Thesis (Ph.D.)--Massachusetts Institute of Technology, Dept. of Electrical Engineering and Computer Science, 1981. / MICROFICHE COPY AVAILABLE IN ARCHIVES AND ENGINEERING. / Includes bibliographical references. / by Peter Vickers Wright. / Ph.D.

The propagation of acoustic plate-mode waves in composite membranes is studied. A computer program has been developed and used to calculate the wave velocity and electromechanical coupling factor in these structures which may consist of any combination of piezoelectric layers with arbitrary orientation and surface metallization. In particular, shear modes (SH) in zinc-oxide and selenium membranes, as well as stiffened-Lamb modes in ZnO membranes and ZnO/Si, ZnO/GaAs composite membranes are studied. / The surface-acoustic-wave propagation in selenium and in selenium layers on tellurium has been extensively studied using an improved computer program. The study shows that surface-wave coupling factors in the range of 0.5 to 1.5% are possible with these structures. The calculated sensitivity of the velocity and coupling factor to errors in material constants shows that an accurate value of the e(,11) constant for selenium is necessary for an accurate estimate of the coupling factor. / A technology for fabricating selenium-tellurium layered structures for SAW propagation has been successfully developed. Measurements on fabricated SAW delay lines were carried out and estimates of the coupling factor and the acoustic attenuation obtained. These measurements, taken together with previously published results, confirm that the published value of e(,11) = 0.32 C/m('2) is too small.

Thesis (Ph. D.)--State University of New York at Binghamton, Mechanical Engineering Department, 2006. / Includes bibliographical references.

Thesis (Ph.D.)--Biomedical Engineering, Georgia Institute of Technology, 2008. / Committee Chair: William D Hunt; Committee Member: Bruno Frazier; Committee Member: Dale Edmondson; Committee Member: Marie Csete; Committee Member: Peter Edmonson; Committee Member: Ruth O'Regan

Thesis (Ph. D.)--Rutgers University, 2008. / "Graduate Program in Electrical and Computer Engineering." Includes bibliographical references (p. 150-157).

Thesis (Ph. D.)--Rutgers University, 2008. / "Graduate Program in Electrical and Computer Engineering." Includes bibliographical references (p. 142-149).

Thesis (M.S.)--West Virginia University, 2009. / Title from document title page. Document formatted into pages; contains xvii, 169 p. : ill. (some col.). Includes abstract. Includes bibliographical references (p. 147-155).

Thesis (Ph.D.) -- McMaster University, 2001. / Includes bibliographical references (leaves 136-143). Also available via World Wide Web.

M.Ing. / The aim of Spoornet is to provide a minimise predictable service. In order to provide a predictable service, it is necessary to move trains safely and effectively from the place of departure to their destination. The keywords here are safely and effectively. Although support functions such as infrastructure and train control procedures are vital in moving the train, the train or rolling stock as it is generally known, warrants some attention. Defects on the rolling stock are very costly to Spoornet. This is mainly due to the fact that a defect on the rolling stock that goes undetected can cause damage to the rolling stock and the infrastructure. This damage can eventually lead to derailments. Considering that a derailment can cost Spoornet millions of rand and cause delays to the services, it is only logical to spend time preventing derailments. It is for this reason that a workgroup was formed to investigate and solve the problem of defects causing derailments and delays by developing an early warning system. The need for an integrated train condition monitoring system became apparent when considering an early warning system. The objectives of the integrated train condition monitoring system are to provide train condition information to different users, and alarms on detection of emergency or dangerous conditions. Various train defects that may cause damage or derailments were identified. One of them being a flat wheel on a rail vehicle. A flat wheel is characterised by the flattening of the wheel on one or more positions on its circumference, so that the wheel does not have an even and completely round profile. Flat wheels are mostly caused by the wheels of a vehicle becoming locked during braking, and sliding along the rail track. The friction created by this action grinds a flat spot on the wheel. The flat wheel leads to a decline in the riding quality of the rolling stock and a rise in the levels of vibration and noise is evident. But more importantly, the flat spot causes the wheel to roll unevenly, creating impacts on the rail on some points. It is these impacts that can cause damage to the rail and the rolling stock. Depending on the length of the flat spot, the vehicle type and speed, the stresses may be sufficient to cause final failure of the rail or initiate fatigue cracks in the rail. Severe flat wheels are a safety hazard and can in some cases, cause derailments and consequent delays to trains. Smaller flat spots contribute to track deterioration and so increase maintenance costs by damaging the rails, sleepers and ballast. Flat wheels can thus be very costly to Spoornet and its public image. In addition to safety and economic considerations, wheel flats reduce the comfort levels in the passenger coaches and the noises they make is annoying. In an attempt to restrict the damage caused by flat wheels, most railway administrations place a limit on the length of the flats that may stay in service. But to effectively find a flat wheel on rolling stock is currently a very expensive exercise. Flat wheels can be detected by an audible knocking sound when standing next to the rail. This sound is impossible for the driver to hear and therefore goes undetected. Normally flat wheels are detected by random inspection of the rolling stock or when they are brought in for a routine service. The service cycle on rolling stock can be up to 24 months in Spoornet. Considering that a flat wheel has an impact roughly every 3m, a serious flat generates roughly 160 000 impacts on a single trip on the coal heavy haul export line. It is therefore clear that a flat wheel can cause a considerable amount of damage between service cycles. The severity of the problem is however not accurately defined in Spoornet, because up to a few months ago there was no detection system in use to determine the distribution of flat wheels. The research department of the Deutsche Bundesbahn however considers rail fractures due to the flat wheels to be a serious problem with a significant annual replacement cost. There are thus sound safety and economic reasons for wishing to understand the mechanisms of flat wheels and to develop an early warning system using an automatic detector.

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