Stuttgart, Univ., Diss., 2002.

Thesis (MInt (Prof)) -- University of Pretoria, 2008. / Abstract in English. Includes bibliographical references.

Zugl.: Aachen, Techn. Hochsch., Diss., 2008

Thesis (Ph. D.)--University of Pennsylvania, 1927. / "References" at end of each chapter.

Universiẗat, Diss., 2006--Würzburg.

The aim of this work is to increase the applicability of Coherent Anti-Stokes Raman Spectroscopy (CARS) to temperature measurement in practical devices. Particular emphasis is placed on combustion thermometry and high pressure steam systems are also considered. A study is made of the temperature measurement accuracy attainable in the range 290 to 1050 K, using broadband CARS. Accuracies of 1 - 2% are attained, and laser cross coherence effects are found to be important. The determination of temperature probability density functions is of great importance to combustion science. Their measurement using single shot CARS requires the analysis of very large numbers of spectra. A study is made of fast methods of data analysis and the temperature measurement precision attainable using them. A very rapid data analysis method suitable for use in fluctuating temperature, pressure and concentration environments is developed. The temperature precision attainable using CARS is limited by CARS signal noise. For systems with high temperature fluctuations, detector counting statistics are found to make a dominant contribution to this. The spread in measured temperature probability density function width due to signal noise is characterised for the CARS system used, as a function of CARS signal strength for the temperature range 290 to 1050 K. A fast CARS signal analysis method is applied to map temperatures and temperature fluctuations in the flame zone of a turbulent oil spray furnace. The temperature measurements are compared with Discrete Droplet and Continuous Droplet oil spray model predictions (Stopford, 1984) with good agreement, particularly in the former case. In the post flame region, where turbulent fluctuations are less severe, averaged measurements of H[2]O concentrations were made.

A model for motor gasoline demand in Canada is developed by household. The model identifies and separates effects of several responses by the household to a change in gasoline prices such as driving fewer miles, purchasing fewer cars, and buying more fuel efficient cars. It also estimates the manufacturers' response of improving the technology of new automobiles. The size and the composition of the fleet according to the interior volume of four classes of automobiles rather than their natural weight is used. Furthermore, two components of the average fuel efficiency of new cars were identified and estimated. The first is the technical fuel efficiency set by the car manufacturers and the second is the sales ratio of four classes of new automobiles. The use of household expenditure survey data make it possible to experiment with some socio-economic variables such as the percentage of households living in urban areas, number of cars per household and the number of persons in the household who can drive. The relatively new technique of cointegration is also utilized. The results indicate that there are certain advantages associated with the elaborate treatment of the stock adjustment and the fuel economy of the fleet. In general, the estimated coefficients suggest that most of the adjustment after a gasoline price increase comes from miles driven in the short run and from miles per gallon, hence fuel efficiency improvements in the long run. The model gave the total short run (one year) price elasticity of gasoline consumption between 0.312 - 0.313 for the different provinces which is relatively small range. One of the more interesting results is that approximately 10 percent of the household response to a price change in the first year was due to a change in the composition of the fleet to a more fuel efficient vehicle. Approximately 75 percent was due to driving fewer miles while the remaining 15 percent was attributed to a change in the size of the fleet. The intermediate run (five year) price elasticities range from 0.689 to 0.7 09 and the long run price elasticities (ten year) range from 0.97 5 to 1.059. The long run price elasticities exceed unity which does not lend support to the belief that long run gasoline price elasticities are also inelastic. The short term household income elasticities range from 0.301 to 0.306, the intermediate term range from 0.655 to 0.679, and the long term range from 0.868 - 0.949.

No description available.

Mass transit vehicles in formal rail service frequently attain speeds which can excited carbody oscillations (primary hunting), as well as sustained lateral oscillations of the trucks (secondary hunting). The carbody motions have been shown to generate passenger discomfort and sustained truck hunting can lead to derailment. This thesis developed approximate equations which predict the carbody hunting frequencies, as well as the hunting speed of an articulated frame truck. The linear equations of motion are derived from a simplified model of a railway vehicle. A comparison indicates the results obtained using the approximate truck hunting equation presented here are within ten percent of the results obtained from more rigorous approaches reported by others.

此商業企劃書是為了探討從歐洲出口二手車到非洲的可行性。 / The purpose of this business plan is to determine the feasibility of a used cars business exportation from Europe to Africa for Roufai who is a friend of my half-brother Florent. In many countries, the economic development is linked to the rise of the automotive industry, which has already started in Nigeria and still be pursued under the Nigerian Industrial Revolution Plan. This plan aims at increasing the implication of the manufacturing industry into the Nigerian Gross Domestic Product. However, the increase in the automotive market is mostly due to cars importations (around 100,000 new and 300,000 used from the public figures, and according the official Nigerian state, it is 50,000 new and 200,000 used). And the current production is around 100,000 units of mainly buses and trucks. Therefore there is room to fill in by providing used cars in good condition at a competitive price. The aim would be to answer the growing demand of the Nigerian market first, and then expand the operation to Nigeria’s neighbours like Cameroon. The company would be in charge of the following operations: collecting used cars, checkout and eventual repairs, exporting vehicles to Africa and importing them in the giant parking of Cotonou (and eventually Lomé) before selling the vehicles to intermediary agent for the traditional channel, and exporting the cars until the final customer for the online channel. We strongly believe we can achieve our objectives by providing the whole supply chain with very few intermediaries for the online channel and offering a global solution integrating all the services to bring the cars to the giant parking resellers, with competitive prices, good vehicles quality due to excellent supply and reliable repairs, and with a great understanding and responsiveness to the demand using the web. The aim is to gain 0.3% of the Nigerian market share by 2020 and to grow thanks to both investors and banks to reach a net income of 3%.