Thesis (Ph. D.)--University of Wisconsin--Madison, 1934. / Typescript. With this is bound: Cytogenetics of hybrids between Zea mays and Euchlaena mexicana / T.J. Arnason, reprinted from Genetics, v. 21 (Jan. 1936), p. 40-60. Includes bibliographical references.

Thesis (M.S.)--University of Wisconsin--Madison, 1966. / eContent provider-neutral record in process. Description based on print version record. Includes bibliographical references.

Thesis (Ph. D.)--University of Wisconsin--Madison, 1982. / Typescript. Vita. eContent provider-neutral record in process. Description based on print version record. Includes bibliographical references (leaves 171-182).

Thesis (M.S.)--University of Wisconsin--Madison, 1966. / eContent provider-neutral record in process. Description based on print version record. Includes bibliographical references.

Thesis (Ph. D.)--University of Wisconsin--Madison, 1964. / Typescript. Vita. Abstracted in Dissertation abstracts, v. 25 (1964) no. 6, p. 3196. eContent provider-neutral record in process. Description based on print version record. Includes bibliographical references (leaves 91-97).

Zugl.: München, Techn. Univ., Diss., 2004.

abstract: While the implementation of both mild hybrid and start-stop technology is widespread as a factory option in newer vehicles, the adaptation of hybrid technology to older or unequipped vehicles has not been fully realized. As such, a straight forward hybrid conversion system that is easily adapted to different vehicles regardless of drivetrain configuration, has been developed and applied to a test vehicle for less than $2,000. System performance was recorded both before and after hybridization using real world drive cycle tracking charts. The vehicle established a fuel economy baseline of 22.93 mpg, and achieved 26.58 mpg after the conversion. This corresponds to a 15.92% increase in fuel economy. Accounting for initial system costs and annual fuel saving, this corresponds to a 6-year payback period. Based on these results, it can be concluded that an inexpensive aftermarket hybrid system is both feasible and effective at improving fuel economy. / Dissertation/Thesis / M.S.Tech Engineering 2012

No description available.

This thesis discusses a general approach to hybrid powertrain control based on optimisation and optimal control techniques. A typical strategy comprises a high level non-linear control for optimised energy efficiency, and a lower level Linear Quadratic Regulator (LQR) to track the high-level demand signals and minimise the first torsional vibration mode. The approach is demonstrated in simulation using a model of the Toyota Prius hybrid vehicle, and comparisons are made with a simpler control system which uses proportional integral (PI) control at the lower level. The powertrain of the Toyota Prius has a parallel configuration, comprising a motor, engine and generator connected via an epicyclic gear train. High level control is determined by a Power Efficient Controller (PE C) which dynamically varies the operating demands for the motor, engine and generator. The PEC is an integrated nonlinear controller based on an iterative downhill search strategy for optimising energy efficiency and battery state of charge criteria, and fully accounts for the non-linear nature of the various efficiency maps. The PEC demand signals are passed onto the LQR controller where a cost function balances the importance of deviations from these demands against an additional criterion relating to the amplitude of driveline vibrations. System non-linearity is again accounted for at the lower level through gain scheduling of the LQR controller. Controller performance is assessed. in simulation, the results being compared with a reference system that uses simple PI action to deliver low-level control. Consideration is also given to assessing performance against that of a more general, fully non-linear dynamic optimal controller.

Master of Science / Architectural Engineering and Construction Science / Kimberly W. Kramer / The term hybrid masonry describes three variations of a lateral force resisting system that utilizes masonry panels inside steel framing to resist lateral loads from wind or earthquakes. The system originates from the rich history of masonry in the construction industry and is currently used in low-rise, low-seismic, wind-governed locations within the United States. Considerable research is focused on hybrid systems to prove their validity in high-seismic applications. The three variations of hybrid masonry are known by number. Type I hybrid masonry utilizes the masonry panel as a non-load-bearing masonry shear wall. Shear loads from the diaphragm are transferred into the beam, through metal plates, and over an air gap to the top of the masonry panel. The masonry panel transfers the shear to the beam below the panel using compression at the toe of the wall and tension through the reinforcement that is welded to the beam supporting the masonry. Steel framing in this system is designed to resist all gravity loads and effects from the shear wall. Type II hybrid masonry utilizes the masonry as a load-bearing masonry shear wall. The masonry wall, which is constructed from the ground up, supports the floor live loads and dead load of the wall, as well as the lateral seismic load. Shear is transferred from the diaphragm to the steel beam and into the attached masonry panel via shear studs. The masonry panel transfers the seismic load using compression at the toe and opposite corner of the panel. Type III hybrid masonry also utilizes the masonry panel as a load-bearing masonry shear wall, but the load transfer mechanisms are more complicated since the panel is attached to the surrounding steel framing on all four sides of the panel. This study created standard building designs for hybrid systems and a standard moment frame system with masonry infill in order to evaluate the validity of Type I and II hybrid masonry. The hybrid systems were compared to the standard of a moment frame system based on constructability, design, and economics.