The diminution of the fuel consumption during the flight trajectory has an impact on the cost of the travel and answers to the ecologic challenge “Green Sky”. The analysis has for objective to optimize the flight trajectory of the aircraft in order to reduce the fuel consumption. The flight trajectory is defined by a simplified description and depends on some parameters which affect the different phases of the trajectory. The flight description is introduced in a computer code and the different parameters vary in order to define their influence on the fuel consumption. The results which are obtained show the influence of the times of climb and descent and the cruise altitude on the fuel consumption. The variation according to the defined configuration is in the order of few percent. Today, all the few kilograms of fuel which are saved are important. The different phases of the flight trajectory have to be optimized to reduce the fuel consumption.

The aim of this work to study the solar chimney installed in the EPT-lab of the NTNU. The work starts with the development of a CFD model of the solar chimney and comparing with the experimental data, showing a good accuracy of the CFD results. The CFD model is used to compare three types of solar chimneys for different heights and width; obtained that the chimney installed in the EPT-lab gets higher flow rates in the most of the most of the cases. The CFD model shows a uniform temperature and velocity inside the chimney that allows developing a simple physical model of the chimney, which gives a good precision of results. Finally a simplification of the solar chimney and other systems installed in a building is simulated and also is developed another physical model for this kind of building, giving an idea of the behavior of this solar house in diverse conditions.

During the last decades the exploitation of energy from the wind has become one of the most promising renewable energy technologies. The main strive in today’s development of wind turbines is to increase the efficiency of the turbine and to build bigger rotors that are able to extract more power out of the wind.When it comes to the planning and designing of a wind park, also the aerodynamic interactions between the single turbines must be taken into account. The flow in the wake of the first row turbines is characterized by a significant deficit in wind velocity and by increased levels of turbulence. Consequently, the downstream turbines in a wind farm cannot extract as much power from the wind anymore. Furthermore, the additional turbulence in the wake could be a reason for increased material fatigue through flow-induced vibrations at the downstream rotor.The main focus of this experimental study is to investigate the local velocity deficit and the turbulence intensities in the wake behind an array of two model wind turbines. For two different turbine separation distances, the wake is scanned at several different downstream positions behind the second model turbine. Thus, it is possible to map the axial development of mean velocity and turbulence intensity and to evaluate the influence of turbine separation distance. Furthermore, the effect of varying tip speed ratios of the first and second turbine onto the wake flow field is investigated.The experiments are performed at the wind tunnel (1.9m x 2.7m cross section) at NTNU Trondheim using two model wind turbines with a rotor diameter of 0.9m. A hot wire probe is used to scan the wake behind the model turbines in defined positions.The velocity deficit and the turbulence intensity behind an array of two turbines are found to be significantly higher than behind one unobstructed turbine. Moving axially downstream, a gentle broadening of the wake can be observed. The wake profiles measured in close distances behind the rotor are characterized by evident asymmetries. Further downstream in the wake, the flow field becomes more symmetrical. The flow conditions in the inner part of the wake behind the two turbines are observed to be mainly dominated by the operational characteristics of the second turbine rotor. Although the first turbine has hardly any influence on the inner part of the wake, the outer dimensions of the wake can be tracked back to the influence of the first turbine.

In XX century, Pavement Management System has became obligatory to be used by road agencies. Need of serviceable road system demands the proper maintenance and rehabilitation plans and at that point, Pavement Performance Models step in. They are used to predict the future condition of pavement structure, basing mostly on road, climate and traffic data.The following thesis describes the attempts to implement modern Pavement Performance Models in Norway. With their help, it would be possible to predict pavement’s deterioration in better way and therefore, perform better plan maintenance and rehabilitation of the road systems.First chapter of the thesis describes the theory of Pavement Management System. It explains what Pavement Management System is and what are its levels. Later in the chapter, some of the Pavement Performance Models are described. They were considered as potentially relevant for calibration to Norwegian conditions by NordFoU- the Scandinavian co-operation program. The work of NordFoU was also described here.The historical data from Nasjonal Vegdatabank (NVDB) are described in the Chapter 3. Graphs show the rutting in all subsections on two roads- E6 and Fv 704 in Sør- Trøndelag, in Norway. E6 represents the roads with big traffic and Fv704- regional roads with small traffic. The methods of gathering road data by Statens Vegvesen are also described.In Chapter 4, the equations for calculations are shown. All equations have been adopted from the papers published by NordFoU, which are based on the HDM-4 manuals. Some of the equations come from Swedish guidelines about back- calculating E- moduli of the pavement layers. This chapter also contains assumptions and values of the coefficients that were used in calculations within following thesis. Optimisation of calibration factors was done in Excel Solver. These calculations can be found in Appendixes 7, 8, 9 and 10.The results of the calculations are shown in Chapter 5. The measured and calculated results are compared. The model of rutting has shown good correlation with reality. For E6, over 90 % of data were covered with the model. For Fv 704, the correlation was a bit worse, but still satisfactory. Value of coefficient of determination (R2) was calculated to be 58 % using the roughness model. However, in order to get better value, it is possible to further calibrate the model by modifying length of the sections and by using a new measuring equipment (ViaPPS).Chapter 6 includes the conclusion for the performed calibration and HDM-4 models. The correlation between the models and reality has been discussed. The use of studded tyres is observed to be the main contributor to deepening of the mean rut depth, other factors have negligible effect on rutting.In the following thesis calibration of only two HDM-4 models was performed. The two models were rutting and roughness respectively. A good correlation was obtained, however it is recommended to work on roughness and climate models. The rest of the models in a program can be calibrated in the future, after gathering more detailed road data, such as edge- break and cracking.

As the worldwide energy consumption continues to grow, natural gas and especially LNG are expected to keep contributing significantly with this growth. More than 95% of the installed LNG facilities use a precooling cycle as the first stage of the liquefaction process. In this work, a technical comparison between different precooling cycles for LNG processes is carried out through computational simulations using Aspen HYSYS®. The aim is to provide future project developments with a clear idea of the technical advantages/disadvantages involved in the selection of the process for the precooling cycle in LNG processes. The precooling circuit is treated as a stand-alone cycle first and then implemented in an entire liquefaction process; the propane precooled mixed refrigerant (C3MR) and the mixed fluid cascade (MFC®) processes are used for this purpose. The parameters studied are essentially coefficient of performance (β), heat exchanger UA value, compressor power, suction volumetric flow and pressure ratio. Two cases, cold (6 °C) and warm (25 °C) climate conditions are considered for each study.A three stage propane precooled process was found to be the most energetically efficient among the studied cases, even better than a two stage mixed refrigerant process (C2/C3) for both climate conditions; however, the performance in terms of energy consumption is not the only parameter taken into account and therefore a selection chart is provided. Under warm climate conditions a propane precooling circuit showed to be the most recommended process. For cold climates, however, a two stage mixed refrigerant cycle reaching ca. -50 °C is the preferred alternative, since in this case the low ambient temperature gives the propane precooled process a low share in the entire process. Other cases, such as a single stage mixed refrigerant cycle and a mixed refrigerant including n-Butane are taken into account. Based on the obtained results, a new, highly efficient configuration for natural gas liquefaction has been suggested, it is to be implemented in relatively warm climate conditions. It consists of a MFC® process with modifications in the liquefaction cycle and a propane precooling instead of the mixed refrigerant circuit; no previous reference in the open literature was found for such arrangement.

The aim of this thesis is to determine the efficiency of the hydronic heating system implemented in building with passive envelopes. Thermal losses and energy consumption of the pump are relative values for determining the efficiency.The first step towards this aim is to provide theoretical background for better understanding of the hydronic system. The advantages of this system are also presented.Good knowledge of hydronic systems, first of all, modes of transport of the work fluid and heat distribution into the space, makes a good basis for the next step- designing the system.Once the system is designed, it is possible to create mathematical model. This model together with the input values given enables creation and a running of a simulation program.In the end the results from the simulation are obtained for a typical Norwegian house which satisfies recommendation for the passive house concept.The analyses of our results shows, in spite of the heat losses from the pipes and pump energy consumption, it is feasible to fulfill the prescribed limitations regarding the Passive house energy consumption. Unfortunately, the heat losses values are not negligible and it will eventually disturb thermal comfort.The method derived in this report as well as the simulation program presented can serve as a starting point for future investigation of an assortment of hydronic systems variations. One of the logical choices is certainly a system with insulated pipes. Such system could provide the key advantage of hydronic systems compared to other heating systems. In that way they could present themselves as the best heating solution for future buildings with passive envelopes.

Wet age related macular degeneration (wet AMD) is a highly debilitating retinal disease, the third leading cause of blindness in the world and one the most expensive ocular conditions to care for. Wet AMD is characterised by the proliferation of neovasculature through the retinal posterior and theorised to be, at least in part, induced and driven by excess vascular endothelial growth factor (VEGF). Many current treatments for wet AMD utilise anti-VEGF macromolecules that bind to VEGF. The retina, however, remains a largely inaccessible, and delicate, anatomical region. Due to difficulties in collecting clinical and experimental data, mathematical modelling is playing an increasingly prominent role in understanding the distribution (Pharmacokinetics, PK) and drug-to-target interactions (Pharmacodynamics, PD) for treatments of wet AMD. This thesis will focus on ordinary/partial differential equation (ODE/PDE) models for the PK/PD of anti-VEGF therapeutics, administered via intravitreal (IVT) injection into the mammalian eye. We start in Chapter 2 with a 2-compartment PK/PD ODE model of drug-VEGF interactions in the eye, analysing a clinical dataset to estimate key binding parameters between VEGF and the typical anti-VEGF molecule, ranibizumab. In Chapter 3, we extend the PK ODE framework of the 2-compartment model to include a mechanistic description of the retina, to estimate retinal permeability to macromolecules used for treating wet AMD. In Chapter 4, using the retinal PK model, we reintroduce VEGF to predict concentrations of free VEGF in the retina post-IVT injection. Chapters 5 and 6 model a hypothetical class of anti-VEGF molecules designed to bind not only VEGF but also existing vitreal superstructures, analysing how dose and binding kinetics impact ocular retention. Alongside these models we present analogous PDE models, addressing whether the assumption that concentrations are homogeneous across anatomical regions, as implicit in ODE models, is appropriate for macromolecular PK/PD in the mammalian eye.

<p>One of today problem at IVT industries would be assembly of insulation on water cisterns. The element of assembly insulation on the cistern gets too elevated; hence one has to climb onto the stand the cistern is assembly on. This will increase the risk of work related injuries when there is a risk of falling down. It’s also rather strenuous on shoulders due to work with your arms high above your head. Further, it’s very difficult to get the insulation in place, this force us to compress the roof of the insulation with the sides of the insulation, which is very strenuous on the body. The purpose of this degree project has been to develop a work method with improved work position and improved workflow through the premises.</p><p>This paper is divided into: Problem review, theoretic solutions, evaluation of solutions and design of tools. Each proposal to each solution is motivated with pros and cons. Then the best-fitted solution for IVT industries is presented.</p><p>After examination of different solutions, I’ve concluded the best solution is to have separated assembly station for insulation that is preceded by assembly of cistern to it’s under part. Through the use of a personnel lifter assembly of insulation can be done without climbing on assembly stand. The body gets an improved work position because you no longer need to work with your arms up high. This is the solution that I’m recommending to IVT industries AB. Through elevating the assembly stations and move both test stations and refill of coolant to the right wall, an increased flow through the premises will be achieved.</p> / <p>Ett problem som finns i dag på IVT industrier är monteringen av isoleringen på vattentankarna. När isoleringen skall monteras på tanken blir det väldigt högt, så man måste klättra på ställningen som tanken är monterad på. Detta ökar risken för arbetsskador, då man skulle kunna ramla ner. Det är även väldigt slitsamt för axlarna eftersom man måste jobba med armarna högt över huvudet. Vidare är det väldigt svårt att få dit isoleringen, detta gör att man får trycka ihop taket på isoleringen med sidorna på isoleringen, vilket är väldigt slitsamt för kroppen. Syftet med examensarbetet har varit att utforma en arbetsmetod som ger en bättre arbetsställning och att dessutom förbättra flödet genom lokalen.</p><p>Rapporten är indelad i: problemgranskning, teoretiska lösningar, utvärdering av lösningarna och utforskning av redskap. Förslagen till varje lösning motiveras med för- och nackdelar. Därefter redovisas det alternativ som anses komma att fungera bäst på IVT industrier.</p><p>Efter att ha undersökt olika lösningar på dessa problem har jag funnit att den bästa lösningen är att ha en separat monteringsstation för isoleringen efter det att tanken monterats på underdelen. Genom att använda en personlyft kan man montera isoleringen utan att behöva klättra på monteringsställningen. Kroppen får en bättre arbetsställning eftersom man slipper att jobba med armarna högt. Detta är vad som kommer att rekommenderas till IVT industrier AB. Genom att flytta upp monteringsstationerna och flytta teststationerna och påfyllning av köldmedlet till den högra väggen får man ett bättre flöde genom lokalen.</p>

One of today problem at IVT industries would be assembly of insulation on water cisterns. The element of assembly insulation on the cistern gets too elevated; hence one has to climb onto the stand the cistern is assembly on. This will increase the risk of work related injuries when there is a risk of falling down. It’s also rather strenuous on shoulders due to work with your arms high above your head. Further, it’s very difficult to get the insulation in place, this force us to compress the roof of the insulation with the sides of the insulation, which is very strenuous on the body. The purpose of this degree project has been to develop a work method with improved work position and improved workflow through the premises. This paper is divided into: Problem review, theoretic solutions, evaluation of solutions and design of tools. Each proposal to each solution is motivated with pros and cons. Then the best-fitted solution for IVT industries is presented. After examination of different solutions, I’ve concluded the best solution is to have separated assembly station for insulation that is preceded by assembly of cistern to it’s under part. Through the use of a personnel lifter assembly of insulation can be done without climbing on assembly stand. The body gets an improved work position because you no longer need to work with your arms up high. This is the solution that I’m recommending to IVT industries AB. Through elevating the assembly stations and move both test stations and refill of coolant to the right wall, an increased flow through the premises will be achieved. / Ett problem som finns i dag på IVT industrier är monteringen av isoleringen på vattentankarna. När isoleringen skall monteras på tanken blir det väldigt högt, så man måste klättra på ställningen som tanken är monterad på. Detta ökar risken för arbetsskador, då man skulle kunna ramla ner. Det är även väldigt slitsamt för axlarna eftersom man måste jobba med armarna högt över huvudet. Vidare är det väldigt svårt att få dit isoleringen, detta gör att man får trycka ihop taket på isoleringen med sidorna på isoleringen, vilket är väldigt slitsamt för kroppen. Syftet med examensarbetet har varit att utforma en arbetsmetod som ger en bättre arbetsställning och att dessutom förbättra flödet genom lokalen. Rapporten är indelad i: problemgranskning, teoretiska lösningar, utvärdering av lösningarna och utforskning av redskap. Förslagen till varje lösning motiveras med för- och nackdelar. Därefter redovisas det alternativ som anses komma att fungera bäst på IVT industrier. Efter att ha undersökt olika lösningar på dessa problem har jag funnit att den bästa lösningen är att ha en separat monteringsstation för isoleringen efter det att tanken monterats på underdelen. Genom att använda en personlyft kan man montera isoleringen utan att behöva klättra på monteringsställningen. Kroppen får en bättre arbetsställning eftersom man slipper att jobba med armarna högt. Detta är vad som kommer att rekommenderas till IVT industrier AB. Genom att flytta upp monteringsstationerna och flytta teststationerna och påfyllning av köldmedlet till den högra väggen får man ett bättre flöde genom lokalen.

An infinitely variable transmission (IVT) is a transmission that can smoothly and continuously vary the speed ratio between an input and output from zero to some other positive or negative ratio; they are a subset of continuously variable transmissions (CVTs), which themselves do not have the ability to produce a zero gear ratio. In this thesis, the operation, analysis, and development of a novel, highly configurable, Cam-based Infinitely Variable Transmission of the ratcheting drive type is presented. There are several categories of CVTs in existence today, including traction, belt, and ratcheting types. Drives of these types, their attributes, and associated design challenges are discussed to frame the development of the Cam-based IVT. The operation of this transmission is kinematically similar to a planetary gearset, and therefore, its operation is described with that in mind including a description of the six major components of the transmission, those being the cam, followers, carriers, planet gears, sun gears, and one way clutches. The kinematic equation describing its motion is derived based on the similarities it shares with a planetary gearset. Additionally, the equations for the cam design are developed here as the operation of the CVT is highly dependent on the shape of the cam. There are six simple inversions of this device and each inversion has special characteristics and limitations, for example, the available gear range. A method was developed to select the most suitable inversion, gearing, and follower velocity for a given application. The contact stress between the rollers and cam is the limiting stress within the transmission. A parametric study is used to quantify the relationship between this stress and the transmission parameters. Based off those results, two optimization strategies and their results are discussed. The first is an iterative brute force type numerical search and the second is a genetic algorithm. The optimization results are shown to be similar and successfully reduced the contact stress by 40%. To further improve the transmission performance, several mechanisms were developed for this unique transmission. These include a compact and lightweight differential mechanism based on a cord and pulley system to reduce the contact force on the rollers. In addition, a unique external/inverted cam topology was developed to improve the contact geometry between the rollers and said cam. A prototype was built based on both the optimization strategies and these mechanisms and is described within. Finally, a Prony brake dynamometer with cradled motor was constructed to test the transmission; the results of those tests show the Cam-based IVT to be 93% efficient at low input torque levels. / Master of Science