Tato práce popisuje historicky první multi-frekvenční rapid-scan EPR. Při zavedení mikrovlnného záření z oblasti 200 GHz a následnou sinusovou modulací bylo dosaženo rychlostí změn frekvence až 61 500 THz/s a zkreslení spekter, známé jako ”wiggles”, bylo pozorováno u obou studovaných vzorků organických radikálů – BDPA v polystyrenové matici a LiPc. Tato práce představuje flexibilní metodu provádění rapid-scan EPR experimentů za použití napětím ovládaného oscilátoru (Voltage Controlled Oscillator; VCO) jako zdroje a zero-bias detektoru (ZBD) pro detekci, čímž se otevírá možnost postupu dále do oblastí vyšších polí / vyšších frekvencí. Dále je popsán postup získání ustáleného spektra z rapid-scan výsledků, známý jako Fourierovská dekonvoluce, a dále je zjistěn spinový dekoherenční čas vzorků pomocí srovnání experimentálních spekter s výsledky numericky vyřešených Blochových rovnic. Výsledné hodnoty jsou 50 ns pro BDPA a 12 ns pro LiPc.

Within a range of study degree, the diploma thesis deals with a reconstruction design of three intersections and a single-span railway bridge along the Roviny street, Brno. The design is based on a familiarity with the territory as well as on traffic surveys. The proposed solution comprises the public transport lay-bys and pedestrians. The shape of intersections has been verified by means of vehicle-swept paths according to the TP 171 standard. The clearance under the bridge has been enlarged up to 4.80m and is in accordance with the S9.5 road category.

Les sources laser accordables se distinguent par leur capacité à changer leur longueur d’onde d’émission de façon continue dans le temps. Elles sont utilisées dans de nombreuses applications comme les télécommunications, la spectroscopie et la tomographie optique cohérente. Elles sont caractérisées principalement par une faible largeur de raie instantanée, une grande fréquence de balayage et une large plage d’accord. Les avantages des sources accordables ouvrent la voie vers d’autres types d’applications comme la caractérisation des impulsions ultra-courtes par exemple. Généralement, ces impulsions sont caractérisées via des méthodes non linéaires, lentes et trop compliquées à mettre en place. Nous avons donc proposé une nouvelle approche basée sur les sources accordables pour la caractérisation des impulsions ultra-courtes. En utilisant un laser à semi-conducteur accordable linéairement, type SG-DBR (Sampled-Grating Distributed Bragg Reflector), nous pouvons balayer en une seule mesure tout le spectre optique des impulsions sous test. Le signal de battement entre la source accordable et le laser pulsé permet de mesurer l’amplitude et la phase spectrales des différents modes ce qui nous donne accès à la forme temporelle de l’impulsion. L’avantage de notre approche est que tout le processus de caractérisation se fait en une seule mesure très rapide. En effet, la grande fréquence de balayage du laser accordable permet d’avoir des temps de mesure très faibles (< 10 μs), ce qui offre la possibilité d’avoir des mesures en temps réel. De plus, grâce à la large plage d’accord, cette technique est complétement indépendante de l’impulsion sous test, elle ne nécessite aucune connaissance au préalable des différentes propriétés de cette dernière telles que la fréquence de répétition, le nombre de modes ou la fréquence de chaque mode / Optical swept sources are distinguished by the ability to change their output wavelength in a continuous manner over time. They are used in many applications such as telecommunications, spectroscopy and optical coherence tomography. They are mainly characterized by a narrow instantaneous linewidth, a high sweep rate and a wide tuning range. The advantages of swept sources open the way to other types of applications such as the characterization of ultrashort pulses for example. Generally, these pulses are characterized using nonlinear methods which are slow and too complicated. We have proposed a novel approach based on swept sources for the characterization of ultrashort pulses. By using a linearly wavelength-swept semiconductor laser like SG-DBR (Sampled-Grating Distributed Bragg Reflector), we can scan the entire optical spectrum of the pulses under test in a single measurement. The beat signal between the swept source and the pulsed laser is then used to measure the spectral amplitude and phase of all modes which gives access to the temporal shape of the pulse. The main advantage of our approach is that the entire characterization process is done in a single fast measurement. Indeed, the high sweep rate of the swept source offers the possibility of having real time measurements. In addition, thanks to the wide tuning range, this technique is completely independent of the pulse under test, it requires no prior knowledge of the various properties of the pulse such as the repetition frequency, the number of modes or the frequency of each mode

京都大学 / 0048 / 新制・課程博士 / 博士(医学) / 甲第18855号 / 医博第3966号 / 新制||医||1007(附属図書館) / 31806 / 京都大学大学院医学研究科医学専攻 / (主査)教授 河野 憲二, 教授 黒田 知宏, 教授 富樫 かおり / 学位規則第4条第1項該当 / Doctor of Medical Science / Kyoto University / DFAM

Surface meshing algorithms require certain relationships among the number of intervals on the curves that bound the surface. Assigning the number of intervals to all of the curves in the model such that all relationships are satisfied is called interval assignment. Volume meshing algorithms also require certain relationships among the numbers of intervals on each of the curves on the volume. These relationships are not always captured by surface meshing requirements. This thesis presents a news technique for automatically identifying volume constraints. In this technique, volume constraints are grouped with surface constraints and are solved simultaneously. A sweepable volume has source, target and linking surfaces. The technique described in this thesis uses graph algorithms to identify independent, parallel sets of linking surfaces, and determine if they correspond to through-holes or blind-holes. For blind-holes, the algorithm generates constraints that prevent the hole from being too deep in interval parameter space and, thus, penetrating opposite target surfaces. For each linking set, the adjoining source and target surfaces are partially ordered by the structure of the linking set. A small set of representative paths for each linking set is found, and the representative paths for all linking sets are gathered and distilled by Gaussian elimination into a small set of constraints.

Fir tree root forms are one way to retain turbine blades in turbine disks. These features are ruled surfaces that span the entire thickness of the disk and are usually machined by broaching. With increasing use of new heat resistant and difficult-to-machine materials, mechanical machining methods exhibit severe problems with tool wear and surface integrity. To mitigate these problems, thermal material removal processes such as Wire Electrical Discharge Machining (WEDM) are being considered in the aerospace industry. Developments in turbine design have led to a root form geometry in the form of an arc across the thickness of the disk in order to decrease the contact stress by increasing the contact area between blade and disk. A curved surface such as this cannot be produced by conventional WEDM as it is not a ruled surface. A novel WEDM process is being developed where an arc shaped curve is formed from an axially moving wire to allow for the production of such curved surfaces. / Thesis / Master of Applied Science (MASc) / Turbine blades are attached to turbine disks with specially shaped, straight slots called Fir Tree Root Forms (FTRF) that can be cut with broaching tools. Broaches wear out quickly because the disk is made of very difficult to cut material and the aerospace industry is starting to use Wire Electric Discharge Machining (WEDM), instead of broaching, to cut these slots since it can easily cut the material used. New turbine disk designs have curved slots, which can not be cut with a straight broach or wire, and a new process is therefore being developed which uses an arc-shaped wire to cut the desired curved shapes.

Les lanceurs spatiaux sont soumis à un certain nombre d’excitations complexes durant les différentes phases de vie du produit. Ces excitations sont transmises à la charge utile par voie solidienne ou aérienne. Pour assurer la protection de la charge utile, l’architecture du lanceur étant figée au début du projet, l’amélioration des comportements dynamiques passe par l’introduction de systèmes secondaires. La partie essentielle des travaux de thèse est donc consacrée à l’implantation optimale de systèmes capables de diminuer les réponses vibratoires en utilisant des modèles adaptés. C’est pourquoi une méthode de double synthèse modale est mise en place, permettant ainsi de calculer la réponse vibratoire de la structure à l’aide de bases réduites et offrant des performances améliorées par rapport aux méthodes classiques. L’ajout d’un dispositif amortissant local nécessite la prise en compte d’une ou plusieurs modifications structurales dans le modèle, une méthode dédiée est alors développée. Le choix du dissipateur se porte sur un dissipateur frottant. Un prototype est conçu et réalisé. Il est dans un premier temps caractérisé seul et le modèle de comportement identifié est un modèle constitué d’un ressort en série avec un patin ; la loi de frottement adaptée est une loi de Coulomb simple. En parallèle, une maquette représentative du dernier étage d’un lanceur est dimensionnée et réalisée. Le frotteur est alors monté en pied de propulseur de la maquette et permet une diminution significative des vibrations de la charge utile au passage du mode de propulseur. / Space launchers undergo a certain amount of complex excitations during their lifecycle. These excitations are transmitted to the payload in a structure-born or air-born way. To improve the dynamic behaviour and thus ensure the protection of the payload, secondary systems must be added to the launcher – indeed, the architecture of the launcher is fixed at the beginning of the project. The essential part of this thesis work is dedicated to the optimal fitting of a system capable of reducing the vibration response of the payload, using appropriate models. Therefore a double modal synthesis method is implemented, allowing to calculate the vibrational response of the structure with reduced bases and offering improved performances over conventional methods. The addition of a local damping device requires the consideration of one or more structural modifications in the model, a dedicated method is thus developped along with a specific continuation algorithm. A friction damper is retained, a prototype is designed and built. It is first characterized alone ; the identified behaviour is that of a spring in series with a dry friction element, a simple Coulomb friction law enables to reproduce the experimental curves. A scale model of the launcher’s last stage is designed and built. The friction device is then mounted inside the scale model and leads to a significant reduction of the payload vibration levels.

The interaction of a shock wave with a boundary layer is a classic viscous/inviscid interaction problem that occurs over a wide range of high speed aerodynamic flows. For example, on transonic wings, in supersonic air intakes, in propelling nozzles at offdesign conditions and on deflected controls at supersonic/transonic speeds, to name a few. The transonic interaction takes place at Mach numbers typically between 1.1 and 1.5. On an aerofoil, its existence can cause problems that range from a mild increase in section drag to flow separation and buffeting. In the absence of separation the drag increase is predominantly due to wave drag, caused by a rise in entropy through the interaction. The control of the turbulent interaction as applied to a transonic aerofoil is addressed in this thesis. However, the work can equally be applied to the control of interaction for numerous other occurrences where a shock meets a turbulent boundary layer. It is assumed that, for both swept normal shock and unswept normal shock interactions, as long as the Mach number normal to the shock is the same, then the interaction, and therefore its control, should be the same. Numerous schemes have been suggested to control such interaction. However, they have generally been marred by the drag reduction obtained being negated by the additional drag due to the power requirements, for example the pumping power in the case of mass transfer and the drag of the devices in the case of vortex generators. A system of piezoelectrically controlled flaps is presented for the control of the interaction. The flaps would aeroelastically deflect due to the pressure difference created by the pressure rise across the shock and by piezoelectrically induced strains. The amount of deflection, and hence the mass flow through the plenum chamber, would control the interaction. It is proposed that the flaps will delay separation of the boundary layer whilst reducing wave drag and overcome the disadvantages of previous control methods. Active control can be utilised to optimise the effects of the boundary layer shock wave interaction as it would allow the ability to control the position of the control region around the original shock position, mass transfer rate and distribution. A number of design options were considered for the integration of the piezoelectric ceramic into the flap structure. These included the use of unimorphs, bimorphs and polymorphs, with the latter capable of being directly employed as the flap. Unimorphs, with an aluminium substrate, produce less deflection than bimorphs and multimorphs. However, they can withstand and overcome the pressure loads associated with SBLI control. For the current experiments, it was found that near optimal control of the swept and unswept shock wave boundary layer interactions was attained with flap deflections between 1mm and 3mm. However, to obtain the deflection required for optimal performance in a full scale situation, a more powerful piezoelectric actuator material is required than currently available. A theoretical model is developed to predict the effect of unimorph flap deflection on the displacement thickness growth angles, the leading shock angle and the triple point height. It is shown that optimal deflection for SBLI control is a trade-off between reducing the total pressure losses, which is implied with increasing the triple point height, and minimising the frictional losses.

The interaction of a shock wave with a boundary layer is a classic viscous/inviscid interaction problem that occurs over a wide range of high speed aerodynamic flows. For example, on transonic wings, in supersonic air intakes, in propelling nozzles at offdesign conditions and on deflected controls at supersonic/transonic speeds, to name a few. The transonic interaction takes place at Mach numbers typically between 1.1 and 1.5. On an aerofoil, its existence can cause problems that range from a mild increase in section drag to flow separation and buffeting. In the absence of separation the drag increase is predominantly due to wave drag, caused by a rise in entropy through the interaction. The control of the turbulent interaction as applied to a transonic aerofoil is addressed in this thesis. However, the work can equally be applied to the control of interaction for numerous other occurrences where a shock meets a turbulent boundary layer. It is assumed that, for both swept normal shock and unswept normal shock interactions, as long as the Mach number normal to the shock is the same, then the interaction, and therefore its control, should be the same. Numerous schemes have been suggested to control such interaction. However, they have generally been marred by the drag reduction obtained being negated by the additional drag due to the power requirements, for example the pumping power in the case of mass transfer and the drag of the devices in the case of vortex generators. A system of piezoelectrically controlled flaps is presented for the control of the interaction. The flaps would aeroelastically deflect due to the pressure difference created by the pressure rise across the shock and by piezoelectrically induced strains. The amount of deflection, and hence the mass flow through the plenum chamber, would control the interaction. It is proposed that the flaps will delay separation of the boundary layer whilst reducing wave drag and overcome the disadvantages of previous control methods. Active control can be utilised to optimise the effects of the boundary layer shock wave interaction as it would allow the ability to control the position of the control region around the original shock position, mass transfer rate and distribution. A number of design options were considered for the integration of the piezoelectric ceramic into the flap structure. These included the use of unimorphs, bimorphs and polymorphs, with the latter capable of being directly employed as the flap. Unimorphs, with an aluminium substrate, produce less deflection than bimorphs and multimorphs. However, they can withstand and overcome the pressure loads associated with SBLI control. For the current experiments, it was found that near optimal control of the swept and unswept shock wave boundary layer interactions was attained with flap deflections between 1mm and 3mm. However, to obtain the deflection required for optimal performance in a full scale situation, a more powerful piezoelectric actuator material is required than currently available. A theoretical model is developed to predict the effect of unimorph flap deflection on the displacement thickness growth angles, the leading shock angle and the triple point height. It is shown that optimal deflection for SBLI control is a trade-off between reducing the total pressure losses, which is implied with increasing the triple point height, and minimising the frictional losses.

Diploma thesis in general is about the basic standard for designing parking places, which is ČSN 73 6056 Parking areas for road vehicles. The aim of thesis was to find parameters to be updated since last version of standard in 2011. The basic step to reach this goal is detailed study of current standard, the standard before 2011 and other European standards. Parameters to upgrade could be size of design vehicle and some types of parking spaces. All results of analysis used for finding parameters to be changed are engaged in annexes of thesis.