Subject of this thesis is elaboration study and project documentation of new firehouse building type P in Polná. New firehouse building is designed instead of the original firehouse, which was in poor technical condition and didn’t meet the new requirements. The firehouse is situated on the plot number 91/5 with adjacent numbers 91/11, 91/10, 91/7, 91/8, 91/9, 91/6, 2684, 2693. The land is slightly sloping. The building is detached, partially basement and with three aboveground floors. The vertical load-bearing structure in the basement consists of masonry from permanent formwork and in the aboveground floors the sand-lime masonry YTONG SILKA. Horizontal load-bearing structures are designed from prestressed panels Spiroll. The roof is designed as single-skin flat roof with a poured cementitious foam layer. Firehouse consists of two parts – administrative-operational part and garage of emergency vehicles with appropriate stores. The main entrance and exit of vehicles are situated southwest. The administrative of firehouse is on the 3rd floor. Fire brigade rooms are on the 2nd floor, locker rooms with clothing stores are on the 1st floor. The technical background is designed on the underground floor. Garage parking space is situated over two floors and is roofed by flat single-skin roof. Project documentation is designed according applicable laws, decrees, regulations and technical standards.

This thesis describes the design of devices that will measure the directional characteristics of the tires. The first step is to analyze the directional characteristics and methods of measurement. The following equipment design, which should be designed to function while it was cheapest. The device is designed as a trailer towing vehicle. It also includes analysis of individual plant components important to measure those variables.

The accuracy in determined energy consumption and runningtime of trains, by means of computer simulation, is dependent upon the various models used. This thesis aims at developing validated models of running resistance, train and of a generaldriver, all based on full scale testing. A partly new simple methodology for determining running resistance, called by energy coasting method is developed and demonstrated. An error analysis for this methodis performed. Running resistance of high speed train SJ X2000, conventional loco hauled passenger trains and freight trains is systematically parameterised. Influence of speed, number of axles, axle load, track type, train length,and train configuration is studied. A model taking into account the ground boundary layer for determining the influence ofmeasured head and tail wind is developed. Different factors and parameters of a train, that are vital for the accuracy in computed energy consumption and runningtime are identified, analysed and finally synthesized into a train model. Empirical models of the braking and the traction system, including the energy efficiency, are developed for the electrical locomotive of typeSJ Rc4, without energy regeneration. Driver behaviour is studied for freight trains and a couple of driving describing parametersare proposed. An empirical model of freight train driver behaviour is developed from fullscale testing and observations. A computer program, a simulator, is developed in Matlabcode, making use of the determined runningresistance and the developed models of train and driver. The simulator calculates the energy consumption and running time ofa single train. Comparisons between simulations and corresponding measurements are made. Finally, the influence of driving on energy consumption and running time is studied and demonstrated in some examples. The main conclusions are that: The method developed for determining running resistanceis quite simple and accurate. It can be used on any train andon any track. The running resistance of tested trains includes some interesting knowledge which is partly believed to be new. Mechanical running resistance is less than proportional to the actual axle load. Air drag increases approximately linearly with train length and the effect of measured head and tail wind on the air drag can be calculated if the groundboundary layer is considered. The developed train model, including running resistance, traction, braking etc. is quite accurate, as verified for the investigated trains. The driver model together with the train model insimulations, is verified against measurements and shows good agreement for energy consumption and running time. It is recommended to use a driver model, when calculating energy consumption and running times for trains. Otherwise, the energy consumption will most likely be over-estimated.This has been demonstrated for Swedish ordinary freighttrains. / QC 20100526

The primary aim of this research was to investigate the bending behaviour of helically wound steel cables of various types (i.e. normal spiral strands, sheathed spiral strands and locked coil cables) in the presence of friction and to propose more efficient computational models for their analysis under combined tension and bending. The proposed model fully takes into account interwire contact forces both in the radial direction (point contact between wires in different layers) and hoop direction (line contact within the wires in the same layer). Extensive theoretical parametric studies have been undertaken on a variety of cable constructions covering a wide range of geometrical and material parameters. Explicit formulations have been developed for the smooth transition of the bending stiffness from no-slip to full slip regimes, as a function of cable curvature. Based on these formulations, it is now possible to calculate the relative displacements of the wires, as well as the tensile, bending and hoop stresses in the individual wires of the cable. Furthermore, bending stiffness of the cable is shown to decrease by a factor of 2 to 16, depending upon the friction coefficient between wires and the type of cable construction. Wherever possible, the theoretical results have been compared with experimental results from the available literature and are found in very good agreement with them. A simple method for the determination of the bending stiffness of large diameter multi-layered cable has been developed. The simplified method is further shown to provide estimates of the bending stiffness which are very close to those calculated by the original theory, allowing hand calculations for an easier use in industry. The proposed formulations have been extended to cater for the effects of external hydrostatic pressure on sheathed spiral strands in deep water applications. These forces are shown to have a great influence on the pattern of interwire contact forces and hence the interlayer slippage between the wires in the strand. Numerical results have been obtained and analysed for three different 127 mm diameter strands with lay angles of 12°, 18° and 24° respectively, experiencing a wide range of external hydrostatic pressures of 0 to 2,000 metres. The significant increase in normal contact force between wires is shown to suppress the slippage of wires in the cable. However, the no-slip and full slip values of the effective bending stiffness of the cable is shown to be independent of the level of hydrostatic pressure. A theoretical model is also proposed for estimating wire kinematics, pattern of interwire slippage, contact forces as well as the flexural rigidity of locked coil cables with outer layers made of shaped wires. In order to validate this model, numerical results are reported for two different locked coil cables. It is shown that the shaped wires in the outer layers of locked coil cables play an important role in the distribution of contact forces, slip initiation and cable unwinding.

Hereditary spastic paraplegia type 54 is a rare autosomal recessive neurological gait disorder characterized by paraplegia, muscle spasticity, and intellectual disability. This length-dependent distal axonopathy is caused by mutations in the DDHD2 gene, which encodes the intracellular phospholipase A1 DDHD2. Little is known about the molecular function of the DDHD2 protein, especially in the context of HSP54. Thus, there is a need to further investigate its molecular functions and investigate the impact of DDHD2 deficiency in disease-relevant cells. Here, lipidomic profiling of dermal fibroblasts derived from three unrelated patients has revealed 19 glycerophosphoethanolamine species at differential levels in patients relative to unaffected controls. However, patient cells appear to have an unaffected Golgi apparatus morphology and lipid droplet formation, despite DDHD2’s proposed roles in these processes. To study the gene function in neuronal cells, I transdifferentiated the fibroblasts into induced neuronal precursor cells and found all the patient cells arrested in the G0/G1 phase of upon conversion. Given that these cell lines are unsustainable, I generated a stable knockdown cell line in the highly proliferative HEK293A to study the molecular biology of DDHD2. The knockdown cells had a reduced growth, were delayed in the G2/M phase of the cell cycle, and became multinucleated. I then treated the cells with antineoplastic compounds paclitaxel and nocodazole and found more knockdown cells in G0/G1 than controls, suggesting the possible occurrence of mitotic slippage. Lastly, I report a novel subcellular localization for DDHD2 at the microtubule organization center.

Im Mittelpunkt dieser kumulativ angefertigten Arbeit stehen fünf verschiedenartige biomechanische Untersuchungen faseriger Bindegewebe, welche in einer Gesamtschau zusammengeführt werden. Die einzelnen Beiträge setzen sich zusammen aus Untersuchungen zum Einfluss zellulärer Bestandteile auf die mechanischen Eigenschaften faseriger Bindegewebe und die Beeinflussung dieser Ergebnisse durch Messfehler, speziell am Beispiel des Materialschlupfs. Über diese beiden Beiträge wird eine Verbindung hergestellt zur rechnergestützten Simulation der Wirkung eines Beckenkompressionsgurts auf die Bänder des Beckenrings und dem Transmissionsverhalten faseriger Bindegewebe bei Zugbelastung. Im fünften Beitrag wird am Beispiel des Zusammenwirkens von Achillessehne, Fersenfettpolster und Plantarfaszie in vitro die Komplexität der Betrachtung faseriger Bindegewebe aufgezeigt. Die Zusammenführung der einzelnen Untersuchungen wird begleitet von der Frage, ob die bestehenden biomechanischen Untersuchungsansätze ausreichend sind, um ein umfassendes Verständnis zur funktionellen Bedeutung faseriger Bindegewebe aufbauen zu können.

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Der Vortrag beschreibt die zugrunde liegende Theorie und die Softwarefunktionalität des in PTC Creo Simulate 3.0 eingeführten Kontaktmodells mit endlicher Reibung und vergleicht dieses mit den bis Creo Simulate 2.0 exklusiv verwendeten Kontaktmodellen (ideal reibungsfrei und unendlich reibungsbehaftet). An zwei Modellbeispielen (ein von zwei Bremsbacken geklemmtes Bremsschwert und ein verschraubtes Schwungrad) wird versucht, die Funktionsweise des neuen Modells zu demonstrieren. Wegen aktueller Qualitätsprobleme der Software wird die Brauchbarkeit der Kontaktmodelle für den Anwender bewertet (Stand Creo 3.0 M080 / Creo 2.0 M200) und umfangreiches Feedback an den Softwarehersteller PTC gegeben. / The presentation describes the underlying theory and software functionality of the finite friction contact model introduced with PTC Creo Simulate 3.0. It is being compared with the friction-free and infinite friction contact model used exclusively until Creo Simulate 2.0. It is being tried to demonstrate the mode of operation of the new model with help of two examples: A brake sword clamped by two brake pads and a bolted flywheel. Because of actual software quality problems, the usability of the contact model for the user is being rated (status Creo 3.0 M080 / Creo 2.0 M200). Furthermore, comprehensive feedback is given to the software developer PTC.

Within the scope of this thesis, a theoretical study of liquid flow in graphitic nanopores was performed. More precisely, a combination of numerical simulations and analytic approach was used to establish the special properties of carbon nanotubes for fluid transport: Molecular dynamics flow simulations of different liquids in carbon nanotubes exhibited flow velocities that are 1-3 orders of magnitude higher than predicted from the continuum hydrodynamics framework and the no-slip boundary condition. These results support previous experiments performed by several groups reporting exceptionally high flow rates for water in carbon nanotube membranes. The reason for this important flow enhancement with respect to the expectation was so far unclear. In this work, a careful investigation of the water/graphite friction coefficient which we identified as the crucial parameter for fast liquid transport in the considered systems, was carried out. In simulations, the friction coefficient was found to be very sensitive to wall curvature: friction is independent of confinement for water between flat graphene walls with zero curvature, while it increases with increasing negative curvature (water at the outside of the tube), and it decreases with increasing positive curvature (water inside the tube), eventually leading to quasi frictionless flow for water in a single file configuration in the smallest tubes. A similar behavior was moreover found with several other liquids, such as alcohol, alcane and OMCTS. Furthermore, a theoretical approximate expression for the friction coefficient is presented which predicts qualitatively and semi-quantitatively its curvature dependent behavior. Moreover, a deeper analysis of the simulations according to the proposed theoretical description shed light on the physical mechanisms at the origin of the ultra low liquid/solid friction in carbon nanotubes. In fine, it is due to their perfectly ordered molecular structure and their atomically smooth surface that carbon nanotubes are quasi-perfect liquid conductors compared to other membrane pores like, for example, nanochannels in amorphous silica. The newly gained understanding constitutes an important validation that carbon nanotubes operate as fast transporters of various liquids which makes them a promising option for different applications like energy conversion or filtration on the molecular level.

Three-dimensional (3D) printing has become broadly available and can be utilized to customize clamping mechanisms in biomechanical experiments. This report will describe our experience using 3D printed clamps to mount soft tissues from different anatomical regions. The feasibility and potential limitations of the technology will be discussed. Tissues were sourced in a fresh condition, including human skin, ligaments and tendons. Standardized clamps and fixtures were 3D printed and used to mount specimens. In quasi-static tensile tests combined with digital image correlation and fatigue trials we characterized the applicability of the clamping technique. Scanning electron microscopy was utilized to evaluate the specimens to assess the integrity of the extracellular matrix following the mechanical tests. 3D printed clamps showed no signs of clamping-related failure during the quasi-static tests, and intact extracellular matrix was found in the clamping area, at the transition clamping area and the central area from where the strain data was obtained. In the fatigue tests, material slippage was low, allowing for cyclic tests beyond 105 cycles. Comparison to other clamping techniques yields that 3D printed clamps ease and expedite specimen handling, are highly adaptable to specimen geometries and ideal for high-standardization and high-throughput experiments in soft tissue biomechanics.