An explicit algebraic Reynolds stress model (EARSM) based ona pressure strain rate model including terms tensoriallynonlinear in the mean velocity gradients is developed in orderto improve predictions for .ows with strong curvature and/orrotation. This work has been carried out in the context of acollaborative international project on high-lift aerodynamics.For 2D mean .ows the nonlinear terms can easily be accountedfor in the model formulation. This is not the case for 3D mean.ows and approximations making the 2D and 3D mean .owformulations consistent are suggested. The proposed EARSM, theparent-EARSM and the corresponding di.erential Reynolds stressmodels (DRSM) are tested for spanwise rotating channel .ow andaxially rotating pipe .ow. The model predictions are comparedto experimental and DNS data. The nonlinear extensions areshown to have a signi.cant e.ect on the .ow predictions,somewhat less pronounced for the DRSM though. The turbulentdi.usion modelling in the EARSM computations is important forthe rotating pipe. It is shown that by using a Daly and Harlowdi.usion model, turbulence levels in good agreement withexperiments and DRSM can be achieved. However, by using asimpler e.ective eddy viscosity based di.usion model theturbulence kinetic energy levels are drastically overpredicted.Finally the proposed EARSM is tested on a standard high-liftcon.guration. The EARSM predictions are compared withexperiments and the predictions made by the standard K - ωtwo-equation model. Descriptors:Turbulence model, nonlinear modelling,streamline curvature, high-lift aerodynamics.

This paper presents results of an experimental investigation to study the structural performance and deformability of a concrete bridge deck reinforced with corrosion resistant reinforcing (CRR) bars, i.e., bars that exhibit improved corrosion resistance when embedded in concrete as compared to traditional black steel. Flexural tests of one-way slabs were conducted to simulate negative transverse flexure over a bridge girder as assumed in the commonly employed strip design method. The bar types studied were Grade 60 (uncoated), epoxy-coated reinforcing (ECR, Grade 60), Enduramet 32 stainless steel, 2304 stainless steel, MMFX2, and glass fiber reinforced polymer (GFRP). The experimental program was designed to evaluate how a one-to-one replacement of the Grade 60 with CRR, a reduction of concrete top clear cover, and a reduction in bar quantities in the bridge deck top mat influences flexural performance at service and ultimate limit states. Moment-curvature predictions from the computer-based sectional analysis program Response 2000 were consistent with the tested results, demonstrating its viability for use with high strength and non-metallic bar without a defined yield plateau.    Deformability of the concrete slab-strip specimens was defined with ultimate-to-service level ratios of midspan deflection and curvature. The MMFX2 and Enduramet 32 one-to-one replacement specimens had deformability consistent with the Grade 60 controls, demonstrating that bridge deck slabs employing high strength reinforcement without a defined yield plateau can still provide sufficient ductility at an ultimate limit state. A reduction in bar quantity and cover provided acceptable levels of ductility for the 2304 specimens and MMFX2 reinforced slabs. / Master of Science

A Doppler LIght Detection And Ranging (LIDAR or lidar) system is studied for the application of measuring train ground speed in a non-contacting manner, as an alternative to the current train speed measurement devices such as wheel-mounted tachometers or encoders. The ability to accurately measure train speed and distance is a critical part of monitoring track geometry conditions. Wheel-mounted tachometer speed measurements often fluctuate due to wheel vibrations, change in wheel diameter, or wheel slip affecting the measurement accuracy.  Frequent calibrations are needed to account for changes in wheel diameter due to wear.  Additionally, the high levels of vibrations at the wheel can cause occasional mechanical failure of the encoder.   This thesis examines LIDAR as a non-contact train speed measurement device as a direct retrofit for wheel-mounted encoders. LIDAR uses Doppler technology to accurately measure train speed. The LIDAR system consists of two laser sensors and can be installed on either the car body or the truck on the underside of the train. The sensors measure the true ground speed of each rail, from which the track curvature can then be assessed based on the difference between the right and left rail speeds. The LIDAR train speed, distance, and curvature results are then evaluated against encoder readings and other conventional train measurement devices. Various tests were performed, including field-testing onboard a track geometry railcar operated by Norfolk Southern for evaluating the efficacy, accuracy, and durability of the LIDAR system; and laboratory tests on a 40-foot rail panel for assessing the ability to obtain measurements at super low speeds. The test results indicate that when compared with other conventional means used by the railroad industry, LIDAR is capable of accurately measuring train speed and distance from speeds as slow as 0.3 mph and up to 100 mph.  Additionally, the curvature  measurements proved to be as accurate as Inertial Measurement Units (IMUs) that are commonly used in track geometry measurement railcars. / Master of Science

Indiana University-Purdue University Indianapolis (IUPUI) / In the present work, we consider a class of Finsler metrics using the warped product notion introduced by B. Chen, Z. Shen and L. Zhao (2018), with another “warping”, one that is consistent with the form of metrics modeling static spacetimes and simplified by spherical symmetry over spatial coordinates, which emerged from the Schwarzschild metric in isotropic coordinates. We will give the PDE characterization for the proposed metrics to be Ricci-flat and construct explicit examples. Whenever possible, we describe both positive-definite solutions and solutions with Lorentz signature. For the latter, the 4-dimensional metrics may also be studied as Finsler spacetimes.

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Interpolation is essential in digital image processing, especially magnification. Many different approaches to interpolation specific to magnification have been developed in an effort to overcome the shortcomings of bilinear and bicubic interpolation. One of these approaches, Constraint-Based Interpolation, produces an image that is free of jaggies and has less blurring than bilinear or bicubic interpolation. Although Constraint-Based Interpolation produces a visually pleasing image, there are user-chosen parameters that make the algorithm difficult to use. In this thesis we propose a method for automatic selection of those parameters and an extension of Constraint-Based Interpolation to other forms of image manipulation, such as skew, rotation, warp, or any other invertable image transformation. By extending Constaint-Based Interpolation the same improvements observed in magnification could be observed in these other image transformations.

Let M_k^2 be the complete, simply connected, Riemannian 2-manifold of constant curvature k ± 0. Let E be a closed, simply connected subspace of M_k^2 with the property that every two points in E are connected by a rectifi able path in E. We show that E is CAT(k) under the induced path metric.

Wakes are present in many engineering flows. These flows include internal flows such as mixing chambers and turbomachinery as well as external flows like flow over high-lift or multi-element airfoils. Many times these wakes are exposed to flow conditions such as adverse pressure gradients and streamline curvature that alter the mean flow and turbulent structure of the wake. The ability to understand how pressure gradients and streamline curvature affects the structure of the wake is essential to predicting how the wake will affect the performance of the application in which it is found. The effects of pressure gradients and curvature of low-speed wakes has been extensively documented. As the transonic flow regime is becoming of more interest as gas speeds in turbomachinery increase this work fills a void in the body of wake knowledge pertaining to curved wakes in high speed flows. An under-resolved direct numerical simulation of transonic wake flow being shed by a cambered airfoil in the presence of adverse pressure gradients and streamline curvature is therefore presented here. It was observed that the turbulence characteristics arising from the cambered airfoil that generates the wake dominate the evolution of the wake for different distances downstream depending on the component of the Reynolds stresses that is being considered. These characteristics dissipated the most quickly in the shear stresses and endured the longest in the tangential normal stresses. Previous work in low-speed wakes has indicated that curvature creates new production terms that translate into asymmetry in the profiles of the wake. Curvature was observed to have limited influence on the evolution of the streamwise normal stresses and an extensive impact on the tangential normal stresses. The transport of the Reynolds shear stresses indicate that the asymmetry in this stress is caused indeed by curvature but through turbulent diffusion and not production. The k-ε turbulence model overpredicted the effect of curvature on the turbulence stresses in the wake. This led to accelerated wake decay and spread compared to the UDNS data.