The aim of the master thesis was a design of the steel-concrete composite road bridge for a main road in Ostrava. The part of the design was a variant design of the bridge which has theoretical spans equal to 44 m + 55 m + 44 m. Total span of the bridge is then 143 m. Two variants of the bearing steel structure are compared in the preliminary structural design, in the first one a twin-girder is designed and in the second one a box-girder bridge is assessed. The width of the bridge is 14 m and a launching of the bridge without temporary supports is chosen as the assembly method. The design of the bridge structure was carried out according to the valid standard ČSN EN. The final thesis contains variant design, structural design report, where a bill of quantities is stated, engineering report and drawings.

The aim of this Master's thesis is characterization Programmable Logic Controllers, description of Industrial interface – AS-Interface, assembling electronic components at construction of model of bridge type track shifter and programming model. First part is focused to Programmable Logic Controllers their qualities, characterization and separation and describing AS-Interface and its components. Second part is describing equipment and locations of equipment. Third part is about software. Fourth part is describing programming. Next part is about visualization and last part contains instructions for laboratory work.

The thesis ,,DC motor control by PLC Simatic S7-1200“ focuses on the control of the DC motor using the programmable automatic machine PLC Simatic S7_1200 CPU1214C, designed by the German company Siemens, generating the PWM signal. The PWM is processed by the integrated circuit called the H-Bridge, which subsequently controls the DC motor.

This master’s thesis is focused on the construction design of one-girder bridge crane for the LUVE – PLAST company. Construction design of the crane was developed in cooperation with the K-TECHNIK company, which carried out the production and installation of the crane bridge and the crane runway. The basic required parameters of the crane are: load capacity 8 000 kg, range 16 900 mm, minimum lift 4 650 mm. The crane, which construction is proposed in this thesis will be used for the exchange of forms of injection molding machines. The forms weight is about 7 000 kg. The aim of this work was to create a technical report with an analysis of construction choices solution with important technical and strength calculations. Calculations were made according to the Czech state standards and the literature dealing with the construction of bridge cranes. Further, the strength check of selected parts was made.

The main objective of this thesis is to apply new ideas to achieve innovation and attractive design of bridge machining center. The final concept should correspond to the technical, ergonomic and aesthetic requirements and at the same time it should fulfil the social and psychological function. Another objective is to impress as many potential users of this machine as possible.

Idea of this diploma thesis is comparison of different diameters of piles which are used for bridge foundation. Diameters of piles are 1200 and 1500 mm in this case. Diploma thesis is about technical implementation, financial comparison. In outset you can read about possibilities of bridge foundation on water surface. In the end of this thesis there is described technological process of foundation for bridge across the dam Hričov.

En el presente trabajo de investigación, analizamos la calibración simultánea de vehículos y peatones que interactúan en determinados puntos de conflicto del sistema vial. Para esto, trabajamos en un caso de una avenida regional, donde hay una gran demanda del parque automotor tanto de vehículos ligeros, de transporte público y provincial, así como el de pesados, en la que los peatones prefieren el paso a nivel en relación a un puente peatonal existente en la zona. La información de campo requerida se recopiló para el análisis, como aforo de vehículos, cantidad de peatones que hacen uso o no del puente, tiempos de viaje y distancias. Posteriormente, la información se procesó en el software Vissim 9, en el que se modeló el estudio de caso y se realizó la respectiva calibración simultánea del modelo para su respectiva validación. Para esto, fue necesario iterar los parámetros como el Wiedemann 74 (vehículos), Tau y Lambda (peatones) hasta obtener la representación más cercana a los datos tomados en el campo. Finalmente, los resultados se presentan mediante la validación de la simulación en términos de número de simulaciones, número de carreras, tiempo de viaje y tasa de uso de la carretera, todo ello para que pueda servir de base a futuras simulaciones que reúnan las características de la zona en estudio. / In this research, we analyze the simultaneous calibration of vehicles and pedestrians that interact at certain points of conflict in the road system. For this, we work in a case of a regional avenue, where there is a great demand for the automotive fleet of both light vehicles, public and provincial transport, as well as heavy vehicles, in which pedestrians prefer the level crossing in relation to an existing pedestrian bridge in the area. The required field information was collected for the analysis, such as capacity of vehicles, number of pedestrians who use the bridge or not, travel times and distances. Subsequently, the information was processed in the Vissim 9 software, in which the case study was modeled and the respective simultaneous calibration of the model was performed for its respective validation. For this, it was necessary to iterate the parameters such as the Wiedemann 74 (vehicles), Tau and Lambda (pedestrians) until obtaining the closest representation to the data taken in the field. Finally, the results are presented through the validation of the simulation in terms of number of simulations, number of races, travel time and road use rate, all so that it can serve as a basis for future simulations that meet the characteristics of the area under study. / Trabajo de investigación

<p>The U.S. Army needs a Heavy Dry Support Bridge (HDSB) that can support the Military Load Class (MLC) 96 Heavy Equipment Transporter (HET) tractor trailer carrying an M-I Tank. An existing Axial Folding Bridge (AFB), which was originally designed for MLC 70 loading, has been proposed for load upgrade to demonstrate the feasibility of achieving MLC 96 capacity. This report reviews the upgrade, a finite element model of the bridge, and the actual testing of the bridge to verify the model.</p> <p> The bridge was modeled using the Structural Analysis and Design/Integrated Structural Design System (STAAD-III/ISDS) finite element analysis software. The analysis demonstrated that the existing bridge could be upgraded by simply bolting flat, thin plate elen1ents to the bottom chord of the structure using existing pin plate connector bolt holes and longer bolts. These plates effectively stiffen the bridge structure and maintain a stress level for all elements of the bridge that is no higher for the MLC 96 loading than was experienced for the unrein forced MLC 70 base structure. The modification added 208.7 kg per center section, or an increase in weight of 4.6%, for an increase in load capacity of 37%.</p> <p> A working load static test was conducted on a modified bridge. Four hydraulic actuators applied incremental loading on the bridge. Strain gauge and deflection data were recorded and compared to the analytical model. The model proved to be more flexible than the bridge, but the data showed good correlation in terms of stress ratios between various members. Stress levels were acceptable for the given loading, demonstrating that MLC 96 had successfully been achieved on the bridge.</p> / Master of Science

Algorithm has always been a challenging topic for students to learn because of its high level of abstraction. To provide visual aid for algorithm education, many algorithm visualization systems have been designed, developed, and evaluated for the last two decades. However, neither the topics covered nor the interactivity of most AV systems are satisfying. This problem is presented in detail in chapter 2. As a result, this research aims to design, implement and evaluate a compiler-based algorithm visualization system on complex graph algorithm implementation with the assumption that it can help students build both confidence and competence in understanding it. This system is designed and developed according to the method in chapter 3. To test the hypothesis, a comparison experiment on 10 students in the Computer Graphics Technology department is conducted. The complete test protocol can be found in chapter 3.4, and the result can be found in chapter 4. Based on the limited number of subjects’ testing data, a rough conclusion is made that this AV system has only a slight positive effect on subjects’ confidence and competence in understanding complex graph algorithm’s implementation, and its usability is acceptable. However, a concrete conclusion can only be reached if the testing is conducted to a larger group of subjects. In addition to the objective testing data, some interesting subjective observations, which are listed in chapter 5.2 are also made while doing the test. These observations indicate that algorithm visualization may more of a tool to examine users’understanding of the implementation than a tool to help them learn it.

The infrastructure of today is getting older and problems caused by deterioration over time is affecting the service life of these structures. In Sweden most of the existing bridges were constructed 60 to 70 years ago, rising the need to determine the state of health of the bridges as the maintenance costs will increase heavily. Part of the above-mentioned cut of the bridges owned by Trafikverket (The Swedish Transport Administration) that was constructed 60 – 70 years ago are pre-stressed concrete bridges. Pre-stressing of concrete structures is today a commonly used technology that utilizes the beneficial characteristic of concrete, the compressive strength, to a further extent than reinforced concrete.     This report will focus on the problems with pre-stressed concrete bridges and particularly on the thermal effects on the Abiskojokk railway bridge located in the northern part of Sweden. The pre-stressed box girder bridge spans in total 86 m in three lengths of 30 m, 35 m respectively 21 m starting from the east abutment and is part of the Iron-Ore Line starting in Kiruna and ending in Narvik, Norway. In an ocular(särskild) inspection of the bridge carried out the 18th of August in 2016 several crack patterns were mapped on the inside of the box girder along with some cracks about the top of the first column support starting from the east abutment. This thesis is focusing on the cracks that was mapped along the tendon positions on the inside of the box girder in the first span starting from the east abutment. The hypothesis is that the cracks are caused by temperature loads and normal forces obtained from the tendons at the thickening of the cross-sections. The research questions are; what the monitoring program shows and if it is possible to prove the hypothesis by using of a FE-model considering the gravity loads, temperature loads and the pre-stressing.     In order to determine the cause of the cracks on the inside of the box girder and investigate the behaviour of the bridge a monitoring program was installed, measuring the crack development over time along with the acceleration and temperatures of the bridge. Example data from the program were later used to analyse the behaviour of the bridge.     The results from the temperature data shows that the bridge has a slowness to temperature changes outside. This gives rise to temperature gradient acting over the bridge parts that may contribute to crack propagation. It also showed that the temperature correlates well with the strain of the cracks. The LVDT’s showed that the largest crack openings during train loading occurred in the second span of the bridge. The data also showed relatively large and unexpected negative peaks during the train loads. The strain gauges also show that the largest strain is occurring in the second span of the bridge. The crack envelopment during a train loads are more expected here and may prove that the negative peaks from the LVDT’s and accelerometers are caused by vibrations. The accelerometers showed that the largest transversal accelerations take place in the first and third span. This may be due to more restricted supports conditions at the column supports than the abutments. The accelerometer also showed correlating negative peaks with the LVDT’s that may be caused by vibrations in the bridge.     The conclusion from the monitoring program so far is that is not possible to prove the cause of the cracks so far, but it may be in the future.     The results from the non-linear FE-model showed that the thermal action of the Eurocode gradient was not enough to crack the concrete along with the pre-stressing load. However, the effects of the hypothesis were proven right.