The aim of this diploma thesis is to create design of home for humanitarian purposes. The dwelling is designed for people who find themselves in emergency situation in which they lose their home. This situation mainly occurs after varies disasters, which are natural or caused by human fault. The dwelling is intended for temporary living for several months in conditions of temperate zone. The most important part of design is the dispositional solution. The layout of rooms and interior equipment create fully functional space. The shape of house is inspired by the pinwheel that is applied mainly on the roof. The rest of the complex is mainly geometrically shaped. It allowed producing particular pieces of building simply with lower financial charges. There is an effort to touch on inhabitants by pleasant and comfortable expression. This is the reason why the yellow color dominate in interior and orange color is ascendant in exterior. There is a possibility to built various number of rooms. This dwelling is demountable, easily transportable and prepared to be built again.

Le secteur automobile est aujourd’hui face au paradoxe de la personnalisation de masse. La diversité de produits finis est en augmentation perpétuelle du fait de la croissance de la personnalisation offerte au client. La diversité de composants à laquelle doivent faire faces les Chaînes Logistiques résulte de cette diversité de produits finis à fabriquer. Même si le coût de la diversité reste difficilement mesurable, cette diversité à un impact majeur sur la performance économique des entreprises de production. Dans le secteur automobile, une grande partie de ces coûts sont induits par le nombre très important de contraintes entre composants. De façon opérationnelle, ces contraintes rendent difficile la définition de nomenclature. Dans cette thèse, nous étudions une nouvelle façon de représenter la diversité. Aussi, pour limiter l’inflation de la diversité de composants à gérer, les fabricants doivent améliorer sans cesse leurs processus de conception et de production. L’usage d’une architecture modulaire des produits doit permettre de simplifier ces contraintes et donc la diversité de composants. Le succès de la mise en place d’une telle architecture dépend d’un certain nombre de conditions que nous étudions aussi dans cette thèse. Enfin, parce que la diversité de composants peut aussi résulter d’une vision locale des enjeux de diversité en phase de conception, cette thèse propose aussi une méthode de standardisation des modules et de leurs composants invisibles du client, basée sur une vision économique globale. / Nowadays, the automotive sector faces the mass customization paradox. The end-product diversity is constantly increasing as the customer can customize more and more product features. The component variety that Supply Chains must deal with, results from the end-product variety to make. Though variety cost is hard to measure, variety has a great impact on the economic performance of today's manufacturers. In the automotive sector, a large portion of these costs are due to the great amount of constraints between components. On an operational point of view, these constraints lead to difficulties in the establishment of Bills of Materials. In this thesis, we define a new approach that describes the variety within Bills of Materials. In addition, in order to limit the inflation of component variety to manage, companies should improve continuously their design and manufacturing processes. The use of a modular architecture should allow to reduce the number of constraints between components and as a consequence, to reduce the component variety. The success of the application of such architecture depends on some prerequisites that we also focus on in this thesis. Finally, as component variety might result also from local interests in design phases, this thesis proposes also a model that aims at standardizing both modules and their components that is based on a global economic perspective.

Aus der Einleitung: "Die Produktmodularität beeinflusst den finanziellen Erfolg eines Unternehmens (Eitelwein & Weber 2008). Das wirtschaftliche Einsparpotenzial der Produktmodularisierung wird dabei im Wesentlichen durch die Wiederverwendung von Produktkomponenten und der damit verbundenen Skalen- und Lernkurveneffekte erzielt (Göpfert 1998, Schölling 1997, Kersten & Koppenhagen 2002). Modularität ist von firmenspezifischen Faktoren abhängig (Hohnen 2010). Die Kenntnis dieser Faktoren und deren quantitative Ausprägung sind Voraussetzung für eine Determinierung der Produktmodularität hinsichtlich eines Kostenoptimums. Da diese Einflüsse nicht nur firmenspezifisch sind, sondern insbesondere von Produktsparte zu Produktsparte variieren (siehe Eitelwein & Weber 2008), ist es zweckmäßig, die jeweilige Modularität zu ermitteln und diese in Form einer Anforderung als Eingangsgröße an die Produktentwicklung weiter zu geben. Daraus leitet sich die Notwendigkeit einer Vorgehensweise ab, die es ermöglicht, die Modularität eines Produktes analysieren zu können und eine eindeutig quantifizierbare Aussage über die Modularität auszugeben."

Mjukvarutestningsgruppen på Scania använder en manuell och tidskrävande process för att återställa testfordon efter sina utförda arbeten. I den återställningsprocessen ingår ett antal olika applikationer för att kunna säkerställa att fordonet är i samma skick som det var innan testerna. För att förbättra arbetsflödet med minskad arbetsbelastning och att försäkra en säkrare process var de intresserade av att utveckla ett återställningsverktyg som kan göra detta uppdrag. Önskemålet var att skapa detta genom att återanvända så mycket av de redan tillgängliga komponenterna som möjligt. Då det fanns flera komponenter som uppfyllde funktionskraven för de flesta funktionaliteten krävdes det en undersökning för att avgöra vilka ska användas. Denna gjordes med hjälp av integrationsmodellen Enterprise Application Integration, där målet är att utveckla en slutprodukt av applikationerna som används inom en organisation för att förenkla bland annat underhåll, datahantering och utbildning av medarbetarna. En prototyp har tagits fram som implementerar tre existerande moduler på olika nivåer och som enligt målet med EAI själv är en enkel mjukvara som möjliggör att komponenterna tillsammans utför arbetet. / The software testing team at Scania use a manual and time consuming process to restore a test vehicle after working with it. Several different applications are used in this process to ensure the vehicle is in the same state as it was before their testing. To improve the workflow with a reduced workload and a more robust process, the test team was interested in the development of a restoration application. It was desired to develop the restoration application by reusing the components to the greatest possible extend. Since there were many components that fulfilled the needs of most functions, a pre-study of all the applications was done to decide which components can be re-used. This was study was based on the integration model, Enterprise Application Integration, which aims to create a single product combining the applications used in an organization to simplify processes such as maintenance, data management and employee training. A prototype was developed which implements three existing modules on different levels and, in line with the goals of EAI, is itself a simple application that enables the components to work in unision

Startups and new businesses are important for the development of technology, the economy, and the society as a whole. To be able to contribute towards this cause, startups need to be able to survive and grow. It is therefore important for startups to understand how they can scale up their business. This led to the purpose of this study: to determine success factors for technological startup companies to increase their scalability. Five areas were identified to have an impact on the scalability of a business, namely; partnerships, cloud computing, modularity, process automation and business model scalability. Within these areas, several subareas were found, which were certain areas of interest within the theory. Together, these subareas helped answer how companies can work with scalability in each area. These areas, and their subareas, went into an analytical model that formed the structure of the empirical and analytical parts of the study. The study is a multicase study, consisting of 15 B2B companies, of varying size and maturity, whom all offered software as a part of their solutions. The study concludes that there are six important factors for succeeding with scalability. An important factor to succeed with scalability is to adopt partnerships, since this will allow for outsourcing, and give access to resources, markets and customers. It is also concluded that cloud computing is a very scalable delivery method, but that it requires certain success factors, such as working with partners, having a customer focus, having the right knowledge internally, and having a standardized product. Further, modularity can enable companies to meet differing customer needs since it increases flexibility, can expand the offer, and make sales easier. The study concludes that process automation increases the efficiency in the company, and can be done through automating a number of processes. Focusing both internally and externally is another important factor for success, by allowing companies to develop a scalable product that is demanded by customers. Lastly, a scalable business model is found to be the final objective, and that it is important to work with the other areas to get there, something that includes trial and error to find what works best for each individual company. The six important factors formed the basis for the recommendations. The study recommend that startups should utilize partnerships and process automation. Startups should also be aware of, and work with, the success factors of cloud computing, use modularity when selling to markets with different customer needs, automate other processes before automating sales, keep customer focus when developing the product, and work actively to become more scalable.

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The aim of the thesis is to provide the mission requirements for the VEGA Transportation System(VTS), the equivalent of Phase 0 of a space project. The decrease in sizes and masses of the satellites opened the opportunity for the light capability VEGA launchers to contribute and reshape the European space value chain. VTS is envisaged to be an extension of the services offered by the VEGA launcher family, by providing solutions and services of space transportation and orbital exploitation. The elaboration of this thesis followed closely a methodology for defining complex space missions discussed by authors in “Methodology for requirements definition of complex space missions and system” and “Reusable space tug concept and mission”, which emphasizes the need of both, the Functional Analysis and Concept of Operation as fundamental activities to assess and derive the mission requirements. The results section reports a thorough description of the results obtained in the quest of identifying and characterizing new missions requirements for VTS. Specifically, missions for Releasing payload(s) to its/their final position and missions for Providing charter for In-Orbit Verification / In-Orbit Experimentation / In-Orbit Demonstration were exemplified. The mission requirements are summarized at the end of the section. A parallel between the findings and the current space trends is drawn in the Discussion, with details about the target market and how VTS could reshape it. A short discussion on how the entire portfolio of missions are amalgamated, in such a way that as few systems as possible can handle these missions is also provided. Lastly, a comparison between the work performed within the AVIO project and a sounding rocket project is given, providing thoughts about the lessons learned from both of them. Eventually, the conclusions are drawn based on the missions presented throughout thethesis and explains how the entire portfolio of missions will be further analyzed and more requirements will be deployed for the refinement of the entire VTS. / Syftet med denna rapport är att formulera uppdragskraven, motsvarande fas noll i ett rymdprojekt, för VEGA Transportation System (VTS). Minskningen i storlek och massa hos satelliter har öppnat upp för att VEGA, som är byggd för små nyttolaster, kan bidra till och utöka den europeiska uppskjutningskapaciteten och tjänsterna för olika rymdtransporter. Denna studien följer till stora delar metoderna som presenteras i “Methodology for requirements definition of complex space missions and system” samt “Reusable space tug concept and mission”. I dessa publikationer understryks behovet av både funktionell analys samt operationskonceptet som fundamentala aktiviteter för att bedöma och formulera uppdragskraven. Resultatavsnittet går igenom de framtagna uppdragkraven med de ovan nämnda metoderna. I diskussionsavsnittet analyseras nuvarande trender inom rymdsektorn och hur VTS kan vara med och forma utvecklingen samt den tänkta marknaden för systemet. Det diskuteras hur flera rymduppdrag kan slås ihop så att så få system som möligt kan hantera dessa uppdrag. Slutligen görs en jämförelse mellan arbetet inom AVIO-projektet med ett REXUS-sondraketprojekt, med tankar och lärdomar från båda projekten. Slutsatser dras utifrån portföljen av uppdrag som tagits fram för VTS i studien. VTS kommer framöver att fortsätta analyseras samt motiveras med flera argument för dess förbättring.

Finding new use for the existing railway tracks, which prove themselves as one of the best ways to carry heavy or sizable load. Therefore they have an ability to carry a space. Verification of merging railway with everyday life. Design of a modular units and modifiable structures. Utilization of modern technologies. Demonstration of a proposal of a design using typical examples of railway structure and its surroundings. Taking advantage of railway tracks, unused train stations, neighboring unused industry grounds etc. Description: New possibilities of using railway tracks and surrounded unused sites. Design of modular structures adapted according to selected areas. Utilization of modern technologies.

An important factor in system longevity is service-phase evolvability, which is defined as the ability of a system to physically transform from one configuration to a more desirable configuration while in service. These transformations may or may not be known during the design process, and may or may not be reversible. A study of 210 engineered systems was performed and found that system excess and modularity allow a system to evolve while in service. Building on these observations, this thesis introduces mathematical relationships that map a system's excess and modularity to that system's ability to evolve. These relationships are derived from elastic potential energy theories. The use of the evolvability measure, and other related measures presented herein, are illustrated with simple numerical examples and applied to the design of US Navy nuclear aircraft carriers. Using these relationships, it is shown that the Navy's new Ford-class aircraft carrier is the most evolvable carrier designed to date. Though the evolvability relationships introduced here are generically derived based on excess and modularity, the aircraft carrier example presented considers only the system excess.