The work performed in this thesis explores new ways of reducing the drag of ground vehicles. Specifically, the effect of plasma actuators are investigated numerically with the intention to delay separation around a half-cylinder, a geometry chosen to represent a simplified A-pillar of a truck. The plasma actuators have to be included in turbulent flow simulations. Therefore, emphasis is first put on finding a numerical model that can reproduce the effect of the plasma without increasing the computational cost. This effect is modeled through a body force term added to the Navier-Stokes equations. To determine the strength and spatial extent of this body force, optimization was performed to minimize the difference between experimental and simulated profiles of plasma induced velocity.  The plasma actuator model is thereafter used in Large Eddy Simulations (LES) of the flow around a half-cylinder at Reynolds number Re=65*10^3 and Re=32*10^3. Two types of actuation cases are performed. In the first case, a single actuator is used. In the second case, a pair of consecutive actuators are used, and their position on the half-cylinder is changed. It is found that a drag reduction of up to 10% is achievable. Moreover, the ideal location for actuation is determined to be near the separation point of the non-actuated flow.  Finally, dynamic mode decomposition (DMD) is investigated as a tool to extract coherent dynamic structures from a turbulent flow field. The DMD is first used to analyze a channel flow where pulsations are imposed at a known frequency. It is found that DMD gives similar results to phase averaging done at the oscillation frequency. However, the presence of turbulence noise hinders the ability to identify modes at higher harmonics. The DMD is also used to post-process the half-cylinder flow case. There, it is found that the spectrum of the wake is broadband. Nevertheless, modes within distinct frequency ranges are found to be located in distinct spatial regions. / Arbetet som utförts i denna avhandling undersöker nya sätt att minska luftmotstånd hos markfordon. Speciellt undersöks numeriskt effekten av plasmaaktuatorer med avsikten att uppnå fördröjd separation av strömningen kring en halvcylinder, en geometri vald för att representera en förenklad A-stolpe på en lastbil.  För att kunna utföra studien behöver plasmaaktuatorer kunna ingå i beräkningar av turbulenta strömningsfält. Därför undersöks först sätt för att hitta en numerisk modell som kan reproducera effekten av plasma utan att öka beräkningskostnad. Plasmaaktuatorn  modelleras i detta arbete genom att ett källterm adderas till Navier-Stokes ekvationer. För att bestämma styrkan och den rumsliga utbredningen hos källtermen, utförs en optimering för att minimera skillnaden mellan experimentella och simulerade profiler av plasma inducerad strömningshastighet.  Plasmaaktuatormodellen används därefter i Large Eddy Simulations (LES) för att beräkna strömningen kring en halvcylinder med Reynolds tal Re=65*10^3 och Re=32*10^3. Två typer av fall studeras. I det första fallet används en enda aktuator. I det andra fallet, är ett par på varandra följande aktuatorer placerade, där aktuatorernas position på halvcylinder ändras. Resultaten visar att en luftmotståndsminskning på upp till 10% kan erhållas. Den idealiska platsen för aktuatorn bedöms vara nära den punkt där strömningen utan aktuator separerar. Slutligen undersöks Dynamic Mode Decomposition (DMD) som ett verktyg för att extrahera koherenta dynamiska strukturer i en turbulent strömning. DMD används först för att analysera pulserande kanalströmning där pulsationen har en känd frekvens. Resultaten visar att DMD ger liknande resultat som då fas-medelvärdesbildning görs vid oscillationsfrekvensen. Förekomsten av turbulens buller hindrar dock möjligheten att identifiera moder vid högre övertoner. DMD används också för att analysera strömningen kring halv-cylindern. I avhandlingen visas att spektrat i vaken är bredbandigt men att även moder inom distinkta frekvensintervall fanns vara belägna i avgränsade områden i vaken. / <p>QC 20170117</p>

Denna studie är en läromedelsanalys som inriktar sig på två läromedel anpassade för årskurs fem och dess problemlösningsuppgifter. Läromedlen som undersöks i studien är Prima Formula matematik 5 och Mera Favorit matematik 5B. Syftet med studien är att undersöka vilka kategorier av öppna, slutna och rika problemlösningsuppgifter som läromedlen innehåller. Vidare ämnar studien urskilja vilka möjliga kritiska aspekter, kritiska drag och variationsmönster som dessa uppgifter innehåller. För att undersöka detta har studiens teoretiska ramverk varit variationsteorin. Anledningen till att detta undersökts är på grund av att det är väsentligt att en lärare att kunna urskilja kritiska drag och aspekter från ett lärandeobjekt. Detta för att kunna forma undervisningen på ett effektivt sätt som främjar elevernas lärande. Studiens resultat visar att majoriteten av läromedlens problemlösningsfrågor består av slutna problem, i jämförelse med öppna och rika problem. Resultatet visar även att större delen av de kritiska aspekter och dragen som kan urskiljas är kopplade till division, bråk, begrepp och ordförståelse för ord som exempelvis “största” eller “växel”. Samtliga variationsmönster, alltså kontrast, separation, generalisering och fusion kan urskiljas i uppgifterna, men inte tillsammans i en och samma uppgift.

This dissertation focuses on the effects of heating on superhydrophobic (SHPo) surfaces. The work is divided into two main categories: heat transfer without mass transfer and heat transfer in conjunction with mass transfer. Numerical methods are used to explore the prior while experimental methods are utilized for the latter. The numerical work explores convective heat transfer in SHPo parallel plate microchannels and is separated into two stand-alone chapters that have been published archivally. The first considers surfaces with a rib/cavity structure and the second considers surfaces patterned with a square lattice of square posts. Laminar, fully developed, steady flow with constant fluid properties is considered where the tops of the ribs and posts are maintained at a constant heat flux boundary condition and the gas/liquid interfaces are assumed to be adiabatic. For both surface configurations the overall convective heat transfer is reduced. Results are presented in the form of average Nusselt number as well as apparent temperature jump length (thermal slip length). The heat transfer reduction is magnified by increasing cavity fraction, decreasing Peclet number, and decreasing channel size relative to the micro-structure spacing. Axial fluid conduction is found to be substantial at high Peclet numbers where it is classically neglected. The parameter regimes where prior analytical works found in the literature are valid are delineated. The experimental work is divided into two stand-alone chapters with one considering channel flow and the other a pool scenario. The channel work considers high aspect ratio microchannels with one heated SHPo wall. If water saturated with dissolved air is used, the air-filled cavities of SHPo surfaces act as nucleation sites for mass transfer. As the water heats it becomes supersaturated and air can effervesce onto the SHPo surface forming bubbles that align to the underlying micro-structure if the cavities are comprised of closed cells. The large bubbles increase drag in the channel and reduce heat transfer. Once the bubbles grow large enough, they are expelled from the channel and the nucleation and growth cycle begins again. The pool work considers submerged, heated SHPo surfaces such that the nucleation behavior can be explored in the absence of forced fluid flow. The surface is maintained at a constant temperature and a range of temperatures (40 - 90 °C) are explored. Similar nucleation behavior to that of the microchannels is observed, however, the bubbles are not expelled. Natural convection coefficients are computed. The surfaces with the greatest amount of nucleation show a significant reduction in convection coefficient, relative to a smooth hydrophilic surface, due to the insulating bubble layer.

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This thesis deals with CFD simulation of platooning vehicles and their aerodynamic characteristics, created in Star CCM+ software. The main focus is on their aerodynamic drag dependency on different spacing between vehicles which allowed to evaluate the most energy efficient distance for platoon of vehicles. Furthermore, the procedure how to calculate the fuel consumption is described for set of variables.

This thesis is concerned with the question of gender identification in drag culture. The research, upon which this work is based, focuses on Czech drag queens that participate in drag (travesti) show in an LGBTQ+ enterprise in Prague. In my research, I have attempted to grasp the motivation of my informants to do drag, their connection to queer culture and the ways in which they create their own aesthetic on stage. With the help of these topics, I approach the problem of their gender identification, both in and out of drag. On the basis of the collected fieldwork material and relevant literature, I problematize gender identification among my informants. On the basis of such identification, I furthermore attempt to demonstrate limitations and shortcomings of the heteronormative framework of gender performativity, gender performance and gender identification in general. Keywords: travesty show, drag, queer, homosexuality, performativity, performance, heteronormativity, gender subversion

Heavy duty vehicle (HDV) platooning is currently a big topic both in the academic world and in industry. Platooning is a smart way to solve problems such as safety, traffic congestion, fuel consumption and hazardous exhaust emissions since its concept enables several vehicles to drive close to each other while maintaining all the security requisites. This way, each vehicle will use the so called slipstream effect, an atmospheric drag reduction that occurs behind a traveling vehicle, consuming less fuel and consequently reducing the exhausted gases. Furthermore, it increases the traffic flow since the distance between vehicles is significantly reduced. The concept and idea of platooning is not particularly new, but only in the last few decades new technology made it possible. HDV platooning scenarios for scale model trucks were developed in the completely renovated Smart Mobility Lab, in KTH, Stockholm. A LabVIEW application was developed giving a robust and stable control of the trucks while following and driving on a newly designed and built road network. The trucks are able to follow a predefined trajectory, change lane and road, platoon with each other with different platooning distances, overtake when the platoon master is changed in order to take the lead of the platoon and change speed to catch up, among other features. The last part of this thesis covers the analysis of the scenarios developed in the testbed. These scenarios represent several situations of HDV platooning, particularly the platoon catch-up case. The main object of this study was the saved fuel due to platooning, and the break-even point, i.e. the distance ratio when neither driving alone nor catching up a platoon ahead would be more feasible. Using real HDV models and their fuel consumption models, simulations were performed in order to check the benefits of platooning and the data got from the scenarios was analyzed. Finally, conclusions were drawn from the experiments where the parameters such as HDV weight, speed increment when catching up and intermediate distance when platooning were different in each trial. It was concluded that a single HDV has to travel 8 to 15 times more than the initial distance that separates it from the HDV(s) ahead and it can save 5 to 13% of fuel depending if catching up a single HDV or a platoon an already existing platoon. Furthermore, it is less beneficial for a platoon already formed to decide to catch up another HDV.

Beobachtete und über parametns1erte Beziehungen berechnete Windreibungs-koeffizienten werden für die Zeit eines Sturms, der in der Zeit zwischen dem 08.07.96 und 11.07.96 an der Ostseeküste tobte, verglichen. Die innerhalb der ufernahen Zone aus Windprofildaten ermittelten Reibungskoeffizienten lassen sich mit weniger als 20% Fehler auch über vorliegende parametrisierten Beziehungen aus einer standardisierten Windgeschwindigkeitsmessung berechnen. / A comparison between observed and calculated wind drag coefficients were investigated during a storm with wind speeds up to 20 m/s at the Baltic Sea coast between 3th July, 1996 and 1 lth July, 1996. The drag coefficient which was determined from observed wind speeds from wind profile measurements can also be predicted on behalf of parameterised relations with a random error less then 20%.

Depuis la découverte des modes asymétriques dans le sillage d'un corps simplifié d'automobile, réminiscents d'une bifurcation à bas nombre de Reynolds, se posent des questions propres au développement aérodynamique des véhicules terrestres telles que l'influence du vent latéral, de l'assiette et du rétreint d'arrière-corps couramment utilisé en phase d'optimisation. Notre travail s'attache à répondre expérimentalement à ces questions pour des géométries simplifiées mais aussi réelles. Les essais sont réalisés en soufflerie industrielle à l'échelle 2/5 pour le corps académique et en pleine échelle pour les monospaces. Nous montrons que le désalignement du véhicule par rapport à l'écoulement incident n'a pour effet que de modifier l'orientation du mode asymétrique sans en changer l'intensité. Nous construisons un modèle simple prédisant non seulement cette orientation mais aussi les conséquences sur les efforts aérodynamiques transverses. La contribution de l'instabilité sur les coefficients aérodynamiques de portance ou d'effort latéral est de l'ordre de 0,02 indépendamment du vent de travers et de l'assiette du véhicule. Les rétreints d'arrière-corps affectent également la dynamique du sillage et son orientation, mais l'instabilité n'est jamais supprimée. Ces résultats sont retrouvés pour des véhicules réels de type monospace dont le sillage est donc également soumis au même mode asymétrique, révélé sans ambigüité par des expériences de sensibilité en assiette. Nos résultats indiquent que, pour tous les véhicules considérés, le mode asymétrique de sillage est systématiquement présent dans l'enveloppe de conduite. Le contrôle ou la suppression de ce mode devrait offrir de nouvelles perspectives d'optimisation des véhicules à culot droit de type monospaces ou SUV. / Since the recent discovery of asymmetric modes in the wake of a simplified vehicle geometry, reminiscent from a bifurcation at low Reynolds numbers, some questions related to the aerodynamic development of ground vehicles such as the influence of lateral wind, pitch and afterbody boat-tail classically used during shape optimization remain unanswered. Our work is devoted to assess those questions experimentally for simplified but also real geometries. The tests are conducted in an industrial wind-tunnel, at the 2/5-scale for the academic body and at the full scale for the minivans. We show that the vehicle's misalignment only modifies the asymmetric mode's orientation without affecting its intensity. We build a model predicting not only this orientation but also the consequences on the cross-flow aerodynamic loading. The contribution of the instability to the lift or side force coefficients is of the order of 0,02 independently of lateral wind or of the vehicle's pitch. Afterbody boat-tails also impact the wake dynamics and its orientation but the instability is never suppressed. These results are retrieved for real vehicles such as minivans, whose wake is then subjected to the same asymmetric mode as well, revealed unambiguously with pitch sensitivity experiments. Our results indicate that, for all considered vehicles, the asymmetric wake mode is systematically present in the driving envelope. The control or the suppression of this mode should offer new optimization's perspectives for blunt based vehicles such as minivans or SUVs.

Periodic, micropatterned superhydrophobic surfaces, previously noted for their ability to provide drag reduction in the laminar flow regime, have been demonstrated capable of reducing drag in the turbulent flow regime as well. Superhydrophobic surfaces contain micro or nanoscale hydrophobic features which can support a shear-free air-water interface between peaks in the surface topology. Particle image velocimetry and pressure drop measurements were used to observe significant slip velocities, shear stress, and pressure drop reductions corresponding to skin friction drag reductions approaching 50%. At a given Reynolds number, drag reduction was found to increase with increasing feature size and spacing, as in laminar flows. No observable drag reduction was noted in the laminar regime, consistent with previous experimental results and theoretical predictions for the channel geometry considered. In turbulent flow, viscous sublayer thickness appears to be the relevant length scale as it approaches the scale of the superhydrophobic microfeatures; performance was seen to increase with further reduction of the viscous sublayer. These results indicate superhydrophobic surfaces may provide a significant drag reducing mechanism for marine vessels.