This diploma thesis is concerned with selecting the appropriate method for determining the moment of inertia to the vertical, lateral and longitudinal axis through the centre of gravity of the vehicle. Using the special mechanical device, constructed on IAE was carried out repeated measurements of known mass properties in each axis. With the aid of obtained data was calculated measurement error. To compare the resulting values was created MBS model.

The goal of the European Union is to make strides towards a circular economy. This means recycling or re-using as much of the material in the economic system as possible. The wind industry faces a great challenge in the years to come as huge quantities of increasingly larger wind turbines reach the end of their service-life. When old wind turbines have been decommissioned, most parts are scrapped and recycled into other applications. The turbineblades however are made from glass- and carbon fibre polymers and are not as easily recycled. Recent bans of putting the blades into landfills steer the industry toward finding new applicationfor the old wind turbine blades. Re-purposing the blades as bridges, shelters, houses and towers has been suggested, as well as re-cycle the material or recover the blades as energy. Regardless of what method is preferred, the wind turbine blades need to be transported to a re-purpose or recycling facility. Because of the distribution of wind turbines within countries, the optimal location of such facilities can be hard to evaluate. The centre-of-gravity method (evaluating the centre-of-mass) has been suggested as a way of evaluating the optimal location of such facilities. The method is built upon the assumption that the wind turbine blade can be easily downsized, transported and accommodated in a single transport. In order to achieve this, the present thesis has compared and evaluated different methods of segmenting the wind turbine blade (mechanical, thermal and chemical) as well as different loading and compressing methods. The mechanical separation methods tend to be more suitable than the thermal and chemical counterparts. The choice of loading methods is dictated by the resulting fraction size of the wind turbine blade after separation. The mass density of the resulting blade could be increased with a suitable way of compression (hydraulic or gravity).

Este trabalho aplica um procedimento para análise do desempenho de um autoveículo rodoviário (Kadett GS 2.0 da General Motors do Brasil), em aceleração e desaceleração (freagem), considerando o \"passeio do centro de gravidade\" e as \"restrições impostas pelo binômio pneumático x pavimento\". A dinâmica do processo de frenagem do veículo/exemplo é estudada, obtendo-se a desaceleração e o espaço percorrido, como função do \"passeio do centro de gravidade\" e duas \"restrições impostas pelo pneumático x pavimento\". Comparações teórico-experimentais são realizadas. Para o controle do processo de frenagem do veículo/exemplo, obtém-se uma \"função-transferência\" que muda continuamente o balanceamento das forças de frenagem nos eixos, utilizando-se, para isto, de sinais oriundos de um acelerômetro e de um sensor de peso instalados no veículo. Esta função otimiza o processo de frenagem para qualquer carregamento permissível do veículo e em qualquer nível de desaceleração (qualquer tipo de piso). Deste veículo obtêm-se os diagramas de rendimento, aceleração líquida para cada marcha engrenada, e, posteriormente, o \"tempo de aceleração\" e \"retomada de velocidade\", como função do \"passeio do centro de gravidade\" e das \"restrições impostas pelo pneumático x pavimento\". Comparações teórico-experimentais são também realizadas. Em todos os casos, foram obtidos bons resultados na comparação teórico-experimental, validando o modelo matemático elaborado e o procedimento de análise. / This work applies a procedure for the analysis of the performance of a road vehicle, (General Motors do Brasil, Kadett GS 2.0), in acceleration and deceleration (braking), which takes into consideration the centre of gravity envelope and the restrictions imposed by the tyre/surface relationship. A study is made of the dynamic braking process of the vehicle/example, and the deceleration and distance covered are obtained as a functions of the c.g. position and the tyre/surface relationship. Comparisons are made between theory and experiment. A transfer function is obtained for the control of the braking process of the vehicle/example, that continually changes the balance of the braking forces on the axles, thorugh the use of signals transmitted from an accelerometer (g - meter) and a sensor giving the installed weight of the vehicle. This function optimizes the braking process for any permissible vehicle load and deceleration level, for any type of surface. The performance diagrams, the acceleration in each gear, and, following these the acceleration time and time-to-return-to-normal-speed are obtained as functions of the position of the c.g. and the restrictions imposed by the tyre/surface relationship. Comparisons of theory with practice are also made. In all cases, comparisons between theory and practice give good results, validating the mathematical model and the analysis procedure.

Este trabalho aplica um procedimento para análise do desempenho de um autoveículo rodoviário (Kadett GS 2.0 da General Motors do Brasil), em aceleração e desaceleração (freagem), considerando o \"passeio do centro de gravidade\" e as \"restrições impostas pelo binômio pneumático x pavimento\". A dinâmica do processo de frenagem do veículo/exemplo é estudada, obtendo-se a desaceleração e o espaço percorrido, como função do \"passeio do centro de gravidade\" e duas \"restrições impostas pelo pneumático x pavimento\". Comparações teórico-experimentais são realizadas. Para o controle do processo de frenagem do veículo/exemplo, obtém-se uma \"função-transferência\" que muda continuamente o balanceamento das forças de frenagem nos eixos, utilizando-se, para isto, de sinais oriundos de um acelerômetro e de um sensor de peso instalados no veículo. Esta função otimiza o processo de frenagem para qualquer carregamento permissível do veículo e em qualquer nível de desaceleração (qualquer tipo de piso). Deste veículo obtêm-se os diagramas de rendimento, aceleração líquida para cada marcha engrenada, e, posteriormente, o \"tempo de aceleração\" e \"retomada de velocidade\", como função do \"passeio do centro de gravidade\" e das \"restrições impostas pelo pneumático x pavimento\". Comparações teórico-experimentais são também realizadas. Em todos os casos, foram obtidos bons resultados na comparação teórico-experimental, validando o modelo matemático elaborado e o procedimento de análise. / This work applies a procedure for the analysis of the performance of a road vehicle, (General Motors do Brasil, Kadett GS 2.0), in acceleration and deceleration (braking), which takes into consideration the centre of gravity envelope and the restrictions imposed by the tyre/surface relationship. A study is made of the dynamic braking process of the vehicle/example, and the deceleration and distance covered are obtained as a functions of the c.g. position and the tyre/surface relationship. Comparisons are made between theory and experiment. A transfer function is obtained for the control of the braking process of the vehicle/example, that continually changes the balance of the braking forces on the axles, thorugh the use of signals transmitted from an accelerometer (g - meter) and a sensor giving the installed weight of the vehicle. This function optimizes the braking process for any permissible vehicle load and deceleration level, for any type of surface. The performance diagrams, the acceleration in each gear, and, following these the acceleration time and time-to-return-to-normal-speed are obtained as functions of the position of the c.g. and the restrictions imposed by the tyre/surface relationship. Comparisons of theory with practice are also made. In all cases, comparisons between theory and practice give good results, validating the mathematical model and the analysis procedure.

This master thesis deals with the landing gear rebuild from tail gear to nose gear of the M-4 Irbis aircraft. The first chapter presents the aircraft in its current state and includes some technical data, too. The theoretical information about types of landing gears, its characteristics, pros and cons and the typical representatives for each type of landing gear are mentioned in the second chapter. The third chapter is about landing gear loads that occur during landing and about the load calculation according to UL 2 regulation. The following chapter shows the construction of the new landing gear, including some of the suggested, but not realised, designs. In the fifth chapter, there is a landing gear strength calculation of some of the gear components. The calculation is analytical and then uses FEM. The very last chapter then shows the effect of new landing gear on the centre of gravity in its extreme positions. The chapter also compares aircraft masses with both landing gears.

is diploma thesis deals with design concept of two-seater sports car with the main focus on chassis torsional stiffness and axle kinematics. The main idea started with some paper sketches which were later transferred to the 3D model with all the main parts (engine, differential, driver etc.) using CATIA V5 design program. Then the torsional stiffness was counted using FEM software ANSYS 12.0. Finally the axis geometry during bump/rebump movement of the wheel was simulated in MBS system ADAMS 2007.

In our era, digital technology is one of the fastest-changing areas. It impacts our private life, well-being, economics, politics and warfare. This essay intends to answer how digital transformation affects combats and state and non-state actors and also how these digitalised combats compromise social sustainability. The findings include social media and online platforms, dark web and cyberterrorism, cryptocurrency, remote sensing and surveillance, machine learning and AI, and digitally enabled strategies. The analysis was done by the Centre of Gravity model, social sustainability and securitisation theory. The thesis follows a comparative case study approach about Kenya and Nigeria therefore the essay address al-Shabaab and Boko Haram as the two prominent terrorist groups and the empirical data are related specifically to these countries and these diasporas.

Electric buses often have batteries installed on the roof structure to have a better space utilization. This increases the height of the centre of gravity of the vehicle, affecting its roll stability. The existing vehicle setup uses an anti-roll bar to provide the roll stiffness. However, increasing the roll stiffness of the anti-roll bar for providing the required roll stability of an electric bus is limited due to the increase in weight of the anti-roll bar, its material properties and the design constraints. An alternate for the air suspension system is identified through a literature study. The identified system, an interconnected hydro-pneumatic suspension, is modelled analytically and compared to the air spring system. Multi-body simulations are performed to understand the roll performance.\par The thesis work also estimates the system's energy efficiency, and the feasibility of packaging the system within the existing vehicle architecture is studied in CAD software. The roll gradient of the vehicle is shown to improve compared to the existing air-spring system. The study also find that implementation of hydraulic-interconnected system can result in reduction of the unsprung mass of the vehicle. / Elektriska bussar har ofta batterier installerade på takkonstruktionen för att få ett bättre utrymmesutnyttjande. Detta ökar fordonets tyngdpunktshöjd och påverkar dess krängstabilitet. Den befintliga fordonskonfigurationen använder en krängningshämmaren tillsammans med luftfjädrar för att ge den krängsstabilitet som krävs. Men att öka krängstyvheten hos krängningshämmaren för att ge den nödvändiga krängstabilitet hos en elektrisk buss är begränsad på grund av ökningen av vikten av krängningshämmaren, dess materialegenskaper och konstruktionsbegränsningar. Ett alternativ till luftfjädringssystemet identifieras genom en litteraturstudie. Det identifierade systemet, ett sammanlänkat hydro-pneumatiskt fjädringssystem, modelleras analytiskt och jämförs med luftfjädringssystemet. Multibody-simuleringar utförs för att förstå fordonets krängprestanda. par Avhandlingsarbetet uppskattar också systemets energieffektivitet och möjl-igheten att paketera systemet inom den befintliga fordonsarkitekturen studeras i CAD-programvara. Fordonets krängningsgradient har visat sig förbättras jämfört med det befintliga luftfjädringssystemet. I studien konstateras också att införandet av hydrauliskt sammankopplade system kan leda till en minskning av fordonets ofjädrade massa.

Nos travaux de recherches présentés dans ce manuscrit ont pour objectif, l'optimisation des performances des algorithmes de suivi des formants. Pour ce faire, nous avons commencé par l'analyse des différentes techniques existantes utilisées dans le suivi automatique des formants. Cette analyse nous a permis de constater que l'estimation automatique des formants reste délicate malgré l'emploi de diverses techniques complexes. Vue la non disponibilité des bases de données de référence en langue arabe, nous avons élaboré un corpus phonétiquement équilibré en langue arabe tout en élaborant un étiquetage manuel phonétique et formantique. Ensuite, nous avons présenté nos deux nouvelles approches de suivi de formants dont la première est basée sur l'estimation des crêtes de Fourier (maxima de spectrogramme) ou des crêtes d'ondelettes (maxima de scalogramme) en utilisant comme contrainte de suivi le calcul de centre de gravité de la combinaison des fréquences candidates pour chaque formant, tandis que la deuxième approche de suivi est basée sur la programmation dynamique combinée avec le filtrage de Kalman. Finalement, nous avons fait une étude exploratrice en utilisant notre corpus étiqueté manuellement comme référence pour évaluer quantitativement nos deux nouvelles approches par rapport à d'autres méthodes automatiques de suivi de formants. Nous avons testé la première approche par détection des crêtes ondelette, utilisant le calcul de centre de gravité, sur des signaux synthétiques ensuite sur des signaux réels de notre corpus étiqueté en testant trois types d'ondelettes complexes (CMOR, SHAN et FBSP). Suite à ces différents tests, il apparaît que le suivi de formants et la résolution des scalogrammes donnés par les ondelettes CMOR et FBSP sont meilleurs qu'avec l'ondelette SHAN. Afin d'évaluer quantitativement nos deux approches, nous avons calculé la différence moyenne absolue et l'écart type normalisée. Nous avons fait plusieurs tests avec différents locuteurs (masculins et féminins) sur les différentes voyelles longues et courtes et la parole continue en prenant les signaux étiquetés issus de la base élaborée comme référence. Les résultats de suivi ont été ensuite comparés à ceux de la méthode par crêtes de Fourier en utilisant le calcul de centre de gravité, de l'analyse LPC combinée à des bancs de filtres de Mustafa Kamran et de l'analyse LPC dans le logiciel Praat. D'après les résultats obtenus sur les voyelles /a/ et /A/, nous avons constaté que le suivi fait par la méthode ondelette avec CMOR est globalement meilleur que celui des autres méthodes Praat et Fourier. Cette méthode donne donc un suivi de formants (F1, F2 et F3) pertinent et plus proche de suivi référence. Les résultats des méthodes Fourier et ondelette sont très proches dans certains cas puisque toutes les deux présentent moins d'erreurs que la méthode Praat pour les cinq locuteurs masculins ce qui n'est pas le cas pour les autres voyelles où il y a des erreurs qui se présentent parfois sur F2 et parfois sur F3. D'après les résultats obtenus sur la parole continue, nous avons constaté que dans le cas des locuteurs masculins, les résultats des deux nouvelles approches sont notamment meilleurs que ceux de la méthode LPC de Mustafa Kamran et ceux de Praat même si elles présentent souvent quelques erreurs sur F3. Elles sont aussi très proches de la méthode par détection de crêtes de Fourier utilisant le calcul de centre de gravité. Les résultats obtenus dans le cas des locutrices féminins confirment la tendance observée sur les locuteurs / Our research work presented in this thesis aims the optimization of the performance of formant tracking algorithms. We began by analyzing different existing techniques used in the automatic formant tracking. This analysis showed that the automatic formant estimation remains difficult despite the use of complex techniques. For the non-availability of database as reference in Arabic, we have developed a phonetically balanced corpus in Arabic while developing a manual phonetic and formant tracking labeling. Then we presented our two new automatic formant tracking approaches which are based on the estimation of Fourier ridges (local maxima of spectrogram) or wavelet ridges (local maxima of scalogram) using as a tracking constraint the calculation of center of gravity of a set of candidate frequencies for each formant, while the second tracking approach is based on dynamic programming combined with Kalman filtering. Finally, we made an exploratory study using manually labeled corpus as a reference to quantify our two new approaches compared to other automatic formant tracking methods. We tested the first approach based on wavelet ridges detection, using the calculation of the center of gravity on synthetic signals and then on real signals issued from our database by testing three types of complex wavelets (CMOR, SHAN and FBSP). Following these tests, it appears that formant tracking and scalogram resolution given by CMOR and FBSP wavelets are better than the SHAN wavelet. To quantitatively evaluate our two approaches, we calculated the absolute difference average and standard deviation. We made several tests with different speakers (male and female) on various long and short vowels and continuous speech signals issued from our database using it as a reference. The formant tracking results are compared to those of Fourier ridges method calculating the center of gravity, LPC analysis combined with filter banks method of Kamran.M and LPC analysis integrated in Praat software. According to the results of the vowels / a / and / A /, we found that formant tracking by the method with wavelet CMOR is generally better than other methods. Therefore, this method provides a correct formant tracking (F1, F2 and F3) and closer to the reference. The results of Fourier and wavelet methods are very similar in some cases since both have fewer errors than the method Praat. These results are proven for the five male speakers which is not the case for the other vowels where there are some errors which are present sometimes in F2 and sometimes in F3. According to the results obtained on continuous speech, we found that in the case of male speakers, the result of both approaches are particularly better than those of Kamran.M method and those of Praat even if they are often few errors in F3. They are also very close to the Fourier ridges method using the calculation of center of gravity. The results obtained in the case of female speakers confirm the trend observed over the male speakers

John A. Warden III is one the most mentioned air power theoretic of his time.He has written a number of theories concerning air power and the best way to use this to win wars.The author of this paper gives a short resume of what he consider are the central thoughts in John Warden´s theories. These thoughts result in four factors; Enemy as a system, centre of gravity, parallel attack/concentration and finally air superiority. These factors are then being used to inves-tigate if NATO used Wardens theories during the Kosovo war in 1999.The reason for the author to choose the Kosovo war specifically is due to the fact that NATO during the war only used air power as an instrument to get Serbia´s president Milosevic to the negotiation table but also the fact that this would turn out to be quite a challenge for NATO.The conclusion is that out of the four factors only one is traceable throughout the entire operation, and that is air superiority. Regarding the other three factors they can only be found in parts of the operation. / John A. Warden III är en av de mest omskrivna luftmaktsteoretikerna under sin tid. Han har lagt fram ett antal teorier för vad han anser är bästa sättet att använda luftmakt för att vinna krig. I uppsatsen ges en sammanfattning av vad författaren anser vara de centrala tankarna i hans teorier. Dessa utmynnar i fyra begrepp; fienden som ett system, tyngdpunktsbegreppet,parallell attack och kraftsamling samt luftrumskontroll. Dessa begrepp står sedan somutgångspunkt för en fallstudie av NATO:s luftmaktsanvändning under Kosovokriget 1999.Undersökningen syftar till att undersöka om NATO använde sig av John Wardens luftmaktsteorier under kriget.Varför författaren har valt just Kosovokriget beror bland annat på att NATO under kriget enbart använde sig av luftmakt för att få Serbiens president Milosevic till förhandlingsbordet samt att det också visade sig bli en stor prövning för dem.Slutsatsen blev att av de fyra utvalda faktorerna så var det endast en som NATO visade sig foku-sera på under hela operationen, detta var luftrumskontroll. Vad gäller de övriga tre faktorerna finner författaren att NATO använt sig av dessa i stort sett bara under slutskedet av operationen.