I denna rapport redovisas fyra koncept för utveckling av en bromspedal, med målet att reducera godstjockleken från den befintliga pedalen som är 2mm till 1,5mm, men samtidigt behålla hållfastheten som den befintliga bromspedalen erhåller. Det ställs höga belastningskrav på bromspedaler, och att minska godstjockleken innebär högre påfrestningar på materialet.För att utveckla en ny konstruktion som skall leva upp till dessa krav har programvaran PTC Creo 3.0 använts, och för analysering av dessa koncept har verktyget Simulate använts.I resultatdelen simuleras och redovisas fyra koncept i 1,5mm plåt som jämförs i total förskjutning med originalpedalen i 2mm plåt. Slutsatsen är att de inte når upp till lika bra resultat som originalpedalen. Däremot med 1,9mm plåt når det resultatmässigt bästa konceptet (koncept 3) upp till ett bättre resultat än originalpedalen, och detta leder till en viss förbättring i minskning av material, med bibehållen hållfasthet. / This report describes four prototypes for the development of a brake pedal, with the goal of reducing material thickness from the the existing pedal from 2mm to 1.5mm, while maintaining the strength of the existing brake pedal. There are high load demands on the brake pedals, and to reduce the thickness means higher strain on the material.To develop a new design that will live up to these requirements, the design tool software PTC Creo 3.0 has been used, and the analysis of these structures has been performed using the tool Simulate in PTC Creo parametric.The result show four concepts presented and simulated in 1.5mm plate thickness, and the results are compared with the original pedal results in 2mm plate thickness regarding total displacement. The conclusion is that the concepts do not fulfill the load requirements.However with 1.9mm plate thickness, our best concept (concept 3) is fulfilling the loading requirements even better than the existing pedal, and that leads to an improvement regarding reducement of material, with retained strength.

O processo de abertura da economia brasileira, intensificando nos anos 90, e a relativa estabilidade monetária conquistada com o Plano Real (1994), propiciaram reestruturações em grande parte do tecido industrial brasileiro e, conseqüentemente, em seus padrões de produtividade e competitividade. A cadeia automotiva instalada no Brasil é uma referência neste contexto. Este trabalho tem como objetivo analisar os efeitos da política industrial implementada pelo estado sobre o processo de reestruturação produtiva da cadeia automotiva nacional, a partir do conhecimento disponível sobre esse processo, ocorrido durante o período que se inicia nos anos 90 (com a intensificação da abertura econômica) e segue até o final do ano de 2003. O presente trabalho analisa quais foram os instrumentos de política industrial utilizados pelo estado ao longo do período e se tais instrumentos geraram ganhos ou perdas no que se refere ao aumento da eficiência e eficácia econômica e produtiva na cadeia automotiva nacional. / The opening process of brazilian economy, intensified in 1990\'s, and the monetary stability achieved with the Plano Real (1994), originated a new framing in a large part of brazilian industrial body and, consequently in their pattern of productivity and competitive ways. The automotive chain installed in Brazil is a reference in this context. This work deals with the analysis of the effects of industrial policy put in practice by the state in the process of creation of a new framing in the brazilian automotive chain, using the knowledge available about this process, occurred from the beginning of 90\'s until the last days of 2003. This work analysis the tools of industrial policy used by the brazilian government throughout this period and if these tools generated gain or damage about the increase of economic and productive efficiency and efficacy of the automotive chain in Brazil.

O sucesso na indústria automobilística está intrinsecamente associado à sua capacidade de apresentar rapidamente novos produtos ao mercado. Foram fundamentais para reduzir o tempo de desenvolvimento de novos veículos a utilização de sistemas de projeto auxiliado por computador, ou CAD, para substituir o modelamento tridimensional físico pelo digital. Buscamos inicialmente apresentar os aspectos históricos da produção industrial do automóvel no início do século XX para compor um panorama com os personagens e os fatos relevantes que influenciaram o processo de projeto de veículos. Destacamos a criação do Art & Color Section da GM porque foi neste estúdio que modelos de projeto representando a carroceria de automóveis foram construídos pela primeira vez utilizando clay industrial. Descrevemos o fluxo de trabalho do processo de projeto no design automotivo e investigamos adicionalmente as possíveis interferências dos programas de modelamento digital no desenvolvimento criativo de projetos de design de automóveis. Complementarmente, analisamos a influência das ferramentas digitais na formação dos futuros designers de automóveis, os futuros desenvolvimentos de interface dos programas CAD/CAS e o panorama atual dos principais programas utilizados no design industrial de automóveis. / The ability to offer new products to the market is the key to success in auto industry. New vehicles are developed with Computer-Aided Design (CAD) programs, resulting in great development time reduction where digital models replaced traditional clay models. By researching historical facts about the auto industry production in early 20th century, this research focused on building a background where the design processes were developed, including relevant biography and facts about the people who created the modern car. We highlighted the creation of GM Art & Color Section due to its relation with the first use of car body models modeled with industrial clay. To find possible interferences caused by the use of digital modeling within the creative phase of car design processes, we described and analyzed the car design process workflow. Furthermore, we analyzed how digital tools can influence new designers education, looked for future CAD/CAS software interface development and an overview on the main high-end software for car design.

Este trabalho é um estudo de caso múltiplo, realizado em concessionárias do setor automotivo, que visa ao levantamento do estado atual da gestão dos estoques de peças de reposição e sua correlação com os modelos existentes na literatura sobre o tema. O estudo englobou sete concessionárias de quatro marcas, apontadas por especialistas das respectivas associações como sendo exemplos de boa gestão neste segmento. Os resultados apontaram que, de fato, no nível gerencial pesquisado existem grandes lacunas entre as teorias acadêmicas e as práticas, em especial quanto ao uso de técnicas de previsão de demanda, à decisão de estocagem dos produtos e às políticas de estocagem adotadas. O principal motivo para explicar estas lacunas é o desconhecimento das técnicas pelos gestores. Este desconhecimento parece estar ligado às deficiências na formação escolar e nos cursos de aperfeiçoamento oferecidos, pelas montadoras e associações, aos gestores destes estoques. Novas pesquisas são sugeridas, ao nível dos proprietários/acionistas das concessionárias, para verificação de outras possíveis explicações sobre os motivos destas lacunas. A pesquisa é concluída com diversas recomendações, tanto aos praticantes como aos acadêmicos, buscando a redução destas lacunas. / This dissertation is a multiple case study, performed in automotive dealers. The objective is to evaluate current spare parts inventory management practices status and their correlations with existing models on academic references. The study included seven dealers (from four different brands) which were recognized as examples of good practices at spare parts management by the dealer association specialists. The results pointed out that, in fact, at the managerial level interviewed, there are large gaps between academic theories and management practice, especially on demand forecasting, stocking decision and stocking policies. The gaps are mainly explained by managers? lack of knowledge on inventory control. This lack of knowledge seems to be caused by school and specialization courses (provided by automakers and dealers associations) deficiencies. New researches are suggested, at the owners/stockholders level, to verify other possible gap reasons. Research is concluded with several recommendations to academics and managers in order to reduce the theory-practice gap.

The Diploma Thesis seeks to evaluate key markets of the SKODA Auto company in terms of purchasing and supply possibilities. It analyzes both Skoda's external and internal environments and assesses current conditions in their key foreign supply market. Furthermore, it describes the purchasing process, methods of localization of suppliers, as well as possible methods of evaluation of Skoda's suppliers. The Thesis should provide the reader with an overview of current trends and opportunities in Skoda's supplier market.

Background.As a result of the digital era, vehicles are being digitalised in arapid pace. Autonomous vehicles and powerful infotainment systems are justparts of what is evolving within the vehicles. These systems require more in-formation to be transferred within the vehicle networks. As a solution for this,Ethernet was suggested. However, Ethernet is a ’best effort’ protocol which cannot be considered reliable. To solve that issue, specific implementations weredone to create Automotive Ethernet. However, the out-of-the-box vulnerabil-ities from Ethernet persist and need to be mitigated in a way that is suitableto the automotive domain. Objectives.This thesis investigates the vulnerabilities of Ethernet out-of-the-box and identify which vulnerabilities cause the largest threat in regard tothe safety of human lives and property. When such vulnerabilities are iden-tified, possible mitigation methods using security measures are investigated.Once two security measures are selected, an experiment is conducted to see ifthose can manage the latency requirements. Methods.To achieve the goals of this thesis, literature studies were conductedto learn of any vulnerabilities and possible mitigation. Then, those results areused in an OMNeT++experiment making it possible to record latency in a sim-ple automotive topology and then add the selected security measures to get atotal latency. This latency must be less than 10 ms to be considered safe in cars. Results. In the simulation, the baseline communication is found to take1.14957±0.02053 ms. When adding a security measure latency, the total dura-tion is found. For Hash-based Message Authentication Code (HMAC)-SecureHash Algorithm (SHA)-512 the total duration is 1.192274 ms using the up-per confidence interval. Elliptic Curve Digital Signature Algorithm (ECDSA)- ED25519 has the total latency of 3.108424 ms using the upper confidenceinterval. Conclusions. According to the results, both HMAC-SHA-512 and ECDSA- ED25519 are valid choices to implement as a integrity and authenticity secu-rity measure. However, these results are based on a simulation and should beverified using physical hardware to ensure that these measures are valid. / Bakgrund.Som en påföljd av den digitala eran, så har fordon blivit digitalis-erade i ett hastigt tempo. Självkörande bilar och kraftfulla infotainmentsys-tem är bara några få av förändringarna som sker med bilarna. Dessa systemkräver att mer information skickas genom fordonets nätverk. För att nå dessahastigheter föreslogs Ethernet. Dock så är Ethernet ett så kallat ’best-effort’protokoll, vilket inte kan garantera tillförlitlig leverans av meddelanden. För attlösa detta har speciella tillämpningar skett, vilket skapar Automotive Ethernet.Det finns fortfarande sårbarheterna av Ethernet kvar, och behöver hanteras föratt tillämpningen skall vara lämplig för fordonsindustrin. Syfte.Denna studie undersöker vilka sårbarheter som finns i Ethernet ’out-of-the-box’ och identifierar vilka sårbarheter som har värst konsekvenser urperspektivet säkerhet för människor och egendom. Två säkerhetsimplementa-tioner väljs ut för att se över vidare de kan användas för kommunikation i bilar. Metod.För att nå arbetets mål, så genomfördes en literaturstudie för attundersöka sårbarheter och potentiella motverkningar. Studiens resulat använ-des sedan i en simulering för att kunna mäta fördröjningen av en enkel topologii en OMNeT++miljö. Sedan addera den tiden med exekveringstiden för säker-hetsimplementationerna för att få en total fördröjning. Kommunikationstidenmåste vara mindre än 10 ms för att räknas som säker för bilar. Resultat.I simuleringen, så ger mätningarna en basal kommunikation på1.14957±0.02053 ms. När säkerhetsimplementationerna tillsätts så får manden totala kommunikationstiden. För HMAC-SHA-512 mäts den totala kom-munikationstiden till 1.192274 ms genom att använda den övre gränsen av kon-fidensintervallet. För ECDSA - ED25519 mäts tiden till 3.108424 ms. Slutsatser.Enligt resultaten så är både HMAC-SHA-512 och ECDSA - ED25519möjliga alternativ för integritets- och äkthetstillämpningar i fordorns kommu-nikation. Dessa resultaten är dock framtagna ur en simulering och bör verifierasmed hjälp av fysisk hårdvara så mätningarna är sanningsenliga.

<p>EfficientNet is designed to achieve top accuracy while utilizing fewer parameters, in addition to less computational resources compared to previous models. </p> <p><br></p> <p>In this paper, we are presenting compound scaling method that re-weight the network's width (w), depth (d), and resolution (r), which leads to better performance than traditional methods that scale only one or two of these dimensions by adjusting the hyperparameters of the model. Additionally, we are presenting an enhanced EfficientNet Backbone architecture. </p> <p><br></p> <p>We show that EfficientNet achieves top accuracy on the ImageNet dataset, while being up to 8.4x smaller and up to 6.1x faster than previous top performing models. The effectiveness demonstrated in EfficientNet on transfer learning and object detection tasks, where it achieves higher accuracy with fewer parameters and less computation. Henceforward, the proposed enhanced architecture will be discussed in detail and compared to the original architecture.</p> <p><br></p> <p>Our approach provides a scalable and efficient solution for both academic research and practical applications, where resource constraints are often a limiting factor.</p> <p><br></p>

Classic AUTOSAR provides a standardized architecture and guidelines for automotive development. However, it does not include specifications for securing Ethernet communication. The IEEE 802.1AE standard specifies a security standard called Media Access Control Security (MACsec) to protect Ethernet communication. MACsec protected communication requires key agreement between the network peers. IEEE has also standardized this as MACsec Key Agreement (MKA) protocol specified in the 802.1X-2020 standard. This thesis determines the feasibility of incorporating the MKA protocol and MACsec standard in Classic AUTOSAR. For this purpose, we designed and implemented a proof of concept (PoC), having an evaluation board running Classic AUTOSAR communicating via Ethernet with a virtual machine. Classic AUTOSAR has a layered architecture. The PoC developed in this thesis introduces a services module in its basic software layer, which performs MKA protocol and provides MACsec protection. It interacts with the Ethernet interface in the hardware abstraction layer and with the cryptographic service manager (CSM) in the services layer. Furthermore, this thesis evaluates the results to determine that the PoC meets the security requirements and does not violate the Classic AUTOSAR specifications. Based on the design and implementation of this proof of concept, we conclude that it is feasible to incorporate the MKA protocol and MACsec standard in Classic AUTOSAR. This work also mentions the limitations of the PoC and future work required to achieve the goal of having MKA protocol and MACsec standard as a part of Classic AUTOSAR specification. / Classic AUTOSAR tillhandahåller en standardiserad arkitektur och riktlinjer för fordonsutveckling. Den innehåller dock inga specifikationer för att säkra Ethernet-kommunikation. IEEE 802.1AE-standarden specificerar en säkerhetsstandard som kallas Media Access Control Security (MACsec) för att skydda Ethernet-kommunikation. MACsec-skyddad kommunikation kräver nyckelöverenskommelser mellan nätverkskollegorna. IEEE har också standardiserat detta som MACsec Key Agreement (MKA)-protokoll specificerat i 802.1X-2020-standarden. Denna avhandling bestämmer möjligheten att införliva MKA-protokollet och MACsec-standarden i Classic AUTOSAR. För detta ändamål designade och implementerade vi ett proof of concept (PoC), med ett utvärderingskort som kör Classic AUTOSAR som kommunicerar via Ethernet med en virtuell maskin. Classic AUTOSAR har en skiktad arkitektur. PoC som utvecklats i denna avhandling introducerar en tjänstemodul i sitt grundläggande mjukvarulager, som utför MKA-protokoll och ger MACsec-skydd. Den interagerar med Ethernet-gränssnittet i hårdvaruabstraktionslagret och med den kryptografiska tjänstehanteraren (CSM) i tjänsteskiktet. Dessutom utvärderar denna avhandling resultaten för att fastställa att PoC uppfyller säkerhetskraven och inte bryter mot Classic AUTOSAR-specifikationerna. Baserat på designen och implementeringen av detta proof of concept drar vi slutsatsen att det är möjligt att införliva MKA-protokollet och MACsec-standarden i Classic AUTOSAR. Detta arbete nämner också begränsningarna för PoC och framtida arbete som krävs för att uppnå målet att ha MKA-protokoll och MACsec-standard som en del av Classic AUTOSAR-specifikationen.

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