This thesis deals with the choice of suitable rear axle and the subsequent design of its placement into the frame of the new SOR bus. There is processed the determination of loading forces in three types of driving conditions. Furthermore, the strength analysis of the axle beam is carried out using the forces obtained.

This thesis is focused on obtaining data from a car via the OBDII interface. A successive analysis of the measured values, car sensors, control systems and communication principles between them is done. Basic principles for creating Android mobile applications have been also summarized here. However, the main focus is on designing an application which uses a microcontroller ELM327 to communicate with the electronic systems of a real car. The application shows the obtained data in a form that enables the driver to improve his/her driving habits in terms of fuel economy. The application also demonstrates communication with a car outside of the OBDII standard, in this scenario, by controlling a built-in radio in the car.

During some operations the brake system on a truck is exposed to severe stress and hightemperatures. To ensure function and safety during these operations, Scania test thebrake system both test rigs and in actual trucks around the world. There are tests thatare regulated by law that the truck manufacture must pass to be allowed to sell its vehicleand there are Scania internal tests to validate performance and quality. One of thoseinternal Scania tests is a severe test with extreme temperatures, called the Rossfeld-test,performed at the Rossfeld slope in the German Alps. The idea is that the truck rolls downthe slope only accelerated by the downhill force where the wheel brakes will be appliedwhen the vehicle speed passes 35 km/h and released when going slower than 25 km/h,this is repeated until the end of the slope. No auxiliary brakes are used. The objective of this thesis is to investigate the possibility of using a Scania truck as a testbench to perform a simulation of a truck rolling down a descent. And by this investigatethe possibility of recreating a wheel brake test as the Rossfeld-test on a horizontal roadby using the engine as the source of acceleration instead of the gravity. In this thesis a model was developed in Matlab/Simulink which through the CAN-busnetwork in the truck could request engine torque and brake pressure. Given the roadtopography of the actual German slope, the corresponding downhill force was calculatedand requested of the engine and brake pressure was applied when the truck passed 35km/h and released again when reaching 25 km/h. The model was verified against roll-tests performed in known slopes with three, eightand sixteen percent gradient. Results from simulations with the truck showed a biggerinconsistency with respect to acceleration and gear selection when requesting a low torqueas with the simulation of a 3% slope. This was not the case when requesting a highertorque as when simulating a 8% or 16% slope. The results showed that at a highertorque request the acceleration was more consistent but the truck was still acceleratingslower than the corresponding roll-test and an extra twelve percent of torque was addedto mimic the acceleration of the roll-test. The first 3000 m of the Rossfeld-slope wassimulated by driving in a circle and the temperature measurements catches the differencesin temperature build up as in the result from a real Rossfeld-test performed in the Germanalp. This shows there is a potential in this type of simulation.

This Thesis project is going to be situated in my home town Östersund, 600 kilometers north from Stockholm.It´s a small town with 60 000 people and it is the only city of the region Jämtland in Norrland, Sweden.In the city centre of Östersund there is one existing bus terminal station where the buses arrive with people from the entire region.The task for this Thesis project is to rebuild the existing bus station in Östersund where the actual terminal building is going to be completely demolished and the entire block within the current bus stops is going to be rearranged.The topography of the terminal area is now dividing the regional buses that arrives on the upper level from the city buses that stops at the lower level. Therefore the main challenge of the new proposal is how one would strengthen the junction between these two flows of people and how a new architecture could enable the encounter between the countryside and the urban city. / Detta examensprojekt kommer att vara belägen i min hemstad Östersund, 600 kilometer norr om Stockholm. Det är en liten stad med 60 000 personer och det är den enda staden i regionen Jämtland, Norrland. I centrum av Östersund finns en befintlig bussterminalen där bussarna anländer med folk från hela regionen. Uppgiften för detta projekt är att bygga om den befintliga busstationen i Östersund topografin på terminalområdet i dagsläget separerar de regionala bussarna som anländer på den övre nivån från stadsbussarna som stannar på en lägre nivå. Den största utmaningen i det nya förslaget är hur man istället skulle kunna stärka förbindelsen mellan dessa två flöden av människor och hur en ny arkitektur kan möjliggöra mötet mellan glesbyggd och den urbana staden.

Thesis (M.S.)--Massachusetts Institute of Technology, Dept. of Civil Engineering, 1982. / MICROFICHE COPY AVAILABLE IN ARCHIVES AND ENGINEERING. / Includes bibliographical references. / by Patrick Jaillet. / M.S.

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Recent progress in technology has facilitated the design, testing, and deployment of traffic signal priority strategies for transit buses. However, a clear consensus has not emerged regarding the evaluation of these strategies. Each agency implementing these strategies can have differing goals, and there are often conflicting issues, needs, and concerns among the various stakeholders. This research attempts to assist in the evaluation of such strategies by presenting an evaluation framework and plan that provides a systematic method to assess potential impacts. The results of the research include the development of specific measures corresponding to particular objectives, with descriptions to facilitate their use by agencies evaluating traffic signal priority. The use of this framework and plan is illustrated on the Columbia Pike corridor in Arlington, Virginia with the use of the INTEGRATION simulation package. In building upon prior efforts on this corridor, this work presents a method of simulating conditional granting of priority to late buses in an attempt to investigate the impacts of priority on service reliability. Using the measures developed in this research, statistically significant improvements of 3.2% were found for bus service reliability and 0.9% for bus efficiency, while negative other traffic-related impacts were found in the form of increases in overall delay to the corridor of 1.0% on a vehicle basis or 0.6% on a person basis. Areas identified for future research include extensions to INTEGRATION to permit consideration of real-time conditional priority, further exploration of the relationship between components of bus travel times, and examination of the role of passenger loads on priority operation and impacts. / Ph. D.

Boarding, alighting and seating maneuvers were monitored on selected Arlington Transit (ART) bus routes in order to determine the link between passenger demographics, seating preferences and boarding and alighting times within the system. The data collection methodology employed digital stopwatch timings of boardings and alightings in conjunction with a coordinate-based spreadsheet seating chart tracking system in order to document passenger movements and seating occupancies. Passengers were visually profiled according to their ethnicity, sex, general age group and bulkiness. Multiple linear regression analysis was used to develop boarding and alighting models, and t-tests were used to isolate statistically significant differences between profiled groups in terms of their seating preferences and inter-group separation distances aboard the buses. It was observed that female passengers tend to sit closer to other passengers than males do, and that older female passengers have a preference for sitting in aisle seats and towards the lower level front of the bus - each of these preferences is linked with shorter boarding times. Males, in general, tend to prefer window seating to aisle seating, and this preference is linked with longer boarding and alighting times. It was also observed that younger passengers prefer less efficient upper level seating to lower level seating and that white passengers, on average, tend to sit closer to other white passengers on routes where whites are a minority in terms of passenger composition. Monetary fare payment was observed to contribute to longer boarding times than the use of a swipe card (e.g., SmarTrip® card). / Master of Science

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