Segway has been a popular production as an alternative transporter since its invention at the end of 20th century. Millions of people like for its ergonomic design and high-tech elements. It is predicted to be an innovational product to change a person's life style. This thesis focuses on building a simple low cost, home-made Segway style scooter. This project uses two electric scooter motors, two 12V car batteries, one accelerometer and several microprocessors to build up the whole system. Significantly, this project also explains how to build a Brushed Direct Current (BDC) motor driver with a rated output power of more than 350W and the capability of coping with up to 120A transient peak current and up to 40A continuous current. Four-quadrant operation and eight modes of DC motor operation are discussed. A mathematical model of the Segway style scooter is also introduced in details. This including the modelling of a BDC motor, a two-wheeled inverted pendulum and their combination. The linearization of these models is used. At the end the linearized model is simulated in computer software.

醫療品質對於醫院管理而言，是一重要且應關心的議題。醫療品質所涵蓋的層面十分廣泛，本研究以醫療品質專家Donabedian（1988）的靶心模式中，位於靶心的醫療技術為本研究中有關醫療品質的定義，來探討醫療品質的影響因素。 對於醫療品質的影響因素，Donabedian提出由醫療結構、醫療過程及醫療結果來衡量醫療品質，而其中結構會影響過程，而過程會影響結果。若我們將病患接受醫療照護後健康狀況的改變結果，視為醫療品質的衡量依據，則影響此醫療結果的因素則來自結構及過程。因此本研究中探討結構中醫師因素，及醫療過程中醫療的因素及病患因素，試圖由此三大構面找出影響醫療結果品質的因素。 以國內某醫學中心的眼科部為實證對象，蒐集的樣本為88年10月至89年3月，於此個案醫院接受白內障手術的住院病患，利用病歷資料中的記錄，並追蹤3月內的門診資料，擷取所需的預後結果為品質指標而進行分析。本研究中選取的醫療結果品質指標有四項分別為：1.手術後最佳視力，2.是否發生手術相關併發症，3.手術時間，4.復原時間。 醫療人員的素質及數量等皆會影響醫療結果品質的好壞，本研究中，由於是由醫師負責整個手術（白內障手術）前的檢查、手術的決定及執行、及術後的處置，醫師為整個醫療過程是否達到品質標準的重要決定因素，所以主要以醫師素質為探討的對象。本研究以探討醫師長期經驗（醫師執業的時間）、短期經驗（醫師近二年所執行之白內障手術量）及職級對於醫療品質的影響。 白內障手術方式手術方式不同則會影響有兩種，其流程及困難度皆不同，所以會對於醫療結果品質有影響。本研究中醫療因素即探討不同手術方式對於醫療結果品質的影響。 醫療過程是由病患與醫師共同互動完成的，所以本研究將病患的因素列入醫療品質影響因素的探討。探討病患的年齡及是否併存有其他眼科疾病二因素對於醫療結果品質的影響。 本研究複迴歸分析結果顯示，醫師因素中醫師長期經驗可得較短的手術時間；醫師短期經驗可得較佳的術後視力及較短的復原時間。手術方式中新式超音波晶體乳化術，則雖可得較佳的術後視力及縮短復原時間，但會造成較多的手術相關併發症。病患因素中以病患併有其他眼科疾病，會影響術後最佳視力及復原時間較長。 綜合上述，本研究發現，醫師因素、醫療因素及病患因素皆會影響醫療結果品質，對於個案醫院再擬定品質管理策略時，應就不同的影響因素，擬定管理方針，以改善白內障的醫療結果品質。 / Quality of health care is an important performance measure for hospitals. In this paper, I investigate the drivers of quality performance of cataract surgery at medical center. I regard some factors as the drivers of quality performance. Quality performance of cataract surgery is measured by medical outcomes: 1.the visual acuity after surgery, 2.the complication rate, 3.the operation time and 4.the recovery time. Three groups of factors are included in this paper: 1.service agent factors (e.g. the long term experience of doctors, the short term experience of doctors and the employment status of doctors), 2.service factors (e.g. the operation methods) and 3.customer factors (e.g. the age of the patients and the co-existence of other ophthalmalogic diseases of the patients). My study demonstrates the following results: 1. The long-term experience of doctors shortens the operation time. 2. The short-term experience of doctors affects positively the post operational visual acuity and shortens the recovery time. 3. Phacoemulsification, the latest operation method, gets better post operational visual acuity and shorter recovery time than does extracapusle cataract extraction. However, more complications happen in the patient group with phacoemulsification. 4. The patients with co-existing ophthalmalogic diseases have worse post operational visual acuity and longer recovery time than do the patients without diseases.

<p>The goal of this thesis has been to study the behaviour of the closed loop driver-vehicle-environment in simulation and to find parameters of the synthetic vehicle model, which minimise certain optimisation criteria. A method of optimising parameters using genetic algorithms has been implemented and has proven to work well. Two different driving strategies have been tried in the optimisation of an ISO lane-change maneouvre. The first approach has simulated a beginner driver and his or her behaviour. The second approach simulates an experienced driver and also the possibility of driver adaption to different vehicle types. The implemented driver model has shown to be sufficient to describe the driver's behaviour during lateral maneouvres. A parameter set which minimises the lateral acceleration response on steering wheel angle has proven to be the optimum. This includes a small steering wheel ratio, and a small but positive under steer gradient. The driver has demonstrated the ability to adapt to different vehicles, and therefore different parameter sets, describing the driver, should be used for different problems.</p>

<p>This master thesis holds a modelling in Simulink for a physical model of a main battletank tower, a three-phase induction motor and some mechanics. The aim of this work is to connect an earlier project at AerotechTelub, named StabSim to another called Eldris. In StabSim it has been made a Simulink model of the align and stabilisation system in a main battle tank 122 and in Eldris it has been build a physical model of a main battle tank tower. </p><p>In this thesis the models that differs between Eldris and a real tower is changed in StabSim, and the parts that only exist in Eldris is added, for example a torque generating system which purpose is to make the model to behave like a real tower in control application, although it only has half the inertia as a real tower. </p><p>The thesis even includes proposing a calculation of the torque that the torque generating system will actuate at the model.</p>

<p>Electrooculogram (EOG) data was used to develop, adjust and validate a method for drowsiness detection in drivers. The drowsiness detection was based on changes in blink behaviour and classification was made on a four graded scale. The purpose was to detect early signs of drowsiness in order to warn a driver. MATLAB was used for implementation. For adjustment and validatation, two different reference measures were used; driver reported ratings of drowsiness and an electroencephalogram (EEG) based scoring scale. A correspondence of 70 % was obtained between the program and the self ratings and 56 % between the program and the EEG based scoring scale. The results show a possibility to detect drowsiness by analyzing blink behaviour changes, but that inter-individual differences need to be considered. It is also difficult to find a comparable reference measure. The comparability of the blink based scale and the EEG based scale needs further investigation.</p>

<p>This master thesis deals with experimental data that were collected through a crash avoidance experiment (which was lead by Professor Lennart Strandberg) in February and March 1990. Fifty-two ordinary drivers were instructed to perform two different kinds of manoeuvres on ice to determine the effectiveness of antilock brakes and of four tyre configurations. Results were reported at the 1991 ESV Conference.</p><p>The first aim of this master thesis is to check and revise the measured data (used by Prof. Strandberg in courses at Linköping University). Checking out many hours of video recordings from onboard cameras reveals various protocol inconsistencies and errors, which in some cases it is not possible to correct. This work might increase the reliability of any further analysis of these data.</p><p>The second aim is to elaborate on the revised data and to test the hypothesis that quick steering is a key factor to not lose control of the car during a crash avoidance manoeuvre. Different variables are introduced and used to estimate the steering wheel velocity and lateral friction use.</p><p>The results show linear (positive) correlations between lateral friction use and steering wheel velocity. The greatest steering wheel velocities appear in the tests with loss-of-control and reach values up to 1180 degrees per second. However, the 1990 experimental layout was not intended for this type of research questions and it seems difficult to determine the causal relationship between quick steering and control of the car. Some cases of excessive steering input might have occurred. The results indicate that quick steering by itself is not enough to guarantee the total control of the car. An early reaction to the skid might be necessary too. Evidently, further research is needed.</p>

<p>Navigation systems are today options provided by car manufacturers’ world wide and market predictions suggest that 25 percent of all cars produced by 2009 will have navigation systems installed. However, there are many human-interface issues concerning the use of these navigation systems. This thesis describes a study which evaluates and tests the safety and usability of the Volvo P1 navigation system and also contains suggestions on how the system and its controls should be designed to be safer and easier to use. This is done through heuristic evaluations and a Lane Change Test (LCT). The LCT is used to compare the level of driver distraction between the steering wheel control and remote control and also between common and advanced exercises in the system. Results from the study shows that there are no significant differences in distraction between using the steering wheel control or the remote control. The results also show that there are no significant differences in distraction between the common and advanced exercises. The results of the study are presented as a collection of design proposals that can be used to improve the system’s safety and usability.</p>

<p>Many information technology artefacts can be found in today’s cars. The interaction with these artefacts is the driver’s secondary task while driving the car in a safe way is the primary task. When designing interfaces for in-vehicle usage, measures have to be taken in order to make the interaction with the artefact suit the in-vehicle environment. One of these measures is to have the appropriate screen density level, which is the amount of information present on the screen.</p><p>This thesis compares the usability of two integrated in-vehicle display prototypes, one with low screen density and one with high screen density. The usability comparison considers both safety and user preferences. Safety was measured by a Lane Change Test (LCT) which measures distraction of a primary task while performing a secondary task, and user preferences was measured with a questionnaire. Before the comparison was made, controls and a graphical user interface were designed.</p><p>Results showed no significant difference in driver distraction between performing tasks on the high screen density display and the low screen density display. However, a vast majority of the users preferred high screen density over low. Furthermore, the distraction levels for both the high and the low screen density displays were below the proposed 0.5 meter limit for allowed driver distraction. The results indicate that in-vehicle displays can have a high level of screen density without imposing a level of distraction on the driver that is unsuitable for driving.</p>

<p>An increasing amount of technology in cars makes new ideas and solutions necessary. This study will explore the idea of a personalized driver environment and investigate possible benefits and drawbacks with such a feature. The study consists of three parts: a pre-study exploring personalization, a survey investigating the attitudes towards personal settings, and finally an interview testing a specific solution. The survey was distributed in USA and Sweden while the interviews were conducted with Swedish subjects.</p><p>Overall, the concept of a personalized car has been well received. This study has shown that the most requested settings are associated with the driver position, hi-fi system and climate. The study also suggests that feeling in control of the personalization is more important than the benefits associated with automation. The user prefers visible solutions, such as a personal button on the key before hidden (e.g. using a button sequence or a menu system). Such a button promotes the feature while allowing the user to interact with the car in a familiar way. However, since little real user experience exists with such solutions it is important to continue research when further developing personalization of a car.</p>

<p>Every year many people all over the world are killed and severely injured in road traffic accidents. Even though driving too fast is a behaviour well known to contribute to both the number and the outcome of these accidents, drivers are still speeding. The general aim of this thesis, and its five empirical studies, is therefore to further the knowledge about drivers speeding behaviour by using the theory of planned behaviour and the model underpinning the driver behaviour questionnaire as frames of reference. The behavioural data used is obtained from field trials with intelligent speed adaptation and the speed reducing potential of this system is also examined. The results show that attitude towards exceeding the speed limits, subjective norm, perceived behavioural control and moral norm from the theory of planned behaviour, but also violations and inattention errors from the model underpinning the driver behaviour questionnaire, can be used to predict drivers’ everyday speeding behaviour. These two models can also be combined in order to gain further knowledge about the causes of speeding. Identification of drivers’ beliefs about exceeding the speed limits gives further insight into the underlying cognitive foundation of their attitude, subjective norm and perceived behavioural control. This provides valuable information for future design of speed reducing measures. Regarding intelligent speed adaptation, the results show that the ISA speed-warning device greatly reduces the amount of time drivers spend above the speed limits, and to some extent also reduces their mean speeds, but that this effect decreases with time. Although the drivers are not totally satisfied with the experience of the ISA speed-warning device, they like the idea and can see its usefulness. As the device tested is a first generation ISA speed-warning device, further research has the potential to greatly improve the system.</p>