The use of magnetometers combined with unmanned aerial vehicles (UAVs) is an emerging market for commercial and military applications. This study presents the methodology used to magnetically characterize a novel fixed-wing vertical take-off and landing (VTOL) UAV. The most challenging aspect of integrating magnetometers on manned or unmanned aircraft is minimizing the amount of magnetic noise generated by the aircraft’s onboard components. As magnetometer technology has improved in recent years magnetometer payloads have decreased in size. As a result, there has been an increase in opportunities to employ small to medium UAV with magnetometer applications. However, in comparison to manned aviation, small UAVs have smaller distance scales between sources of interference and sensors. Therefore, more robust magnetic characterization techniques are required specifically for UAVs. This characterization determined the most suitable position for the magnetometer payload by evaluating the aircraft’s static-field magnetic signature. For each aircraft component, the permanent and induced magnetic dipole moment characteristics were determined experimentally. These dipole characteristics were used to build three dimensional magnetic models of the aircraft. By assembling the dipoles in 3D space, analytical and numerical static-field solutions were obtained using MATLAB computational and COMSOL finite element analysis frameworks. Finally, Tolles and Lawson aeromagnetic compensation coefficients were computed and compared to evaluate the maneuver noise for various payload locations. The magnetic models were used to study the sensitivity of the aircraft configuration and to simultaneously predict the effects at potential sensor locations. The study concluded by predicting that a wingtip location was the area of lowest magnetic interference. / Graduate

Title: Myodynamics of the support phase during different take-off tasks in human locomotion Objectives: Six types of take-off movement were analyzed in terms of support limb kinematics, take-off dynamics and muscle activation, in order to identify differences in motor control. Methods: 14 male athletes (22.6 ± 4.4 years; 182.4 ± 5.3 cm; 74.7 ± 6.2 kg) took part in laboratory experiment. Each athlete performed six different take-off movements (running, acceleration - first and second step, long jump take-off, high jump take-off and take-off to the hurdle). System Qualisys was used to analyze kinematics of the support limb. Dynamic of the suport phase was measured with Kistler 9281 EA force- plate. ME6000 apparatus was used to measure the muscle activation. Results were processed and statistically evaluated in Matlab (MathWorks, Inc) environment. Pair ANOVA, T-test and Friedmann test were performed to identify differences between take-off movements. regression analysis was introduced to find the relationship between parameters. Results: Significant differences in take-off dynamics are realized with not so significant differences in kinematic and electromyographic parameters. high jump and long jump take-offs acted most specifically in comparison with other types of take-offs. Two typically...

The objective of this thesis is to develop a model that will integrate multiple buoys to a power take-off hub. The model will be derived using a time domain analysis and will consider the hydraulic coupling of the buoys and the power take-off. The derived model is reproduced in MATLAB in order to run simulations. This will give possibility to conduct a parameter study and evaluate the performance of the system. The buoy simulation model is provided by Wave4Power (W4P). It consists of a floater that is rigidly connected to a fully submerged vertical (acceleration) tube open at both ends. The tube contains a piston whose motion relative to the floater-tube system drives a power take-off mechanism. The power take-off model is provided by Ocean Harvesting Technologies AB (OHT). It comprises a mechanical gearbox and a gravity accumulator. The system is utilized to transform the irregular wave energy into a smooth electrical power output. OHT's simulation model needs to be extended with a hydraulic motor at the input shaft. There are control features in both systems, that need to be connected and synchronized with each other. Another major goal within the thesis is to test different online control techniques. A simple control strategy to optimize power capture is called sea-state tuning and it can be achieved by using a mechanical gearbox with several discrete gear ratios or with a variable displacement pump. The gear ratio of the gear box can be regulated according to a 2D look up table based on the average wave amplitude and frequency over a defined time frame. The OHT power take-off utilizes a control strategy, called spill function, to limit the excess power capture and keep the weight accumulator within a span by disengaging the input shaft from the power take-off. This is to be modified to implement power limitation with regulation of the gear ratio of the gearbox. / +46736290781

This master thesis deals with computational stress-strain analysis of the tailskid of airplane L410 NG with main focus firstly the check current design of the tailskid and then the design another design solution with the able to absorb as much as possible the deformation energy. Solution of this problem is performed using computational modeling utilizing numerical simulation of quasi-static and crash deformation load of the tailskid with using explicit Finite Element Method (FEM) in program ABAQUS v6.14. After the introduction with problem situation and tailskid assembly introductory part is devoted to the research study of various designs of the tailskid for different types of airplanes. There follows these theoretical general principles of thin-walled structures and buckling of them. Before the creating of the computational model itself, the explicit form of the Finite Element Method is better described. The conclusion of this thesis deals with the mutual comparison of the most advantageous design variants of the tailskid and the selection of the most suitable one of them for the airplane L410 NG.

Title: Myodynamics of the support phase during different take-off tasks in human locomotion Objectives: Six types of take-off movement were analyzed in terms of support limb kinematics, take-off dynamics and muscle activation, in order to identify differences in motor control. Methods: 14 male athletes (22.6 ± 4.4 years; 182.4 ± 5.3 cm; 74.7 ± 6.2 kg) took part in laboratory experiment. Each athlete performed six different take-off movements (running, acceleration - first and second step, long jump take-off, high jump take-off and take-off to the hurdle). System Qualisys was used to analyze kinematics of the support limb. Dynamic of the suport phase was measured with Kistler 9281 EA force- plate. ME6000 apparatus was used to measure the muscle activation. Results were processed and statistically evaluated in Matlab (MathWorks, Inc) environment. Pair ANOVA, T-test and Friedmann test were performed to identify differences between take-off movements. regression analysis was introduced to find the relationship between parameters. Results: Significant differences in take-off dynamics are realized with not so significant differences in kinematic and electromyographic parameters. high jump and long jump take-offs acted most specifically in comparison with other types of take-offs. Two typically...

Wave energy has the potential to provide an energy resource in this challenging energyenvironment. Wave energy converters are devices used to extract this energy and convertit into electricity. Wave Carpet is an example of such a novel wave energy converters andin its final form, it consists of a submerged membrane which covers an arbitrarily largearea above the sea floor. Incident waves create a pressure difference between the upper andlower surfaces, which triggers an up-and-down movement. The power take-off attached tothe surfaces serve to restrict this movement and thereby extract hydraulic power which isconverted to electricity.The Wave Carpet, is a type of wave energy converter that is beingdeveloped at University of California Berkeley′s Theoretical and Applied Fluid DynamicsLaboratory (TAFLab).The thesis aims at modeling and designing the different power conversion chainof the entire wave energy converter device. The process of energy conversion that yieldsthe required electrical energy for connecting a wave energy converter to an electricalnetwork is termed as the power conversion chain. A detailed electro-mechanical modelof the wave energy converter system connected to power grid is developed in theMatlab/SIMULINK environment and its corresponding generator and hydraulic controlstructure is implemented. The simulation response of the wave energy converter alongwith the power conversion chain is investigated. / Vågenergi har potential att bli en energiresurs i en utmanande energimiljö. Vågkraftverkär maskiner som används till att utvinna denna energi och omvandla den till elektricitet.Wave Carpet är ett exempel på ett vågkraftverk som i sitt slutglitiga stadie bestårav ett nedsänkt membran som täcker ett godtyckligt stort område ovanför sjöbotten.Inkommande vågor skapar en tryckskillnad mellan den övre och nedre ytan som gerupphov till en lodrätt rörelse. De mekaniska armarna kopplade till membranet bromsardenna rörelse och kan genom hydraulik omvandla bromsenergin till elektricitet. The WaveCarpet är en typ av vågkraftverk som utvecklas vid University of California Berkeley′sTheoretical and Applied Fluid Dynamics Laboratory (TAFLab).Uppsatsen syftar till att modellera och designa effektomvandlingskedjan i ett sådantvågkraftverk. Energiomvandlings processen som ger upphov till elektriciteten via ettvågkraftverk är benämnt som effektomvandlingskedjan. En detaljerad elektro-mekaniskmodell över ett vågkraftverksystem kopplat till ett elnät med motsvarande generator ochhydraliska regulatorer är utvecklad i Matlab/Simulink miljön. Simuleringsresultaten fråndet modellerade vågkraftverket undersöks tillsammans med effektomvandlingskedjan.

The final master´s thesis targets to create concept study of VFR airport.This airport should be build up in southeast part of Czech republic, in the vicinity of the town Valašské Klobouky. In this work there are explained essential terms and definitions refered to basic rules and law. There are explained also civil aviation law and requirements of L14 regulations. Aeroclub is submitter of this work. It establishes basic conditions for airport area searching. The length of the runway is influenced mainly by performance of used aircrafts. It was impossible to find any acceptable field in searched area. There is a posibility how to solve this problem. There can be build up a runway for take-off and landings of small aeroplanes. In the second part of this thesis there are defined basic requirements on these fields. These requirements are applicated on chosen field. At the end of this thesis there is propounded an option how to dislocate runway, taxiways, aprons, hangars and other buildings.

[ES] Los Vehículos Aéreos no Tripulados (o drones) ya han demostrado su utilidad en una gran variedad de aplicaciones. Hoy en día, se utilizan para fotografía, cinematografía, inspecciones y vigilancia, entre otros. Sin embargo, en la mayoría de los casos todavía son controlados por un piloto, que como máximo suele estar volando un solo dron cada vez. En esta tesis, tratamos de avanzar en paso más allá en esta tecnología al permitir que múltiples drones con capacidad para despegue y aterrizaje vertical trabajen de forma sincronizada, como una sola entidad. La principal ventaja de realizar vuelos en grupo, comúnmente denominado enjambre, es que se pueden realizar tareas más complejas que utilizando un solo dron. De hecho, un enjambre permite cubrir más área en el mismo tiempo, ser más resistente, tener una capacidad de carga más alta, etc. Esto puede habilitar el uso de nuevas aplicaciones, o una mejor eficiencia para las aplicaciones existentes. Sin embargo, una parte clave es que los miembros del enjambre deben organizarse correctamente, ya que, durante el vuelo, diferentes perturbaciones pueden provocar que sea complicado mantener el enjambre como una unidad coherente. Una vez que se pierde esta coherencia, todos los beneficios previamente mencionados de un enjambre se pierden también. Incluso, aumenta el riesgo de colisiones entre los elementos del enjambre. Por lo tanto, esta tesis se centra en resolver algunos de estos problemas, proporcionando un conjunto de algoritmos que permitan a otros desarrolladores crear aplicaciones de enjambres de drones. Para desarrollar los algoritmos propuestos hemos incorporado mejoras al llamado ArduSim. Este simulador nos permite simular tanto la física de un dron como la comunicación entre drones con un alto grado de precisión. ArduSim nos permite implementar protocolos y algoritmos (bien probados) en drones reales con facilidad. Durante toda la tesis, ArduSim ha sido utilizado ampliamente. Su utilización ha permitido que las pruebas fueran seguras, y al mismo tiempo nos permitió ahorrar mucho tiempo, dinero y esfuerzo de investigación. Comenzamos nuestra investigación sobre enjambres asignando posiciones aéreas para cada dron en el suelo. Suponiendo que los drones están ubicados aleatoriamente en el suelo, y que necesitan alcanzar una formación aérea deseada, buscamos una solución que minimice la distancia total recorrida por todos los drones. Para ello se empezó con un método de fuerza bruta, pero rápidamente nos dimos cuenta de que, dada su alta complejidad, este método funciona mal cuando el número de drones aumenta. Por lo tanto, propusimos una heurística. Como en todas las heurísticas, se realizó un compromiso entre complejidad y precisión. Al simplificar el problema, encontramos que nuestra heurística era capaz de calcular una solución muy rápidamente sin aumentar sustancialmente la distancia total recorrida. Además, implementamos el algoritmo de Kuhn-Munkres (KMA), un algoritmo que ha demostrado proporcionar la respuesta exacta (es decir, reducir la distancia total recorrida) en el menor tiempo posible. Después de muchos experimentos, llegamos a la conclusión de que nuestra heurística es más rápida, pero que la solución proporcionada por el KMA es ligeramente más eficiente. En particular, aunque la diferencia en la distancia total recorrida es pequeña, el uso de KMA reduce el número de trayectorias de vuelo que se cruzan entre sí, lo cual es una métrica importante para las siguientes propuestas.[...] / [CA] Els vehicles aeris no tripulats (o drons) ja han demostrat la seua utilitat en una gran varietat d'aplicacions. Avui dia, s'utilitzen per a fotografia, cinematografia, inspeccions i vigilància, entre altres. No obstant això, en la majoria dels casos encara són controlats per un pilot, que com a màxim sol controlar el vol d'un sol dron cada vegada. En aquesta tesi, tractem d'avançar un pas més enllà en aquesta tecnologia, en permetre que múltiples drons amb capacitat per a l'enlairament i l'aterratge vertical treballen de forma sincronitzada, com una sola entitat. El principal avantatge de realitzar vols en grup, comunament denominats eixam, és que es poden fer tasques més complexes que utilitzant un sol dron. De fet, un eixam permet cobrir més àrea en el mateix temps, ser més resistent, tenir una capacitat de càrrega més alta, etc. Això pot habilitar l'ús de noves aplicacions, o una millor eficiència per a les aplicacions existents. No obstant això, una punt clau és que els membres de l'eixam han d'organitzar-se correctament, ja que, durant el vol, diferents pertorbacions poden provocar que siga complicat mantenir l'eixam com una unitat coherent. Una vegada que es perd aquesta coherència, tots els beneficis prèviament esmentats d'un eixam es perden també. Fins i tot, augmenta el risc de col·lisions entre els elements de l'eixam. Per tant, aquesta tesi se centra a resoldre alguns d'aquests problemes, proporcionant un conjunt d'algorismes que permeten a altres desenvolupadors crear aplicacions d'eixams de drons. Per a desenvolupar els algorismes proposats hem incorporat millores a l'anomenat ArduSim. Aquest simulador ens permet simular tant la física d'un dron com la comunicació entre drons amb un alt grau de precisió. ArduSim ens permet implementar protocols i algorismes (ben provats) en drons reals amb facilitat. Durant tota la tesi, ArduSim s'ha utilitzat àmpliament. El seu ús ha permès que les proves foren segures, i al mateix temps ens va permetre estalviar molt de temps, diners i esforç d'investigació. Per tant, es va utilitzar ArduSim per a cada bloc de construcció que vam desenvolupar. Comencem la nostra recerca sobre eixams assignant posicions aèries per a cada dron en terra. Suposant que els drons estan situats aleatòriament en terra i que necessiten assolir la formació aèria desitjada, cerquem una solució que minimitze la distància total recorreguda per tots els drons. Per a això, es va començar amb un mètode de força bruta, però ràpidament ens vam adonar que, atesa l'alta complexitat, aquest mètode funciona malament quan el nombre de drons augmenta. Per tant, vam proposar una heurística. Com en totes les heurístiques, es va fer un compromís entre complexitat i precisió. En simplificar el problema, trobem que la nostra heurística era capaç de calcular una solució molt ràpidament sense augmentar substancialment la distància total recorreguda. A més, vam implementar l'algorisme de Kuhn-Munkres (KMA), un algorisme que ha demostrat proporcionar la resposta exacta (és a dir, reduir la distància total recorreguda) en el menor temps possible. Després de molts experiments, arribem a la conclusió que la nostra heurística és més ràpida, però que la solució proporcionada pel KMA és lleugerament més eficient. En particular, encara que la diferència en la distància total recorreguda és xicoteta, l'ús de KMA redueix el nombre de trajectòries de vol que s'encreuen entre si, la qual cosa és una mètrica important per a les propostes següents.[...] / [EN] Unmanned Aerial Vehicles (UAVs) have already proven to be useful in many different applications. Nowadays, they are used for photography, cinematography, inspections, and surveillance. However, in most cases they are still controlled by a pilot, who at most is flying one UAV at a time. In this thesis, we try to take this technology one step further by allowing multiple Vertical Take-off and Landing (VTOL) UAVs to work together as one entity. The main advantage of this group, commonly referred to as a swarm, is that it can perform more complex tasks than a single UAV. When organized correctly, a swarm allows for: more area to be covered in the same time, more resilience, higher load capability, etc. A swarm can lead to new applications, or a better efficiency for existing applications. A key part, however, is that they should be organized correctly. During the flight, different disturbances will make it complicated to keep the swarm as one coherent unit. Once this coherency is lost, all the previously mentioned benefits of a swarm are lost as well. Even worse, the chance of a hazard increases. Therefore, this thesis focuses on solving some of these issues by providing a baseline of building blocks that enable other developers to create UAV swarm applications. In order to develop these building blocks, we improve a multi-UAV simulator called ArduSim. This simulator allows us to simulate both the physics of a UAV, and the communication between UAVs with a high degree of accuracy. This is a crucial part because it allows us to deploy (well tested) protocols and algorithms on real UAVs with ease. During the entirety of this thesis, ArduSim has been used extensively. It made testing safe, and allowed us to save a lot of time, money and research effort. We started by assigning airborne positions for each UAV on the ground. Assuming that the UAVs, are placed randomly on the ground, and that they need to reach a desired aerial formation, we searched for a solution that minimizes the total distance travelled by all the UAVs. We started with a brute-force method, but quickly realized that, given its high complexity, this method performs badly when the number of UAVs grows. Hence, we created a heuristic. As for all heuristics, a trade-off was made between complexity and accuracy. By simplifying the problem, we found that our heuristic was able to calculate a solution very quickly without increasing the total distance travelled substantially. Furthermore, we implemented the \ac{KMA}, an algorithm that has been proven to provide the exact answer (i.e. minimal total distance travelled) in the shortest time possible. After many experiments, we came to the conclusion that our heuristic is faster, but that the solution provided by the \ac{KMA} is slightly better. In particular, although the difference in total distance travelled is small, the \ac{KMA} reduces the numbers of flight paths crossing each other, which is an important metric in our next building block. Once we developed algorithms to assign airborne positions to each UAV on the ground, we started developing algorithms to take off all those UAVs. The objective of these algorithms is to reduce the time it takes for all the UAVs to reach their aerial position, while ensuring that all UAVs maintain a safe distance. The easiest solution is a sequential take-off procedure, but this is also the slowest approach. Hence, we improved it by first proposing a semi-sequential and later a semi-simultaneous take-off procedure. With this semi-simultaneous take-off procedure, we are able to reduce the takeoff time drastically without introducing any risk to the aircraft. [..] / Wubben, J. (2023). Distributed management and coordination of UAV swarms based on infrastructureless wireless networks [Tesis doctoral]. Universitat Politècnica de València. https://doi.org/10.4995/Thesis/10251/198887

<div> This thesis proposes an artificial neural network (NN) model to predict fuel consumption in heavy vehicles. The model uses predictors derived from vehicle speed, mass, and road grade. These variables are readily available from telematics devices that are becoming an integral part of connected vehicles. The model predictors are aggregated over a fixed distance traveled (i.e., window) instead of fixed time interval. It was found that 1km windows is most appropriate for the vocations studied in this thesis. Two vocations were studied, refuse and delivery trucks.</div><div><br></div><div> The proposed NN model was compared to two traditional models. The first is a parametric model similar to one found in the literature. The second is a linear regression model that uses the same features developed for the NN model.</div><div><br></div><div> The confidence level of the models using these three methods were calculated in order to evaluate the models variances. It was found that the NN models produce lower point-wise error. However, the stability of the models are not as high as regression models. In order to improve the variance of the NN models, an ensemble based on the average of 5-fold models was created. </div><div><br></div><div> Finally, the confidence level of each model is analyzed in order to understand how much error is expected from each model. The mean training error was used to correct the ensemble predictions for five K-Fold models. The ensemble K-fold model predictions are more reliable than the single NN and has lower confidence interval than both the parametric and regression models.</div>

Introductory part of this thesis concludes the development of air traffic, division of airports in the Czech Republic according to the Ministry of Transport, according to the Law on Civil Aviation and according to the Coding of the airports (Requirement L 14). The aim was to realize theoretical definition and division of output and economic indicators. After that comes choice of appropriate airports from the European Union. The choice has been made on the basis of the number of check-in passengers at the airport in Prague-Ruzyně. Eight most suitable airports have been chosen from all twenty-seven member countries of the EU. The following step is comparative analysis of these chosen airports on the basis of specified output and economic indicators for the years 2005-2009. The year 2010 has not been included, because the chosen airports did not complete their annual reports, balances and statements of profit and loss. From these sources the values for calculation of individual indicators have been chosen. These indicators have been shown in charts, evaluated by means of graphs in Excel Programme and further they have been characterized in words. The aim of the thesis was also the evaluation and comparison of output and economic indicators of effectiveness and after evaluation, proposal of methods of evaluations has followed.