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Due to economical, technical or political reasons all over the world about 100 nuclear power plants have been disconnected until today. All these power stations are still waiting for their complete dismantling which, considering one reactor, causes cost of up to one Bil. Euros and lasts up to 15 years. In our contribution we present a resource-constrained project scheduling approach minimizing the total discounted cost of dismantling a nuclear power plant. A project of dismantling a nuclear power plant can be subdivided into a number of disassembling activities. The execution of these activities requires time and scarce resources like manpower, special equipment or storage facilities for the contaminated material arising from the dismantling. Moreover, we have to regard several minimum and maximum time lags (temporal constraints) between the start times of the different activities. Finally, each disassembling activity can be processed in two alternative execution modes, which lead to different disbursements and determine the resource requirements of the considered activity. The optimization problem is to determine a start time and an execution mode for each activity, such that the discounted cost of the project is minimum, and neither the temporal constraints are violated nor the activities' resource requirements exceed the availability of any scarce resource at any point in time. In our contribution we introduce an appropriate multi-mode project scheduling model with minimum and maximum time lags as well as renewable and cumulative resources for the described optimization problem. Furthermore, we show that the considered optimization problem is NP-hard in the strong sense. For small problem instances, optimal solutions can be gained from a relaxation based enumeration approach which is incorporated into a branch and bound algorithm. In order to be able to solve large problem instances, we also propose a truncated version of the devised branch and bound algorithm.
In diesem Beitrag wird eine mobile Software-Komponente zur Vor-Ort-Unterstützung von Bauwerksprüfungen gemäß DIN 1076 „Ingenieurbauwerke im Zuge von Strassen und Wegen, Überwachung und Prüfung“ vorgestellt, welche sich im praktischen Einsatz bei der Hochbahn AG Hamburg befindet. Mit Hilfe dieses Werkzeugs kann die Aktivität am Bauwerk in den gesamten softwaregestützten Geschäftsprozess der auwerksinstandhaltung integriert und somit die Bearbeitungszeit einer Bauwerksprüfung von der Vorbereitung bis zur Prüfbericht-Erstellung reduziert werden. Die Technologie des Mobile Computing wird unter Berücksichtigung spezieller fachlicher Randbedingungen, wie z.B. dem Einsatzort unter freiem Himmel, erläutert und es werden Methoden zur effizienten Datenerfassung mit Stift und Sprache vorgestellt und bewertet. Ferner wird die Einschränkung der Hardware durch die geringere Größe der Endgeräte, die sich durch die Bedingung der Mobilität ergibt, untersucht.
MODEL OF TRAM LINE OPERATION
(2006)
From passenger's perspective punctuality is one of the most important features of trams operations. Unfortunately in most cases this feature is only insufficiently fulfilled. In this paper we present a simulation model for trams operation with special focus on punctuality. The aim is to get a helpful tool for designing time-tables and for analyzing the effects by changing priorities for trams in traffic lights respectively the kind of track separation. A realization of trams operations is assumed to be a sequence of running times between successive stops and times spent by tram at the stops. In this paper the running time is modeled by the sum of its mean value and a zero-mean random variable. With the help of multiple regression we find out that the average running time is a function depending on the length of the sections and the number of intersections. The random component is modeled by a sum of two independent zero-mean random variables. One of these variables describes the disturbance caused by the process of waiting at an intersection and the other the disturbance caused by the process of driving. The time spent at a stop is assumed to be a random variable, too. Its distribution is estimated from given measurements of these stop times for different tram lines in Kraków. Finally a special case of the introduced model is considered and numerical results are presented. This paper is involved with CIVITAS-CARAVEL project: "Clean and better transport in cites". The project has received research funding from the Community's Sixth Framework Programme. The paper reflects only the author's views and the Community is not liable for any use that may be made of the information contained therein.
The evident advances of the computational power of the digital computers enable the modeling of the total system of structures. Such modeling demands compatible representations of the couplings of different structural subsystems. Therefore, models of dynamic interaction between the vehicle and the bridge and models of a bridge bearing, a coupling element between the bridge's superstructure and substructure, are of interest and discussed within this paper. The vehicle-bridge interaction may be described as a function connecting two sets of behavior. In this case, the coupling is embodied by mutual parameters that affect both systems, such as the frequency content of the bridge and the vehicle. Whereas the bridge bearings are elements used specifically to couple, in such elements the deformation and the transferred loads are used in characterizing the coupling The nature of these couplings and their influence on the bridge response is different. However, the need to assess the amount of dynamic response transferred by or within these couplings is a common argument.
There are many different approaches to simulate the mechanical behavior of RC−Frames with masonry infills. In this paper, selected modeling techniques for masonry infills and reinforced concrete frame members will be discussed − stressing the attention on the damaging effects of the individual members and the entire system under quasi−static horizontal loading. The effect of the infill walls on the surrounding frame members is studied using equivalent strut elements. The implemented model consider in−plane failure modes for the infills, such as bed joint sliding and corner crushing. These frame member models differ with respect to their stress state. Finally, examples are provided and compared with experimental data from a real size test executed on a three story RC−Frame with and without infills. The quality of the model is evaluated on the basis of load−displacement relationships as well as damage progression.
Subject of the paper is the realisation of a model based efficiency control system for PV generators using a simulation model. A standard 2-diodes model of PV generator is base of the ColSim model, which is implemented in ANSI C code for flexible code exporting. The algorithm is based on discretisized U-I characteristics, which allows the calculation of string topologies witch parallel and serial PV cells and modules. Shadowing effects can be modelled down to cell configuration using polar horizon definitions. The simulation model was ported to a real time environment, to calculate the efficiency of a PV system. Embedded System technology allows the networked operation and the integration of standard I/O devices. Futher work focus on the adaption of shadowing routine, which will be adapted to get the environment conditions from the real operation.
The application of partly decoupled approach by means of continuum mechanics facilitates the calculation of structural responses due to welding. The numerical results demonstrate the ability of a qualitative prediction of welded connections. As it is intended to integrate the local effects of a joint in structural analysis of steel constructions, it is necessary to meet higher approaches towards quality. The wide array of material parameters are presented, which are affecting the thermal, metallurgical and mechanical behavior, and which have to be identified. For that purpose further investigations are necessary to analyze the sensitivity of the models towards different material properties. The experimental determination of every material parameter is not possible due to the extraordinary laborious efforts needed. Besides that, experimentally identified parameters can be applied only for the tested steel quality for measured temperature-time regimes. For that reason alternative approaches for identification of material parameters, such as optimization strategies, have to be applied. After a definition of material parameters a quantitative prediction of welded connections will also be possible. Numerical results show the effect of phase transformation, activated by welding process, on residual stress state. As these phenomena occur in local areas in the range of crystal and grain sizes, the description of microscopic phenomena and their propagation on a macroscopic level due to approaches of homogenization might be expedient. Nevertheless, one should bear in mind, the increasing number of material parameters as well as the complexity of their experimental determination. Thus the microscopic approach should always be investigated under the scope of ability and efficiency of a required prediction. Under certain circumstances a step backwards, adopting a phenomenological approach, also can be beneficial.
MODELLING THE PLASTIC HINGE IN THE STATICALLY INDETERMINABLE REINFORCED CONCRETE BAR ELEMENTS
(2006)
The paper presents the example numerical model to calculate the reinforced concrete bar structures. Usually applied methods of structure dimensioning do not include the case of plastic hinges occurrence under the limit load of construction. The model represented by A. Borcz is based on the differential equation of deflection line of the beam and it includes the effects of rearrangement of the internal forces and reological effects. The experimental parameters obtained in earlier investigations describe effects resulting from the rise of plastic hinges in the proposed equation.
The mathematical and technical foundations of optimization have been developed to a large extent. In the design of buildings, however, optimization is rarely applied because of insufficient adaptation of this method to the needs of building design. The use of design optimization requires the consideration of all relevant objectives in an interactive and multidisciplinary process. Disciplines such as structural, light, and thermal engineering, architecture, and economics impose various objectives on the design. A good solution calls for a compromise between these often contradictory objectives. This presentation outlines a method for the application of Multidisciplinary Design Optimization (MDO) as a tool for the designing of buildings. An optimization model is established considering the fact that in building design the non-numerical aspects are of major importance than in other engineering disciplines. A component-based decomposition enables the designer to manage the non-numerical aspects in an interactive design optimization process. A façade example demonstrates a way how the different disciplines interact and how the components integrate the disciplines in one optimization model. In this grid-based façade example, the materials switch between a discrete number of materials and construction types. For light and thermal engineering, architecture, and economics, analysis functions calculate the performance; utility functions serve as an important means for the evaluation since not every increase or decrease of a physical value improves the design. For experimental purposes, a genetic algorithm applied to the exemplary model demonstrates the use of optimization in this design case. A component-based representation first serves to manage non-numerical characteristics such as aesthetics. Furthermore, it complies with usual fabrication methods in building design and with object-oriented data handling in CAD. Therefore, components provide an important basis for an interactive MDO process in building design.
Several results concerning the distribution of the headway of busses in the flow behind a traffic signal are presented. In the main focus of interest is the description of analytical models, which are verified by the results of Monte-Carlo-Methods. The advantage of analytical models (verified, but not derived by simulation methods) is their flexibility with respect to possible generalizations. For instance, several random distributions of the flow incoming to the traffic signal can be compared. The attention will be directed at the question, how the primary headway H (analyzed in front of the traffic signal) is mapped to the headway H’ analyzed behind of the traffic signal and how the random distribution of H is mapped to that of H’. For the traffic flow in front of the traffic signal several models will be discussed. The first case considers the situation, that busses operate on a common lane with the individual motor car traffic and the traffic flow is saturated. In the second situation, busses operate on a separated bus lane. Moreover, a mixed situation is discussed to model as close to reality as possible.