme manoeuvres are performed and analysed. Additionally, a linear single‐track model with transient tyre behaviour is been derived, that shows the dominant tyre influence on the vehicle’s yaw behaviour. Finally, the influence of the created tyre model datasets and the additional lateral transfer behaviour on full‐vehicle simulations is verified

Today, the main research field for the automotive industry is to find solutions for active safety. In order to perceive the surrounding environment, tracking nearby traffic objects plays an important role. Validation of the tracking performance is often done in staged traffic scenarios, where additional sensors, mounted on the vehicles, are used to obtain their true positions and velocities. The difficulty of evaluating the tracking performance complicates its development. An alternative approach studied in this thesis, is to record sequences and use non-causal algorithms, such as smoothing, instead of filtering to estimate the true target states. With this method, validation data for online, causal, target tracking algorithms can be obtained for all traffic scenarios without the need of extra sensors. We investigate how non-causal algorithms affects the target tracking performance using multiple sensors and dynamic models of different complexity. This is done to evaluate real-time methods against estimates obtained from non-causal filtering. Two different measurement units, a monocular camera and a LIDAR sensor, and two dynamic models are evaluated and compared using both causal and non-causal methods. The system is tested in two single object scenarios where ground truth is available and in three multi object scenarios without ground truth. Results from the two single object scenarios shows that tracking using only a monocular camera performs poorly since it is unable to measure the distance to objects. Here, a complementary LIDAR sensor improves the tracking performance significantly. The dynamic models are shown to have a small impact on the tracking performance, while the non-causal application gives a distinct improvement when tracking objects at large distances. Since the sequence can be reversed, the non-causal estimates are propagated from more certain states when the target is closer to the ego vehicle. For multiple object tracking, we find that correct associations between measurements and tracks are crucial for improving the tracking performance with non-causal algorithms.

The energy deposition characteristics of heavy ions vary substantially compared to those of photons. Many radiation biology studies have compared the damaging effects of different types of radiation to establish relative biological effectiveness among them. These studies are dependent on cell type, biological endpoint, radiation type, dose, and dose rate. The radiation field found in space is much more complicated than that simulated in most experiments, both from a point of dose-rate as well as the highly mixed field of radiative particles encompassing a broad spectrum of energies. To establish better estimates for radiation risks on long-term, deep space missions, the damaging ability of heavy ions requires further understanding. Track structure studies provide significant details about the spatial distribution of energy deposition events in and around the sensitive targets of a mammalian cell. The damage imparted by one heavy ion relative to another can be established by modeling the track structures of ions that make up the galactic cosmic ray (GCR) spectrum and emphasizing biologically relevant target geometries. This research was undertaken to provide a better understanding of the damaging ability of GCR at the cellular level. By comparing ions with equal stopping power values, the differences in track structure will illuminate variations in cell particle traversals and ionization density within cell nuclei. For a cellular target, increased particle traversals, along with increased ionization density, are key identifiers for increased damaging ability. Performing Monte Carlo simulations with the computer code, FLUKA, this research will provide cellular dosimetry data and detail the track structure of the ions. As shown in radiobiology studies, increased ionizations within a cell nucleus generally lead to increased DNA breaks and increased free radical production, resulting in increased carcinogenesis and cell death. The spatial distribution of dose surrounding ions tracks are compared for inter- and intracellular regions. A comparison can be made for many different ions based upon dose and particle fluence across those different regions to predict relative damaging ability. This information can be used to improve estimates for radiation quality and dose equivalent from the space radiation environment.

The Gravity Recovery and Climate Experiment (GRACE) has been orbiting the Earth and determining its gravity field since 2002. Throughout the course of the mission, the orbital elements occasionally change such that the satellites enter a repeat ground track configuration. Repeat ground tracks result in reduced spatial resolution of the satellites, which poses problems in the context of gravity recovery. The monthly gravity solutions during these periods are examined and shown to have lower quality than usual. The characteristics of these repeat period solutions are identified and compared to a period of uniform coverage to illustrate the ways in which the solutions are degraded. An investigation into the underlying physical and computational sources of these errors is also presented.
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abstract: Tracking a time-varying number of targets is a challenging dynamic state estimation problem whose complexity is intensified under low signal-to-noise ratio (SNR) or high clutter conditions. This is important, for example, when tracking multiple, closely spaced targets moving in the same direction such as a convoy of low observable vehicles moving through a forest or multiple targets moving in a crisscross pattern. The SNR in these applications is usually low as the reflected signals from the targets are weak or the noise level is very high. An effective approach for detecting and tracking a single target under low SNR conditions is the track-before-detect filter (TBDF) that uses unthresholded measurements. However, the TBDF has only been used to track a small fixed number of targets at low SNR. This work proposes a new multiple target TBDF approach to track a dynamically varying number of targets under the recursive Bayesian framework. For a given maximum number of targets, the state estimates are obtained by estimating the joint multiple target posterior probability density function under all possible target existence combinations. The estimation of the corresponding target existence combination probabilities and the target existence probabilities are also derived. A feasible sequential Monte Carlo (SMC) based implementation algorithm is proposed. The approximation accuracy of the SMC method with a reduced number of particles is improved by an efficient proposal density function that partitions the multiple target space into a single target space. The proposed multiple target TBDF method is extended to track targets in sea clutter using highly time-varying radar measurements. A generalized likelihood function for closely spaced multiple targets in compound Gaussian sea clutter is derived together with the maximum likelihood estimate of the model parameters using an iterative fixed point algorithm. The TBDF performance is improved by proposing a computationally feasible method to estimate the space-time covariance matrix of rapidly-varying sea clutter. The method applies the Kronecker product approximation to the covariance matrix and uses particle filtering to solve the resulting dynamic state space model formulation.
Dissertation/Thesis
Doctoral Dissertation Electrical Engineering 2015

The response of beams resting on viscoelastically damped foundation under moving SDoF oscillators is scrutinized through a novel state-space formulation, in which a number of internal variables is introduced with the aim of representing the frequency-dependent behaviour of the viscoelastic foundation. A suitable single-step scheme is provided for the numerical integration of the equations of motion, and the Dimensional Analysis is applied in order to define the dimensionless combinations of the design parameters that rule the responses of beam and moving oscillator. The effects of boundary conditions, span length and number of modes of the beam, along with those of the mechanical properties of oscillator and foundation, are investigated in a new dimensionless form, and some interesting trends are highlighted. The inaccuracy associated with the use of effective values of stiffness and damping for the viscoelastic foundation, as usual in the present state-of-practice, is also quantified.

The overall aim of this research was to examine the factors that influence the coach-biomechanist relationship in the elite sprinting context and gain an understanding of the factors that impede and enhance performance environments and relationships. It is thought that the transfer of sport science research into coaching practice is not as efficient as it should be, as it has been established that coaches are not using sport science as a source of knowledge. Subsequently, this insufficient transfer of knowledge could be limiting potential improvements in athlete performance. Technique analysis is a common area of expertise for both sprint coaches and biomechanists in high-performance sport and was therefore the ideal context to explore the coach-biomechanist relationship in detail. The first phase of research examined the coach and biomechanists’ understandings of optimal sprint running technique and determined the relationships between the experiential knowledge of the two groups. Findings showed elements that are crucial to optimal sprinting technique, such as the position of the contact foot and extension of the leg during stance. Differences in knowledge between the two groups were complimentary. For example, the biomechanists’ focus on the transition from swing into stance phases and the coaches’ interest in upper body movement. Moreover, the communication of these knowledge differences was potentially problematic. The second phase of this research determined if the knowledge differences found in the first phase influenced the visual search patterns of coaches and biomechanists. This difference was not observed, with visual search behaviour not reflecting the differences in knowledge seen in phase one. The third phase aimed to establish the context in which coaches and biomechanists interact to improve performance. This phase supported previous phases’ results in that communication styles and knowledge differences were impeding factors and added lack of role clarity to this list. The fourth and final phase investigated the interactions and exchange of information that occurs during the technique assessment process. Results showed that the process is a coach-led partnership where rapport building, and equal sharing of knowledge are emphasised. In summary, this research contributes to the understanding of the coach-sport science relationship by providing practical evidence for numerous concepts in a novel and more specialized population. It increases our understanding of coach technical knowledge and visual perceptual behaviour as well as uniquely incorporating the sport biomechanists’ knowledge and perspective into these investigations. The multi-layered approach used allowed the knowledge, behaviours and interactions that comprise qualitative analysis of technique to be investigated. This has greatly improved our understanding of the coach- biomechanist relationship and the factors that impede and enhance it.

Durch den zunehmenden Einsatz fahrdynamischer Regelsysteme und der Fahrzeugauslegung im Grenzbereich gewinnt die Modellierung des Reifenübertragungsverhaltens bei transienten und extremen Fahrmanövern signifikant an Bedeutung. Die im Rahmen dieser Arbeit neu entwickelten Messverfahren zur Analyse und Charakterisierung des transienten Reifenseitenkraftverhaltens zeigen, dass die bisher gewählten Verzögerungsansätze erster Ordnung, beschrieben durch die Einlauflänge, keine ausreichende Abbildungsgenauigkeit liefern. Folglich wird ein neuer Verzögerungsansatz zweiter Ordnung eingeführt und durch den Parameter Einlaufdämpfung zweckmäßig beschrieben. Weiterhin wird nachgewiesen, dass die allgemein gebräuchliche Schätzung der Einlauflänge aus Schräglaufsteifigkeit und Lateralsteifigkeit vor allem bei hohen Radlasten deutlich zu geringe Werte liefert. Zur Abdeckung eines möglichst breiten Anwendungsbereichs werden die Parametereinflüsse Radlast, Fülldruck, Sturz, Vorspur und Geschwindigkeit messtechnisch ermittelt und im neuen Modellansatz berücksichtigt. Auch für die quasistatische Schräglaufsteifigkeit wird ein neues Bestimmungsverfahren mit entsprechenden Einflussanalysen vorgestellt. Bei extremen Fahrmanövern spielt die Fahrzeugstabilität, welche hochsensitiv auf das Reifenverhalten unter Extrembelastungen reagiert, eine entscheidende Rolle. Auch für diesen Anwendungsfall werden neue Mess‐ und Parametrisierungsverfahren eingeführt. Im Gegensatz zu anderen Arbeiten wird auf den gesamten Entstehungsprozess von Reifenmodelldatensätzen eingegangen. Dieser besteht im Wesentlichen aus Reifenmessung, Signalverarbeitung, Auswahl charakteristischer Kennlinien, methodischer Reifenmodellauswahl, automatischer Parameteridentifikation und qualitativem sowie quantitativem Nachweis der Abbildungsgüte des entstandenen Datensatzes. In diesem Prozess werden Schwachstellen aufgezeigt und durch neue Methoden beseitigt. Die drei Reifenmodelle MF-Tyre, FTire und TM-Easy werden analysiert, parametrisiert und unter transienten und extremen Randbedingungen in Kombination mit MKS-Modellen validiert und getestet. Somit kann die Qualität der erzielten Ergebnisse im Verhältnis zum Parametrisierungsaufwand und der Prozesssicherheit für eine Einsatzempfehlung der verschiedenen Reifenmodelle herangeführt werden. Die Qualität der neuen Reifenmodelldatensätze in Verbindung mit der Radaufhängung wird anhand eines neu entwickelten hochdynamischen Achsprüfstandes durch den Vergleich von Messung und MKS-Simulation validiert. Dazu werden sowohl transiente als auch extreme Manöver mit deren realistischen Belastungssituationen nachgestellt. Auch der Einfluss auf die Gesamtfahrzeugsimulation wird anhand entsprechender Manöver nachgewiesen. Darüber hinaus erfolgt die Herleitung eines linearen Einspurmodells mit transientem Reifenseitenkraftverhalten im Zustandsraum, anhand dessen der dominante Reifeneinfluss auf die Gierreaktion von Fahrzeugen nachgewiesen wird.:1 Einleitung 1.1 Stand der Forschung 1.2 Motivation und Ziele dieser Arbeit 1.3 Aufbau der Arbeit 2 Theoretische Grundlagen 2.1 Reifenkoordinatensysteme 2.2 Reifenprüfstände 2.3 Der Reifen unter Schräglauf 2.4 Grundlagen der Fahrdynamik und Einspurmodell 2.5 Eigenschaften elementarer Übertragungsglieder 2.6 Optimierungsverfahren 2.7 Sensitivitätsanalysen zur Systembetrachtung 2.8 Einbindung von Zwangsbedingungen in Mehrkörpersysteme 3 Transientes Reifenseitenkraftverhalten 3.1 Reifenverhalten nach SCHLIPPE\\DIETRICH 3.2 Reifenverhalten nach BÖHM 3.3 Reifenverhalten nach PACEJKA 3.4 Reifenverhalten nach RILL 3.5 Gegenüberstellung des transienten Reifenseitenkraftverhaltens 4 Reifenmodellierung 4.1 Einteilung der Reifenmodelle 4.2 Magic Formula Tyre: MF‐Tyre 4.3 Flexible Ring Tire Model: FTire 4.4 Tyre Model Easy: TM‐Easy 4.5 Handlungsempfehlungen für die Auswahl von Reifenmodellen 5 Messungen am Reifenprüfstand 5.1 Signalverarbeitung von Reifenmessdaten 5.2 Neue Reifenmessprozeduren 5.3 Statische Reifensteifigkeiten 5.4 Reifenverhalten beim Lenken im Stand 5.5 Schräglaufsteifigkeit 5.6 Übertragbare Seitenkraft – Reibbeiwert 5.7 Transientes Seitenkraftverhalten 5.8 Ergebnisse der Messungen am Reifenprüfstand 6 Parameteridentifikation von Reifenmodellen 6.1 Der virtuelle Reifenprüfstand (vRPS) 6.2 Abbildungsgüte kommerziell parametrisierter Reifendatensätze 6.3 Automatischer Gütereport von Reifenmodelldatensätzen 6.4 Parameteridentifikation von MF‐Tyre Datensätzen 6.5 Parameteridentifikation von FTire Datensätzen 6.6 Parameteridentifikation von TM‐Easy Datensätzen 6.7 Extrapolationsfähigkeit der Reifenmodelle 6.8 Übertragbarkeit der Reifenmodelldatensätze auf reale Straßen 6.9 Neue Ansätze zur Parametrisierung von Reifenmodellen 7 Eine neue transiente Zusatzkomponente 7.1 Vergleich verschiedener Übertragungsglieder im Frequenzbereich 7.2 Einbindung in MKS‐Modelle 7.3 Übertragungsmodul als nichtholonome Zwangsbedingung 7.4 Einbindung einer transienten Zusatzseitenkraft 7.5 Schlussfolgerungen zu Zusatzübertragungskomponenten 8 Reifenverhalten am neuen hochdynamischen Achsprüfstand 8.1 Der Aufbau des neuen Achsprüfstandes am IAD 8.2 Das MKS‐Modell des virtuellen Achsprüfstands 8.3 Vergleich der Spurstangenkräfte beim Lenken im Stand 8.4 Einfluss des transienten Reifenverhaltens am Achsprüfstand 8.5 Sinuslenken am Achsprüfstand 8.6 Extremmanöver am Beispiel Fishhook 8.7 Schlussfolgerungen aus den Achsprüfstandsuntersuchungen 9 Gesamtfahrzeugsimulation 9.1 Einspurmodell mit transientem Reifenverhalten 9.2 Mehrkörperfahrzeugmodell mit transientem Reifenverhalten 9.3 Fahrmanöver mit optimierten Reifenmodelldatensätzen 9.4 Beschreibung von Reifenkennwerten mit statistischen Methoden 9.5 Schlussfolgerungen aus der Gesamtfahrzeugsimulationen 10 Zusammenfassung und Ausblick
Due to the growing influence of vehicle dynamic control systems and suspension dimensioning in stability regions, transient and extreme tyre transfer behaviour gains importance significantly. Two new measurement procedures are introduced to analyze and characterize this tyre behaviour. The results show that the commonly used estimation of the relaxation length by the quotient of cornering and lateral stiffness yields far too small values and that the first order transfer model is insufficient to describe the transient tyre lateral force behaviour. Consequently, a new second order approach is introduced and described by the new parameter relaxation damping. The performed parameter study regarding wheel load, inflation pressure, camber angle, toe angle and driving velocity covers a wide application range of tyres. Moreover, the quasi‐static cornering stiffness is measured and evaluated in an extended range with reduced temperature and wear influences. Extreme manoeuvres are utilized to examine the stability of vehicles, which is dominated by the tyre transfer behaviour under extreme conditions. A new measurement and parameter identification procedure for those conditions is portrayed, as well. This thesis depicts the entire process to obtain a tyre model dataset, namely tyre measurements, signal processing, selection of characteristic curves, methodical selection of a tyre model, automatic parameter identification and qualitative and quantitative evaluation of the final dataset. The tyre models MF‐Tyre, FTire, and TM‐Easy are analysed, parameterized and validated under transient and extreme conditions. A comparison of the results in relation to the complexity of the parameter identification and the process stability leads to global recommendations of applications for different tyre models. The quality of the created tyre model datasets in combination with a vehicle suspension is assessed by a comparison of measurements from the newly developed highly dynamical suspension test rig and equivalent multi‐body simulations. That is, transient and extreme manoeuvres are performed and analysed. Additionally, a linear single‐track model with transient tyre behaviour is been derived, that shows the dominant tyre influence on the vehicle’s yaw behaviour. Finally, the influence of the created tyre model datasets and the additional lateral transfer behaviour on full‐vehicle simulations is verified.:1 Einleitung 1.1 Stand der Forschung 1.2 Motivation und Ziele dieser Arbeit 1.3 Aufbau der Arbeit 2 Theoretische Grundlagen 2.1 Reifenkoordinatensysteme 2.2 Reifenprüfstände 2.3 Der Reifen unter Schräglauf 2.4 Grundlagen der Fahrdynamik und Einspurmodell 2.5 Eigenschaften elementarer Übertragungsglieder 2.6 Optimierungsverfahren 2.7 Sensitivitätsanalysen zur Systembetrachtung 2.8 Einbindung von Zwangsbedingungen in Mehrkörpersysteme 3 Transientes Reifenseitenkraftverhalten 3.1 Reifenverhalten nach SCHLIPPE\\DIETRICH 3.2 Reifenverhalten nach BÖHM 3.3 Reifenverhalten nach PACEJKA 3.4 Reifenverhalten nach RILL 3.5 Gegenüberstellung des transienten Reifenseitenkraftverhaltens 4 Reifenmodellierung 4.1 Einteilung der Reifenmodelle 4.2 Magic Formula Tyre: MF‐Tyre 4.3 Flexible Ring Tire Model: FTire 4.4 Tyre Model Easy: TM‐Easy 4.5 Handlungsempfehlungen für die Auswahl von Reifenmodellen 5 Messungen am Reifenprüfstand 5.1 Signalverarbeitung von Reifenmessdaten 5.2 Neue Reifenmessprozeduren 5.3 Statische Reifensteifigkeiten 5.4 Reifenverhalten beim Lenken im Stand 5.5 Schräglaufsteifigkeit 5.6 Übertragbare Seitenkraft – Reibbeiwert 5.7 Transientes Seitenkraftverhalten 5.8 Ergebnisse der Messungen am Reifenprüfstand 6 Parameteridentifikation von Reifenmodellen 6.1 Der virtuelle Reifenprüfstand (vRPS) 6.2 Abbildungsgüte kommerziell parametrisierter Reifendatensätze 6.3 Automatischer Gütereport von Reifenmodelldatensätzen 6.4 Parameteridentifikation von MF‐Tyre Datensätzen 6.5 Parameteridentifikation von FTire Datensätzen 6.6 Parameteridentifikation von TM‐Easy Datensätzen 6.7 Extrapolationsfähigkeit der Reifenmodelle 6.8 Übertragbarkeit der Reifenmodelldatensätze auf reale Straßen 6.9 Neue Ansätze zur Parametrisierung von Reifenmodellen 7 Eine neue transiente Zusatzkomponente 7.1 Vergleich verschiedener Übertragungsglieder im Frequenzbereich 7.2 Einbindung in MKS‐Modelle 7.3 Übertragungsmodul als nichtholonome Zwangsbedingung 7.4 Einbindung einer transienten Zusatzseitenkraft 7.5 Schlussfolgerungen zu Zusatzübertragungskomponenten 8 Reifenverhalten am neuen hochdynamischen Achsprüfstand 8.1 Der Aufbau des neuen Achsprüfstandes am IAD 8.2 Das MKS‐Modell des virtuellen Achsprüfstands 8.3 Vergleich der Spurstangenkräfte beim Lenken im Stand 8.4 Einfluss des transienten Reifenverhaltens am Achsprüfstand 8.5 Sinuslenken am Achsprüfstand 8.6 Extremmanöver am Beispiel Fishhook 8.7 Schlussfolgerungen aus den Achsprüfstandsuntersuchungen 9 Gesamtfahrzeugsimulation 9.1 Einspurmodell mit transientem Reifenverhalten 9.2 Mehrkörperfahrzeugmodell mit transientem Reifenverhalten 9.3 Fahrmanöver mit optimierten Reifenmodelldatensätzen 9.4 Beschreibung von Reifenkennwerten mit statistischen Methoden 9.5 Schlussfolgerungen aus der Gesamtfahrzeugsimulationen 10 Zusammenfassung und Ausblick