Thermal Integrity Profiling (TIP) is a relatively new non-destructive test method for evaluating the post-construction quality of drilled shafts. Therein anomalies in a shaft are indicated by variations in its thermal profile when measured during the curing stages of the concrete. A considerable benefit with this method is in the ability to detect anomalies both inside and outside the reinforcement cage, as well as provide a measure of lateral cage alignment. Similarly remarkable, early developments showed that the shape of a temperature profile (with depth) matched closely with the shape of the shaft, thus allowing for a straightforward interpretation of data. As with any test method, however, the quality of the results depends largely on the level of analysis and the way in which test data is interpreted, which was the focus of this study. This dissertation presents the findings from both field data and computer models to address and improve TIP analysis methods, specifically focusing on: (1) the analysis of non-uniform temperature distributions caused by external boundary conditions, (2) proper selection of temperature-radius relationships, and (3) understanding the effects of time on analysis. Numerical modeling was performed to identify trends in the temperature distributions in drilled shafts during concrete hydration. Specifically, computer generated model data was used to identify the patterns of the non-linear temperature distributions that occur at the ends of a shaft caused by the added heat loss boundary in the longitudinal direction. Similar patterns are observed at locations in a shaft where drastic changes in external boundary conditions exist (e.g. shafts that transition from soil to water or air). Numerical modeling data was also generated to examine the relationship between measured temperatures and shaft size/shape which is a fundamental concept of traditional TIP analysis. A case study involving a shaft from which 24hrs of internal temperature data was investigated and compared to results from a computer generated model made to mimic the field conditions of the shaft. Analysis of field collected and model predicted data was performed to examine the treatment of non-linear temperature distributions at the ends of the shaft and where a mid-shaft change in boundary was encountered. Additionally, the analysis was repeated for data over a wide range of concrete ages to examine the effects of time on the results of analysis. Finally, data from over 200 field tested shafts was collected and analyzed to perform a statistical evaluation of the parameters used for interpretation of the non-linear distributions at the top and bottom of each shaft. This investigation incorporated an iterative algorithm which determined the parameters required to provide a best-fit solution for the top and bottom of each shaft. A collective statistical evaluation of the resulting parameters was then used to better define the proper methods for analyzing end effects. Findings revealed that the effects of non-uniform temperature distributions in drilled shaft thermal profiles can be offset with a curve-fitting algorithm defined by a hyperbolic tangent function that closely matches the observed thermal distribution. Numerical models and statistical evaluations provided a rationale for proper selection of the function defining parameters. Additionally, numerical modeling showed that the true temperature-to-radius relationship in drilled shafts is non-linear, but in most cases a linear approximation is well suited. Finally, analysis of both model and field data showed that concrete age has virtually no effect on the final results of thermal profile analysis, as long as temperature measurements are taken within the dominate stages of concrete hydration.

Within this Ph.D. thesis, the optical thickness and particle effective radius of cirrus and deep convective clouds (DCCs) are retrieved using passive remote sensing techniques. For this purpose, airborne and satellite measurements of spectral solar radiation combined with extensive radiative transfer simulations have been conducted. Data analyzed in this study were collected during the ML-CIRRUS and the ACRIDICON-CHUVA campaigns, which aimed to study natural and contrail cirrus over Europe and DCCs over the Amazon rainforest using the German High Altitude and Long Range Research Aircraft (HALO), respectively. During the campaigns, HALO was equipped with a comprehensive set of remote sensing and in situ instruments. In particular flights, closely collocated measurements with the overpasses of the Moderate Resolution Imaging Spectroradiometer (MODIS) aboard of the Aqua satellite were carried out. A cirrus located above liquid water clouds and a DCC topped by an anvil cirrus are investigated. In general, the research framework can be divided into four parts. In the first part, the spectral upward radiances measured by the Spectral Modular Airborne Radiation Measurement System (SMART)-Albedometer aboard of HALO are compared with those measured by the MODIS. In the second part, a radiance ratio retrieval assuming a vertically homogeneous cloud is applied to obtain the cloud optical thickness and particle effective radius based on the measurements of SMART-Albedometer and MODIS. Multiple near-infrared wavelengths with different absorption characteristics are utilized in the retrieval in order to study the vertical structure of cloud particle sizes. In the third part, the retrieved cloud properties are compared with those derived from the MODIS cloud products. For the cirrus case, the retrieved values of particle effective radius are further compared to in situ data measured by the Cloud Combination Probe (CCP). To allow this comparison, a vertical weighting method is applied. Although the comparison results in a good agreement, retrievals using this conventional technique only provide information on cloud particle sizes from the upper layers, even if spectral measurements have been employed. The retrieved particle effective radius represents a vertically weighted value, where the upper cloud layers are weighted at most. In the fourth part, an extended technique based on Bayesian optimal estimation has been developed to obtain the full vertical profile of particle effective radius. For this purpose, a parameterization assuming the shape of the vertical profile with respect to a vertical coordinate within the cloud is applied. The information content of SMART-Albedometer measurements is analyzed to identify wavelengths that bring the most information pertaining to each retrieval parameter. The new retrieval technique is applied to the cirrus case to infer the profile of particle effective radius as a function of optical thickness. The comparison between the retrieved and the in situ profiles shows a good agreement with a deviation of about 5 % at the cloud top and increases to values of up to 15 % at the cloud base. The new retrieval technique has shown excellent skill in improving the study of the vertical profile of cloud microphysical properties, which can be applied in the future generation of airborne and satellite retrievals based on the measurements of passive remote sensing.:1. Introduction 2. Definitions 3. Measurements 4. Comparison of upward radiance 5. Retrieval of cloud optical thickness and particle effective radius 6. Comparison of cloud optical thickness and particle effective radius 7. Retrieval of the vertical profile of particle effective radius 8. Summary and conclusion

An operating vehicle requires energy to oppose the subjected driving resistances. This energy is supplied via the fuel combustion in the engine. Decreasing the opposing driving resistances for an operating vehicle increases its fuel efficiency: an effect which is highly valued in today’s industry, both from an environmental and economical point of view. Therefore a lot of progress has been made during recent years in the area of fuel efficient vehicles, even though some driving resistances still rises perplexity. These resistances are the air drag Fd generated by the viscous air opposing the vehicles propulsion and the rolling resistance Frr generated mainly by the hysteresis caused by the deformation cycle of the viscoelastic pneumatic tires. The energy losses associated with the air drag and rolling resistance account for the majority of the driving resistances facing an operating vehicle, and depends on numerous stochastic and ambient parameters, some of which are highly correlated both within and between the two resistances. To increase the understanding of the driving mechanics behind the energy losses associated with the complexity that is rolling resistance, a set of complete vehicle tests has been carried out. These tests were carried out on the test track Malmby Fairground, using a Scania CV AB developed R440 truck equipped with various sensors connected in one measurement system. Under certain conditions, these parameters can allow for an investigation of the rolling resistance, and a separation of the rolling resistance and air drag via explicit subtraction of the air drag from the measured traction force. This method is possible since the aerodynamic property AHDVCd(β) to some extent can be generated from wind tunnel tests and CFD simulations. Two measurement series that enable the above formulated method of separation were designed and carried out, using two separate measurement methods. One which enables the investigation of the transient nature of rolling resistance as it strives for stationarity, where the vehicle is operated under constant velocities i.e. no acceleration, and one using the well established method of coastdown, where no driving torque is applied. The drive cycles spanned a range of velocities, which allowed for dynamic and stationary analyses of both the tire temperature- and the velocity dependence of rolling resistance. When analysing the results of the transient analysis, a strong dependence upon tire temperature for given constant low velocity i.e. v ≤ 60 kmh−1 was clearly visible. The indicated dependency showed that the rolling resistance decreased as the tire temperature increased over time at a given velocity, and vice versa, towards a stationary temperature and thereby rolling resistance. The tire temperature evolution from one constant velocity to another, took place well within 50 min to a somewhat stationary value. However, even though the tire temperature had reached stationarity, rolling resistance did not; there seemed to be a delay between stationary tire temperature, and rolling resistance. The results did not indicate any clear trends for v ≥ 60 kmh−1, where the results at v = 80 kmh−1 were chaotic. This suggests that some additional forces were uncompensated for, or that the compensation for air drag was somehow wrongly treated at higher velocities. Several factors ruled out any attempts at proposing a new rolling resistance model. These included: the chaotic results for v = 80 kmh−1, the delayed rolling resistance response upon tire temperature stabilization, and the lack of literature support for the observed tendency. The results from the coastdown series on the other hand, showed good agreement with a dynamical model suggested in literature. The stationary temperature behaviour for the considered velocity range at assumed constant condition is also supported in literature. Finally, an investigation of the aerodynamic property AHDVCd inspired by ongoing work in ACEA (European Automobile Manufacturers’ Association), was carried out assuming both zero and non-zero air drag at low velocities. The results indicated surprisingly good agreement with wind tunnel measurements, especially when neglecting air drag at low velocities: as suggested by ACEA. / För att övervinna de motstånd som ett fordon utsätts för under drift krävs energi, vilket levereras genom förbränningen av bränsle. Genom att minska de körmotstånd som ett fordon utsätts för under drift, kan man öka dess energieffektivitet. Denna potential är idag högt värderad i fordonsindustrin, både ur ett miljömässigt och ekonomiskt perspektiv. På senare år har stora framsteg gjorts inom området energieffektiva fordon, men fortfarande råder det förvirring kring de energiförluster som förknippas med luftmotstånd Fd och rullmotstånd Frr, där luftmotståndet skapas av den omkringliggande viskösa luften, medan rullmotståndet genereras av hysteresen som uppstår när fordonets viskoelastiska pneumatiska däck utsätts för deformation. De energiförluster som förknippas med luft- och rullmotstånd motsvarar den största delen av de motstånd som ett fordon påverkas av, och beror på en mängd stokastiska och yttre parametrar, varav vissa är starkt korrelerade både inom och mellan nämnda motstånd. För att förbättra förståelsen kring dessa energiförluster, med fokus på förståelsen av rullmotstånd, har ett antal helfordonstest genomförts. Dessa genomfördes på provbanan Malmby Fairground med en R440 lastbil från Scania CV AB, utrustad med en mängd sensorer sammankopplade i ett mätsystem. Det uppbyggda mätsystemet möjliggjorde samtida mätningar av bl.a. drivande moment, motorvarv, fordonshastighet, däcktemperatur, omkringliggande lufts hastighet och dess riktning. Under specifika förhållanden kunde dessa parametrar möjliggöra analys av rullmotstånd genom en explicit subtraktion av luftmotstånd från den uppmätta drivande kraften. Denna metod är möjlig tack vare en förhållandevis bra modell av ekipagets aerodynamiska egenskap AHDVCd(β), som generats från vindtunneltest och CFD simuleringar. Två körcykler som möjliggjorde ovan formulerade separation designades och genomfördes. Dessa använder två skilda mätmetoder, varav den ena möjliggör analys av rullmotståndets övergående förlopp från dynamiskt till stationärt genom att hålla konstant hastighet. Den andra studerade det dynamiska förloppet genom den väletablerade metoden utrullning, dvs. utan något drivande moment. Dessa körcyklar genomfördes, för ett antal hastigheter, vilket möjliggjorde analys av både hastighets- och däcktemperaturberoendet hos rullmotstånd, under dynamiska såväl som stationära förlopp. Analysen av rullmotståndets dynamik i strävan mot stationära förhållanden visade på ett starkt temperaturberoende vid låga hastigheter dvs. v ≤ 60 kmh−1. Beroendet visade på att rullmotståndet avtog med ökande däcktemperatur och vice versa, tills dess att en någorlunda stationär temperatur för given hastighet uppnåtts. Däcktemperaturen stabiliserades till ett nytt stationärt värde inom 50 min från att hastigheten ändrats. Resultaten tyder dock på att även om stationär däcktemperatur uppnåtts finns det en fördröjning i rullmotståndets tidsspann innan rullmotståndet stabiliserat sig. För högre hastigheter, dvs. v ≥ 60 kmh-1, var dock inga klara trender synliga, varken i hastighet eller temperatur och resultaten vid v = 80 kmh-1 var kaotiska. Detta antyder att man missat att kompensera för någon kraft vid höga hastigheter, alternativt att man på något sätt kompenserar fel för luftmotståndet vid högre hastigheter. Flera faktorer hindrade försök att föreslå någon ny rullmotståndsmodell. Dessa faktorer inkluderar det kaotiska resultatet vid v = 80 kmh-1, tidsfördröjningen mellan stationärt rullmotstånd och däcktemperatur samt att resultatet för antagna stationära värden inte finner stöd i litteraturen. Resultatet från utrullningsprovet överstämmer dock bra med tidigare föreslagen dynamisk modell, samt att resultaten av beteendet hos stationär temperatur för olika hastigheter även de överensstämmer med och finner stöd i litteraturen. Slutligen har en studie kring den aerodynamiska egenskapen AHDVCd, inspirerad av pågående arbete inom ACEA (European Automobile Manufacturers’ Association) utförts både med antagandet av ett noll- skilt och med ett försumbart luftmotstånd vid låga hastigheter. Resultatet visar på en överraskande god överensstämmelse med vindtunnelmätningar, framför allt under antagandet av försumbart luftmotstånd vid låga hastigheter i enlighet med förslagen metod från ACEA.

科学研究費補助金 研究種目:基盤研究(C) 課題番号:17510006 研究代表者:石坂 隆 研究期間:2005-2006年度