The Astoria-Megler Bridge is a 6.6 kilometer (4.1 mile) long bridge, connecting Oregon and Washington on US 101, with a continuous steel truss main span of 376 m (1232 ft). It is the second longest main span bridge of this type in the world. Due to vortex shedding, some of the long truss verticals exhibit wind-induced torsional vibrations. These vibrations can create large numbers of repeated stress cycles in the truss verticals and the gusset plate assemblies. The members and connections were not designed for such conditions and the impact of this behavior on the service life of the bridge is uncertain. A full-scale representation of one of the truss verticals observed to exhibit such wind induced torsional response was fabricated and tested in the Structural Engineering Research Laboratory at Oregon State University. Experimental data of the rotational behavior and the stress distribution along the vertical were collected using inclinometers, an angular rate sensor, and uniaxial and rosette strain gages. The data collected were compared with existing analytical methods and predictions from finite element models. The observed experimental results including twist angle, stress distribution, and stress magnitude were well captured by both the finite element model and the analytical equations. Using analytical expressions, the fatigue lives of the existing bridge verticals were predicted based on assumed storm duration and recurrence. / Graduation date: 2013

The accuracy in determined energy consumption and runningtime of trains, by means of computer simulation, is dependent upon the various models used. This thesis aims at developing validated models of running resistance, train and of a generaldriver, all based on full scale testing. A partly new simple methodology for determining running resistance, called by energy coasting method is developed and demonstrated. An error analysis for this methodis performed. Running resistance of high speed train SJ X2000, conventional loco hauled passenger trains and freight trains is systematically parameterised. Influence of speed, number of axles, axle load, track type, train length,and train configuration is studied. A model taking into account the ground boundary layer for determining the influence ofmeasured head and tail wind is developed. Different factors and parameters of a train, that are vital for the accuracy in computed energy consumption and runningtime are identified, analysed and finally synthesized into a train model. Empirical models of the braking and the traction system, including the energy efficiency, are developed for the electrical locomotive of typeSJ Rc4, without energy regeneration. Driver behaviour is studied for freight trains and a couple of driving describing parametersare proposed. An empirical model of freight train driver behaviour is developed from fullscale testing and observations. A computer program, a simulator, is developed in Matlabcode, making use of the determined runningresistance and the developed models of train and driver. The simulator calculates the energy consumption and running time ofa single train. Comparisons between simulations and corresponding measurements are made. Finally, the influence of driving on energy consumption and running time is studied and demonstrated in some examples. The main conclusions are that: The method developed for determining running resistanceis quite simple and accurate. It can be used on any train andon any track. The running resistance of tested trains includes some interesting knowledge which is partly believed to be new. Mechanical running resistance is less than proportional to the actual axle load. Air drag increases approximately linearly with train length and the effect of measured head and tail wind on the air drag can be calculated if the groundboundary layer is considered. The developed train model, including running resistance, traction, braking etc. is quite accurate, as verified for the investigated trains. The driver model together with the train model insimulations, is verified against measurements and shows good agreement for energy consumption and running time. It is recommended to use a driver model, when calculating energy consumption and running times for trains. Otherwise, the energy consumption will most likely be over-estimated.This has been demonstrated for Swedish ordinary freighttrains. / QC 20100526

Η μελέτη ενός πειράματος μικρής πιλοτικής κλίμακας, με δύο παράλληλα συστήματα ρηχών λεκανών (ύψους 0.35m), η μία λεκάνη με φύτευση του είδους Typha Latifolia και η άλλη χωρίς φύτευση, διεξάχθηκε για τον σχεδιασμό ελεύθερης επιφανειακής ροής (FWS) τεχνητού υγροτόπου. Οι δύο λεκάνες τροφοδοτήθηκαν με πραγματικά αστικά λύματα όπου οι χρόνοι παραμονής κυμάνθηκαν από 27,6 έως 38,0 ημέρες. Η μεταβολή του όγκου κάθε λεκάνης παρακολουθήθηκε για 2 συνεχή έτη και ταυτόχρονα υπολογίστηκαν οι ρυθμοί βροχόπτωσης και εξάτμισης. Η διαφορά του όγκου μεταξύ των δύο λεκανών οφειλόταν στην πρόσληψη νερού από τα φυτά, η οποία συγκρίθηκε με τις προβλέψεις της εξατμισοδιαπνοής παρόμοιων φυτών με την χρήση του υπολογιστικού προγράμματος REF-ET. Η συγκομιδή των φυτών πραγματοποιήθηκε τρείς φορές στην διάρκεια του 1ου έτους του πειράματος, ώστε να εκτιμηθεί ο ρυθμός πρόσληψης αζώτου από τα φυτά. Η σημαντικότερη διαφορά των δύο συστημάτων ήταν η αφαίρεση νερού μέσω της εξατμισοδιαπνοής των φυτών. Η πιλοτική μονάδα λειτούργησε έτσι ώστε να επιτευχθεί και απομάκρυνση της οργανικής ύλης (BOD5) και του ολικού αζώτου (TN) από τα λύματα. Ο σχεδιασμός της διευκόλυνε την ανάπτυξη ενός μαθηματικού μοντέλου, ακολουθώντας το πλαίσιο του μοντέλου της ενεργής ιλύος (ASM). Αρχικά το μαθηματικό μοντέλο αναπτύχθηκε για τις δύο λεκάνες με τις μικροβιακές διεργασίες που επικράτησαν στο εσωτερικό τους, ώστε να περιγραφεί πλήρως η συμπεριφορά τους. Η προσομοίωση και η εκτίμηση των παραμέτρων του μοντέλου επιτεύχθηκε με την χρήση του υπολογιστικού περιβάλλοντος του AQUASIM. Οι κύριες διεργασίες που ελήφθησαν υπόψη για την μοντελοποίηση ήταν η αμμωνιοποίηση, η αερόβια ετεροτροφική ανάπτυξη, η νιτροποίηση και η ανάπτυξη φυκών. Μια ισχυρή εποχική εξάρτηση παρατηρήθηκε για την συμπεριφορά κάθε λεκάνης όταν το μοντέλο εφαρμόστηκε για το 1ο έτος του πειράματος. Αυτό το μοντέλο επαληθεύτηκε ικανοποιητικά με τα πειραματικά δεδομένα του 2ου έτους. Η παρατηρούμενη μέση ετήσια απόδοση απομάκρυνσης του BOD5 και του TN ήταν 60% και 69%, αντίστοιχα για την λεκάνη χωρίς φυτά και 83% και 75%, αντίστοιχα για την λεκάνη με φυτά. Το μοντέλο προέβλεψε μέση ετήσια απόδοση απομάκρυνσης 82% για το BOD5 και 65% για το TN στην λεκάνη με φυτά, ικανοποιώντας τα κριτήρια για τον σχεδιασμό πλήρους κλίμακας τεχνητού υγροτόπου . Η ικανότητα του μοντέλου να προβλέπει όχι μόνο την απομάκρυνση της οργανικής ύλης αλλά και του ολικού αζώτου, θεωρήθηκε επαρκής όταν δοκιμάστηκε με έναν ελεύθερης επιφανειακής ροής τεχνητό υγρότοπο με 400 ισοδύναμο πληθυσμό, με μοναδική τροποποίηση τον συνυπολογισμό του περιορισμού του οξυγόνου στον ρυθμό της διεργασίας της νιτροποίησης. Επομένως, το δυναμικό μοντέλο διαμορφώθηκε με την ενσωμάτωση της πρόβλεψης του ρυθμού της εξατμισοδιαπνοής των φυτών και χρησιμοποιήθηκε για τον σχεδιασμό περίπτωσης μελέτης τεχνητού υγροτόπου πλήρους κλίμακας. Τα στοιχεία που απαιτούνται για αυτό τον σχεδιασμό περιλάμβαναν την παροχή εισόδου και κλιματολογικά στοιχεία (θερμοκρασίας και βροχόπτωσης) για την περιοχή του σχεδιασμού, καθώς και οι απαιτήσεις της ποιότητας εκροής. Η περίπτωση μελέτης για 4000 ισοδύναμο πληθυσμό όπου η ποιότητα εκροής ήταν σε μέσες ετήσιες τιμές BOD5=25mg/L και TN=15mg/L, χρειάστηκε μία συνολική επιφάνεια υγροτόπου 11 εκταρίων. Εάν χρησιμοποιηθούν δύο λεκάνες σε σειρά, η 1η με φυτά και η 2η χωρίς, τότε η συνολική επιφάνεια μειώνεται κατά περίπου 27%, ελέγχοντας μόνο την αρχική μέγιστη φύτευση της πρώτης λεκάνης του υγροτόπου. / The study at pilot-scale of two parallel systems with shallow basins (height h=0.35m), one planted with Typha Latiofolia and the other without vegetation, was conducted for the modeling of free water surface (FWS) constructed wetland systems. The basins were fed with real sewage at retention times ranging from 27.6 to 38.0 days. The variation of the volume in each basin was monitored for two consecutive years and simultaneously, rainfall and evaporation rates were calculated. The difference of the volume between the basins was due to the water absorption by the plants and was compared with the predictions of evapotranspiration rates of similar plants using the REF-ET calculation software. The harvesting of the plants was performed three times during the first year, in order to estimate the nitrogen uptake by the plants. The main difference in the two systems was the water removal through plant evapotranspiration. The pilot unit was operated so as to achieve the removal of both organic matter (BOD5) and total nitrogen (TN) from the sewage. Its design enabled the development of a mathematical model, following the framework of the activated sludge model (ASM). The simulation and the parameter estimation were achieved using the AQUASIM framework. The mathematical model describes the microbial processes, which dominated within the basins describing satisfactorily their behavior. The key processes accounted for in the modeling were ammonification, aerobic heterotrophic growth, nitrification and algal growth. A strong seasonal dependence was observed for each basin. The model was satisfactorily validated with the data of the second year. An observed average annual removal efficiency of BOD5 and TN were 60% and 69%, respectively for the basin without plants and 83% and 75%, respectively for the basin with plants. The model predicted average annual removal efficiency 82% for BOD5 and 65% for TN in the basin with plants, satisfying the design criteria of a full-scale constructed wetland. The ability of the model to predict not only the removal of organic matter but also total nitrogen removal, was considered sufficient as tested with a real free water surface constructed wetland of 400 population equivalent, with the sole modification being the inclusion of oxygen limitation in the nitrification rate. The dynamic model was amended with the direct incorporation of the plant evapotranspiration rate and it was used to design a full-scale constructed wetland. The required elements for this design included the inflow rate and climatic data (temperature and rainfall) for the design region, as well as the effluent quality requirements. In the case study of 4000 population equivalent, the effluent quality requirement was: average annual values for BOD5=25mg/L and for TN=15mg/L. The model was used to determine a total wetland surface requirement of 11ha. If two sequential basins are used, the first with plants and the second without, then the total wetland surface could be reduced by approximately 27%, controlling only the maximum initial vegetation in the first wetland basin.

Shear strength of precast/prestressed hollow-core (PHC) slabs subjected to concentrated or line loads, especially near supports, may be critical and usually is the governing criteria in the design. This study presents the second phase of a research program, undergoing at the University of Manitoba, to calibrate the shear equations in the Canadian code for predicting the shear capacity of PHC slabs. This phase includes both experimental and numerical investigations using a finite element analysis (FEA) software package. The length of bearing, void shape and size, level of prestressing and shear span-to-depth ratio were investigated. The experimental results were compared to the predictions of the Canadian, American and European codes. It was concluded that the Canadian code is unduly conservative. However, the special European code for PHC slabs resulted in better and more consistent predictions. The FEA suggested that the adequate prestressing reinforcement ratio to obtain highest shear capacity ranges between 0.7% and 1.1%.

Deliberate and accidental explosions along with the heightened risk of loss of life and property damage during such events have highlighted the need for research in the behaviour of materials under high strain rates. Where an extensive body of research is available on steel and concrete structures, little to no details on how to address the design or retrofitting of wood structures subjected to a blast threat are available. Studies reported in the literature that focused on full scale light-frame wood structures did not quantify the increase in capacity due to the dynamic loading while the studies that did quantify the increase mostly stems from small clear specimens that are not representative of the behaviour of structural size members with defects. Tests on larger-scale specimens have mostly focused on the material properties and not the structural behaviour of subsystems. Advancements in design and construction techniques have greatly contributed to the emergence of taller and safer wood structures which increase potential for blast threat. This thesis presents results on the flexural behaviour of light-frame wood stud walls subjected to shock wave loading using the University of Ottawa shock tube. The emphasis is on the overall behaviour of the wall subsystem, especially the interaction between the sheathing and the studs through the nailed connection. The approach employed in this experimental program was holistic, where the specimens were investigated at the component and the subsystem levels. Twenty walls consisting of 38 mm x 140 mm machine stress-rated (MSR) studs spaced 406 mm on center and sheathed with two different types and sheathing thicknesses were tested to failure under static and dynamic loads. The experimental results were used to determine dynamic increase factors (DIFs) and a material predictive model was validated using experimental data. The implications of the code are also discussed and compared to the experimental data. Once validated, an equivalent single-degree-of-freedom (SDOF) model incorporating partial composite action was used to evaluate current analysis and design assumptions. The results showed that a shock tube can effectively be used to generate high strain-rate flexural response in wood members and that the material predictive model was found suitable to effectively predict the displacement resulting from shock wave loading. Furthermore, it was found that current analysis and design approaches overestimated the wall displacements.

Shear strength of precast/prestressed hollow-core (PHC) slabs subjected to concentrated or line loads, especially near supports, may be critical and usually is the governing criteria in the design. This study presents the second phase of a research program, undergoing at the University of Manitoba, to calibrate the shear equations in the Canadian code for predicting the shear capacity of PHC slabs. This phase includes both experimental and numerical investigations using a finite element analysis (FEA) software package. The length of bearing, void shape and size, level of prestressing and shear span-to-depth ratio were investigated. The experimental results were compared to the predictions of the Canadian, American and European codes. It was concluded that the Canadian code is unduly conservative. However, the special European code for PHC slabs resulted in better and more consistent predictions. The FEA suggested that the adequate prestressing reinforcement ratio to obtain highest shear capacity ranges between 0.7% and 1.1%.

Cette thèse vise à une meilleure compréhension de la dynamique du voilier et à la validation des outils numériques de prédiction de performances et d’optimisation par l'étude expérimentale in situ du problème aéro-élastique d'un gréement. Une instrumentation est développée sur un voilier de 8m de type J80 pour la mesure dynamique des efforts dans le gréement, de la forme des voiles en navigation, du vent et des attitudes du bateau. Un effort particulier est apporté à la mesure des caractéristiques géométriques et mécaniques des éléments du gréement, la calibration des capteurs et au système d'acquisition des données. Les principaux résultats montrent que le voilier instrumenté est un outil adapté pour les mesures instationnaires et soulignent l'amplitude de variation d'effort rencontrée en mer (20 à 50% de l'effort moyen dans une houle modérée). En outre, les variations du signal d'effort sont déphasées avec l'angle d'assiette, créant un phénomène d'hystérésis. Le comportement dynamique d'un voilier en mouvement diffère ainsi de l'approche quasi-statique. Les simulations numériques proviennent du code ARAVANTI, couplage implicite d’un code structure éléments finis ARA et d’un code fluide parfait, limitant son domaine de validité aux allures de près Les résultats de simulation sont très proches des cas stationnaires et concordent bien avec les mesures en instationnaire dans une houle de face. L'expérimentation numérique d'un gréement soumis à des oscillations harmoniques en tangage souligne l'importance de l'approche Interaction Fluide Structure (IFS) et montre que l’énergie échangée par le système avec la houle est reliée à la fréquence réduite et l'amplitude du mouvement. Certaines informations n'étant pas disponibles sur le voilier instrumenté, une expérience contrôlée en laboratoire est développée. Elle consiste en un carré de tissu tenu par deux lattes en oscillation forcée. Les mesures sur cette « voile oscillante » permettent d'étudier les phénomènes IFS avec décollement et sont utilisées pour la validation du couplage ARA-ISIS entre un code fluide Navier-Stokes (RANS) et le même code structure. / This work presents a full scale experimental study on the aero-elastic wind/sails/rig interaction in real navigation condition with the aim to give a reliable database of unsteady measurement. This database is used for the investigation of the dynamic behavior and loads in the rigging and for an experimental validation of an unsteady Fluid Structure Interaction (FSI) model. An inboard instrumentation system has been developed on a 8 meter yacht (J80 class) to simultaneously and dynamically measure the navigation parameters, yacht's motion, sails flying shape, wind and loads in the rigging. A special effort is made on mechanical and geometrical characteristics measurement, sensors calibration and data acquisition system synchronization. Results show that the instrumented boat is a reliable tool to measure the unsteady phenomena in navigation. Dynamic measurements at sea underline the load variation encountered, which represent 20 to 50% of the mean value in a moderate sea state. Oscillations of loads exhibit phase shift with the trim angle, reason for an hysteresis phenomenon, which shows that the dynamic behavior of a sail plan subject to yacht motion clearly deviates from the quasi-steady theory. Simulations are made with ARAVANTI, an implicit coupling of a Finite Element Method structural model ARA and an inviscid fluid model which restricts the simulation domain to upwind conditions. The simulation results compare very well with the experimental data for steady sailing conditions and show a good agreement in unsteady conditions (head swell). Numerical investigation of a sail plan submitted to harmonic pitching motion underlines the importance of FSI modeling and shows that the energy exchanged by the system with the swell increases with the motion reduced frequency and amplitude. Some information is not accessible on the instrumented boat and requires developing a controlled test case in laboratory. The experiment consists of a spinnaker fabric square mounted on two carbon battens moved in forced oscillation. This test case is used to study FSI phenomena with a separated flow and gives experimental results for the validation of the coupling ARA-ISIS of a RANS fluid model with the same structure model.

La mauvaise qualité de l'air intérieur a été classée parmi les cinq principaux risques environnementaux sur la santé publique (EPA, 2013). La ventilation est une solution bien connue pour réduire la variété de contaminants qui pourraient être trouvés à l'intérieur de bâtiments résidentiels. Cependant, comme l'air propre est un facteur essentiel pour une vie saine et un bâtiment sain, une faible consommation d'énergie est essentielle pour une planète saine. Pour ces raisons, différentes recherches scientifiques sont menées pour l'amélioration des performances des systèmes de ventilation afin de créer un équilibre entre la distribution de l'air et la qualité de l'air intérieur d’un côté et le confort thermique et l'efficacité énergétique d’un autre côté. Un des systèmes de ventilation existants est la ventilation mécanique par insufflation (VMI). Son principe consiste à introduire mécaniquement de l’air neuf depuis l’extérieur, après l’avoir filtré et préchauffé. Les systèmes existant à ce jour en France introduisent l’air via un ou deux points d’insufflation (situés généralement au centre de l’habitation). Quant à l'évacuation de l’air vicié, celui-ci est véhiculé par les sorties naturelles installées dans chaque pièce de la maison. L’objectif de ce travail est tout d’abord d’étudier les performances de la ventilation par insufflation dans un environnement réel puis de trouver des pistes d’amélioration qui permettront d’atteindre une meilleure qualité de l’air intérieur. En se basant sur deux études préliminaires présentées par le chapitre II, on a installé un système à insufflation répartie (un point d’insufflation/pièce de vie) dans une maison réelle où l’on a mené des expérimentations. Des scénarios d’émission de polluant ont été effectués à l’aide de la technique de gaz traceur. L’étude a montré que, malgré un débit de ventilation global du système VMI inférieur à celui du système de référence (ventilation mécanique par extraction hygroréglable B), la VMI fournit des résultats satisfaisants. En outre, elle aide à lutter contre le confinement des chambres et à réduire à l'intérieur, les concentrations des particules provenant des sources extérieures. Une étude numérique est réalisée en utilisant un modèle aéraulique et de transfert de masse multizone. Les résultats ont montré un bon accord avec l'expérience et sont prometteurs pour l’avenir ; une étude paramétrique permettant d'améliorer la performance de la VMI vient parachever ce travail. / Poor indoor air quality has been ranked among the top five environmental risks on public health (EPA, 2013). The ventilation is a well-recognized solution for reducing the variety of contaminants that could be found inside residential buildings. However, as well as clean air is an essential factor for a healthy life and a healthy building, low energy consumption is significant for a healthy planet. For these reasons, scientific research are conducted to improve the performance of ventilation systems in order to obtain a balance in the controversial relationship between the air distribution and indoor air quality on the one hand and the thermal comfort and energy efficiency on the other hand. One of the existing ventilation systems is the Supply-Only Ventilation (SOV), known also as positive input ventilation (PIV). It functions by mechanically introducing fresh, filtered and preheated air into the center of the building. So far, the existing systems in France introduce air through one or two supply points (usually located in the center of the house). As for the evacuation, steal air goes out through natural vents installed in each room of the house. The aim of this study is to evaluate the performance of this system in terms of indoor air quality in a real environment and to find improvement field that will help in increasing the indoor air quality. Based on preliminary studies and on the airflow path principle required by French regulation, we decided to investigate a Multi Supply-Only Ventilation system (M-SOV). The idea is to have an insufflation point in the bedrooms and living room, while the free air outlets are located in the utility rooms (kitchen, bathroom and toilets). Different emission scenarios are experimentally simulated using tracer gas methods. The study shows that even though the flow rate of this system is lower than the extract only ventilation system (EOV), it provides satisfactory results. In addition, it helps fight against the confinement room and reduce the indoor particles concentrations originated from outdoor sources. A numerical study using a multizone airflow and contaminant transport model is performed. The numerical results show a good agreement with that of the experimental ones. Moreover, they are promising for the future parametric study in order to improve the SOV performance.

Ce travail s’inscrit dans le projet VOILENav qui vise à améliorer la compréhension des phénomènes d’Interaction Fluide-Structure appliqués aux voiles. Des comparaisons numériques expérimentales sont réalisées sur des mesures « in situ » au près à l’aide d’un code fluide parfait. Un critère, fondé sur l’équilibre du couple aérodynamique avec le couple de redressement, est proposé, permettant de vérifier l’hypothèse d’un écoulement attaché. Les précédentes études sur un voilier instrumenté ont montré les limites d’une approche « in situ » de par l’instationnarité naturelle liée aux évolutions du vent et de l’état de mer. Les autres limites résident dans la mesure de ces dernières – et tout particulièrement la mesure du vent réel – ainsi que dans le spectre des conditions rencontrées au réel. Des essais en soufflerie sont ainsi réalisés dans le cadre de ces travaux pour répondre, par une approche systématique et contrôlée, aux interrogations soulevées par les mesures « in situ ». Deux campagnes expérimentales successives, soutenues par le programme d’échange Sailing Fluids ont été menées dans la soufflerie du Yacht Research Unit de l’Université d’Auckland se focalisant sur les essais de voiles au près puis au portant. Les essais au près sont réalisés sur trois modèles réduits de grand-voiles d’IMOCA60 dans des conditions de réglages statiques et dynamiques. Le meilleur réglage statique est obtenu grâce à l’utilisation d’un algorithme d’optimisation original puis l’influence de l’amplitude et de la fréquence du « pumping » sont étudiés. Les performances aérodynamiques du système soumis à un réglage dynamique sont supérieures à celles du réglage optimum statique et un maximum est observé autour d’une fréquence réduite de 0.25 à 0.3. Au portant, les effets de l’instationnarité naturelle du spinnaker connue sous le terme « curling » (repliement du bord d’attaque) sont étudiés. Quatre modèles de spinnakers de J80 de forme identique sont testés pour différents matériaux et différentes coupes. Les mesures en soufflerie montrent que, pour des angles de vent apparent supérieurs à 100°, l’apparition du « curling » conduit à une augmentation de la force propulsive pouvant atteindre 10%. Les effets de la vitesse et de l’angle de vent apparent sont également étudiés et permettent d’extraire une fréquence réduite de curling indépendante de la vitesse de l’écoulement de 0.4 pour un vent apparent de 120°. L’étendue de la gamme de mesures explorées et le soin particulier apporté aux données expérimentales font de ces travaux une base de données remarquable pour des comparaisons avec des simulations de l’Interaction Fluide-Structure. / This work is part of the VOILENav project which aims to improve the understanding of Fluid-Structure Interaction applied to sails. Full-scale numerical experimental comparisons are achieved in upwind conditions with an inviscid flow code. A criterion using the equilibrium between the righting and heeling moment is suggested to check the attached flow hypothesis. Previous fullscale studies on instrumented boat are limited by the natural unsteadiness of wind and sea conditions and the measurement of these conditions. True wind computation and the wide range of encountered sailing conditions are still challenging. Complementary wind tunnel tests are carried out in this PhD project, using controlled conditions, to address some issues observed at full-scale. Thanks to the Sailing Fluids collaboration, two experimental campaigns in the Twisted Flow Wind Tunnel of the Yacht Research Unit of the University of Auckland have investigated upwind and downwind conditions. Upwind tests investigate static and dynamic trimming on three model IMOCA60 mainsails. The optimum static trim is determined thanks to an innovative optimization algorithm then the pumping amplitude and frequency are investigated. Aerodynamic performances under dynamic trimming are better than the optimum static trim with a maximum located for a reduced frequency about 0.25 to 0.3. For the downwind test, the natural unsteadiness known as curling (repeated foldingunfolding of leading edge) is studied. Four model J80 spinnakers with identical design shape are tested with different materials and cuts. Wind tunnel measurements show that for apparent wind angles higher than 100°, the curling apparition increases the drive force by up to 10%. Wind speed and wind angle effects are investigated and show a reduced curling frequency of 0.4 independent from the flow velocity for an apparent wind angle of 120°. The variety of the experimental conditions tested makes this work a precious database for Fluid Structure Interaction numerical-experimental comparison in the future.

The diploma thesis deals with construction design and practical realisation of experimental apparatus for investigation of wheel flange track vehicle lubrication. Experimental apparatus in full-scale uses optical interferometry for investigation of lubrication behaviour in wheel flange contact. It is an innovative approach which has not been used for such experiments so far. The aim of the following measurement with this apparatus is to determine the minimal amount of ecological lubrication in wheel flange contact under certain conditions when there is no lubrication film interruption. The apparatus enables to measure real rail wear. This work contains the apparatus description for the study of wheel flange lubrication, wheel flange contact specifications, the description of its influence on wear and acoustic emission, and a detailed description of the experimental apparatus.