In the course of revitalizing the Poseidon Building in Frankfurt, an energetically optimized façade, made of an architectural concrete was developed. The development of a fiber-reinforced architectural concrete had to consider the necessary mechanical strength, design technology and surface quality. The fiber-reinforced architectural concrete has a compressive strength of 104.1 MPa and a 3-point bending tensile strength of 19.5 MPa. Beyond that, it was ensured that the fiber-reinforced high-performance concrete had a high durability, which has been shown by the capillary suction of de-icing solution and freeze thaw test with a weathering of abrasion of 113 g/m² after 28 freeze-thaw cycles and a mean water penetration depth of 11 mm.

In the course of revitalizing the Poseidon Building in Frankfurt, an energetically optimized façade, made of architectural concrete was developed. The development of a fiber-reinforced architectural concrete had to consider the necessary mechanical strength, design technology and surface quality. The fiber-reinforced architectural concrete has a compressive strength of 104.1 MPa and a 3-point bending tensile strength of 19.5 MPa. Beyond that, it was ensured that the fiber-reinforced high-performance concrete had a high durability, which has been shown by the capillary suction of de-icing solution and freeze thaw test with a weathering of abrasion of 113 g/m² after 28 freeze-thaw cycles and a mean water penetration depth of 11 mm.

We address two computational challenges for numerical simulations of Darcy flow problems: rough and uncertain data. The rapidly varying and possibly high contrast permeability coefficient for the pressure equation in Darcy flow problems generally leads to irregular solutions, which in turn make standard solution techniques perform poorly. We study methods for numerical homogenization based on localized computations. Regarding the challenge of uncertain data, we consider the problem of forward propagation of uncertainty through a numerical model. More specifically, we consider methods for estimating the failure probability, or a point estimate of the cumulative distribution function (cdf) of a scalar output from the model. The issue of rough coefficients is discussed in Papers I–III by analyzing three aspects of the localized orthogonal decomposition (LOD) method. In Paper I, we define an interpolation operator that makes the localization error independent of the contrast of the coefficient. The conditions for its applicability are studied. In Paper II, we consider time-dependent coefficients and derive computable error indicators that are used to adaptively update the multiscale space. In Paper III, we derive a priori error bounds for the LOD method based on the Raviart–Thomas finite element. The topic of uncertain data is discussed in Papers IV–VI. The main contribution is the selective refinement algorithm, proposed in Paper IV for estimating quantiles, and further developed in Paper V for point evaluation of the cdf. Selective refinement makes use of a hierarchy of numerical approximations of the model and exploits computable error bounds for the random model output to reduce the cost complexity. It is applied in combination with Monte Carlo and multilevel Monte Carlo methods to reduce the overall cost. In Paper VI we quantify the gains from applying selective refinement to a two-phase Darcy flow problem.

In the course of revitalizing the Poseidon Building in Frankfurt, an energetically optimized façade, made of an architectural concrete was developed. The development of a fiber-reinforced architectural concrete had to consider the necessary mechanical strength, design technology and surface quality. The fiber-reinforced architectural concrete has a compressive strength of 104.1 MPa and a 3-point bending tensile strength of 19.5 MPa. Beyond that, it was ensured that the fiber-reinforced high-performance concrete had a high durability, which has been shown by the capillary suction of de-icing solution and freeze thaw test with a weathering of abrasion of 113 g/m² after 28 freeze-thaw cycles and a mean water penetration depth of 11 mm.

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ITC/USA 2015 Conference Proceedings / The Fifty-First Annual International Telemetering Conference and Technical Exhibition / October 26-29, 2015 / Bally's Hotel & Convention Center, Las Vegas, NV / Over the past several years DoD imposed constraints on test deliverables, requiring objective measures of test results, i.e., statistically defensible test and evaluation (SDT&E) methods and results. These constraints force the tester to employ statistical hypotheses, analyses and perhaps modeling to assess test results objectively, i.e., based on statistical metrics, probability of confidence and logical inference to supplement rather than rely solely on expertise, which is too subjective. Experts often disagree on interpretation. Numbers, although interpretable, are less variable than opinion. Logic, statistical inference and belief are the bases of testable, repeatable and refutable hypothesis and analyses. In this paper we apply linear regression modeling and analysis of variance (ANOVA) to time-space position information (TSPI) to determine if a telemetry (TM) antenna control unit (ACU) under test (AUT) tracks statistically, thus as efficiently, in C-band while receiving both C- and S-band signals. Together, regression and ANOVA compose a method known as analysis of covariance (ANCOVA). In this, the second of three papers, we use data from a range test, but make no reference to the systems under test, nor to causes of error. The intent is to present examples of tools and techniques useful for SDT&E methodologies in testing.

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In the course of revitalizing the Poseidon Building in Frankfurt, an energetically optimized façade, made of architectural concrete was developed. The development of a fiber-reinforced architectural concrete had to consider the necessary mechanical strength, design technology and surface quality. The fiber-reinforced architectural concrete has a compressive strength of 104.1 MPa and a 3-point bending tensile strength of 19.5 MPa. Beyond that, it was ensured that the fiber-reinforced high-performance concrete had a high durability, which has been shown by the capillary suction of de-icing solution and freeze thaw test with a weathering of abrasion of 113 g/m² after 28 freeze-thaw cycles and a mean water penetration depth of 11 mm.

RCs (Reverberation Chambers) has historically been used mainly for aerospace and military purposes in EMC (Electromagnetic Compatibility) testing, but the interest also seems to increase in the automotive industry (the development of an international standard for vehicles is in progress). The vehicles of the future will most likely be electrified, wirelessly connected and autonomous, i.e., more control units, more communication systems, and more sensors, will be implemented in the vehicles requiring increased robustness against all possible electromagnetic interferences. EMC testing in an RC is a step in the direction of ensuring this robustness for the future vehicle platforms. Compared to a traditional EMC test method in a fully or semi-AC (Anechoic Chamber), testing in an RC has the advantage that the electromagnetic field will be isotropic, randomly polarized and homogeneous in a statistical sense, i.e., the exposed object will be surrounded by electromagnetic energy from all directions. It can be considered relatively expensive to build a brand new RC with motorized stirrers and associated measurement instrumentation, instead it would be desirable to perform immunity tests in a more cost-effective conductive fabric tent. The great advantage is the flexibility, the tent can be set up almost anywhere, even in already existing semi-ACs, such set-up is referred to as VIRC (Vibrating Intrinsic Reverberation Chamber). This thesis aims to develop a new test method in a VIRC environment. In order to achieve good RC conditions, the electromagnetic field must be statistically Rayleigh distributed. Furthermore, it is of great importance to avoid LoS (Line of Sight) between the antenna and the test object, and to achieve good stirring in the tent. Provided this can be achieved, there are still some challenges by testing in a tent. For example, the classical dwell time of two seconds for immunity testing in EMC is not possible to achieve in a VIRC environment. The validation in this thesis shows that the dwell time or the total exposure time in the tent might be enough to trigger possible malfunctions in today's modern high-speed communication vehicles. Furthermore, it is showed, testing in a VIRC gives good field uniformity and repeatability, and can trigger malfunctions that are not triggered in traditional EMC testing in semi-AC, i.e., ALSE (Absorber-Lined Shielded Enclosure) testing.

The interior of heavy goods vehicles (HGVs) differs from passenger cars. Both the steering wheel and the occupant are positioned differently in a HGV and increases the risk of steering wheel rim impacts. Such impact scenarios are relatively unexplored compared to passenger car safety studies that are more prevalent within the field of injury biomechanics. The idea with using human body models (HBMs) is to complement current crash test dummies with biomechanical data. Furthermore, the biofidelity of a crash dummy for loading similar to a steering wheel rimimpact is relatively unstudied and especially to different rib levels. Therefore, the aim with this thesis was to evaluate HGV occupant thoracic response between THUMS v4.0 and Hybrid III (H3) during steering wheel rim impacts with respect to different rib levels (level 1-2, 3-4, 6-7, 7-8, 9-10) with regards to ribs, aorta, liver, and spleen. To the author’s best knowledge, use of local injury risk functions for thoracic injuries is fairly rare compared to the predominant usage of global injury criteria that mainly predicts the most commonthoracic injury risk, i.e. rib fractures. Therefore, local injury criteria using experimental test datahave been developed for the ribs and the organs. The measured parameters were chest deflectionand steering wheel to thorax contact force on a global level, whilst 1st principal Green-Lagrangestrains was assessed for the rib and the organ injury risk. The material models for the liver and the spleen were remodelled using an Ogden material model based on experimental stress-strain data to account for hyperelasticity. Rate-dependency was included by iteration of viscoelastic parameters. The contact modelling of the organs was changed from a sliding contact to a tied contact to minimize unrealistic contact separations during impact. The results support previous findings that H3 needs additional instrumentation to accurately register chest deflection for rib levels beyond its current range, namely at ribs 1-2, 7-8, and 9-10. For THUMS, the chest deflection were within reasonable values for the applied velocities, but there were no definite injury risk. Fact is, the global injury criteria might overpredict the AIS3 injury risk (rib fractures) for rib level 1-2, 7-8, and 9-10. The rib strains could not be correlated with the measured chest deflections. This was explained by the unique localized loading characterized by pure steering wheel rim impact that mainly affected the sternum and the rib cartilage while minimizing rib deformation. The organ strains indicate some risk of rupture where the spleen deforms the most at rib levels 3-4 and 6-7, and the liver and the aorta at rib levels 6-7 and 7-8. This study provides a framework for complementing H3 with THUMS for HGV occupant safety with emphasis on the importance of using local injury criteria for functional injury prediction, i.e. prediction of injury risk using parameters directly related to rib fracture or organ rupture. Local injury criteria are thus a powerful safety assessment tool as it is independent on exterior loading such as airbag, steering wheel hub, or seat belt loading. It was noticed that global injury criteria with very localized impacts such as rim impacts have not been studied and will affect rib fracture risk differently than what has been studied using airbag or seat belt restraints. However, improvements are needed to accurately predict thoracic injury risk at a material level by finding more data for the local injury risk functions. Conclusively, it is clear that Hybrid III has insufficient instrumentation and is in need of upgrades to register chest deflections at multiple rib levels. Furthermore, the following are needed: better understanding of global injury criteria specific for HGV occupant safety evaluation, more data for age-dependent (ribs) and rate-dependent (organs) injury risk functions, a tiebreak contact with tangential sliding for better organ kinematics during impacts, and improving the biofidelity of the material models using data from tissue level experiments. / Förarmiljön i lastbilar gentemot personbilar är annorlunda, i detta kontext med avseende på främst ratt- och förarposition som ökar risken för islag med rattkransen för lastbilsförare. Sådana islag är relativt outforskat jämfört med passiv säkerhet för personbilar inom skadebiomekaniken. Tanken bakom användning av humanmodeller är att komplettera nuvarande krockdockor med biomekanisk information. Dessutom är biofideliteten hos en krockdocka vid rattislag relativt okänt, speciellt vid olika revbensnivåer. Därför är målet med detta examensarbete att undersöka thoraxresponsen hos en lastbilsförare genom att använda THUMS v4.0 och Hybrid III (H3) under rattislag med avseende på revbensnivåer (nivå 1-2, 3-4, 6-7, 7-8, och 9-10) och revben, aorta, lever, och mjälte. Enligt författaren verkar användning av lokala riskfunktioner för thoraxskador relativt ostuderat jämfört med den övervägande användningen av globala riskfunktioner som huvudsakligen förutser den mest vanligt förekommande thoraxskadan, nämligen revbensfrakturer. Därför har lokala riskfunktioner skapats för revben och organ, baserat på experimentell data. Uppmätta parametrar var bröstinträngning och kontaktkraft mellan ratt och thorax på global nivå, medan första Green-Lagrange huvudtöjningen användes för att evaluera skaderisken för revben och organ. Materialmodeller för lever och mjälte ommodellerades baserat på experimentell spänning-töjningsdata med Ogdens materialmodell för att ta hänsyn till hyperelasticitet. Töjningshastighetsberoendet inkluderades genom att iterera fram viskoelastiska parametrar. Kontaktmodellering av organ gjordes genom att ändra från glidande kontakt till en låsande kontakt för att minimera orealistisk kontaktseparation under islagsfallen. Resultaten stödjer tidigare studier där H3 visat sig behöva ytterligare givare för att noggrannt kunna registrera bröstinträngning vid olika revbensnivåer bortom dess nuvarande räckvidd, nämligen vid revben 1-2, 7-8, och 9-10. Uppmätt bröstinträngning i THUMS var rimliga för hastighetsfallen men gav inte någon definitiv risk för skada. Faktum är att de globala riskfunktionerna kan överskatta AIS3 risken vid revben 1-2, 7-8, och 9-10. Revbenstöjningarna kunde inte korreleras med bröstinträngningarna. Detta kunde förklaras genom de unika lastfallen som karakteriseras av rena rattislag som främst påverkar sternum och revbensbrosk som i sin tur minimerar deformation av revben. Organtöjningarna indikerar på någon risk för ruptur där mjälten deformerar som mest vid revben 3-4 och 6-7, medan för både levern och aortan sker det vid revben 6-7 och 7-8. Denna studie presenterar ett sätt att komplettera H3 med THUMS inom passiv säkerhet för lastbilsförare med fokus på lokala riskfunktioner för funktionell skadeprediktering dvs. prediktering av skaderisken med hjälp av parametrar som är direkt relaterat till revbensfraktur eller organruptur. Lokala riskfunktioner utgör en kraftfull säkerhetsbedömning som är oberoende av externa lastfall som t.ex. airbag, rattcentrum, eller bälteslast. I denna studie noterades det att de globala riskkriterierna inte har undersökts med väldigt lokala islag som rattislagen utgör och kommer därför att påverka risken för revbensfraktur annorlunda gentemot vad som har studerat, t.ex. airbag eller bältelast. Däremot behövs det mer data för de lokala riskkriterierna för att kunna prediktera thoraxskaderisken med ökad noggrannhet. Avslutningsvis, det är tydligt att Hybrid III har otillräckligt med givare och behöver förbättras för att kunna registrera bröstinträngning vid flera revbensnivåer. Vidare behövs följande: bättre förståelse för globala riskfunktioner anpassat inom passiv säkerhet för lastbilsförare, mer data för åldersberoende (revben) och töjningshastighetsberoende (organ) riskfunktioner, en ”tiebreak” kontakt med tangientiell glidning för bättre organkinematik, och ökad biofidelitet av materialmodeller genom att använda data från vävnadsexperiment.