Context. Collision is a basic necessity in most simulated environments, especially video games, which demand user interaction. Octrees are a way to divide the simulated environments into smaller, more manageable parts,and is a hierarchical tree-structure, where each node has eight children. Octrees and similar tree-structural methods have been used frequently to optimize collision calculations and partition the objects in the 3D space. Objectives. The aim of this thesis is to find a way to further improve upon the octree structure, by using a two-level octree structure, and simplify the collision of objects that do not demand much complexity, due to their size or the geometric simplicity of their 3D models, this is done by calculating how many pixels the objects occupy on the screen, and use that as a factor when deciding the depth of their individual octrees. Methods. Each object in the 3D environment is divided using an octree. These octrees generated for the objects are then placed in a larger octree. This large octree use the smaller ones to check collision between the objects. The pixel area occupied on the screen by the objects’ octrees is used to determine what depth of the octrees will be check for intersection. Two test scenes were set up to test our model. Results. Our implementation could effectively reduce the depth of octrees belonging to objects occupying little space on the screen. The experiments also showed that the reduced depth could be used with only a slight loss in accuracy. The accuracy loss increased when more objects were used. Conclusions. The results gained in the thesis show that the pixel area can be used effectively, and the simplified octrees can still represent the objects adequately, resulting in a cheaper but slightly less accurate collision.

This paper describes our game engine written in C++, using the DirectX libraries for graphics, sound and input. Since the engine is written using DirectX, an introduction to this system is given. The report gives a description of the structure of the game and the game kernel. Following this is a description of the graphics engine and its core components. The main focus of the engine is on the physics and how it is used in the game to simulate reality. Input is discussed briefly, with examples to show how it relates to the physics engine. Implementation of audio in the game engine is not described, but a general description of how sound is used in games is given. A theory for the basics of how artificial intelligence can be used in the engine is presented. The system for the architecture of the levels is described as is its connection to the graphics engine. The last section of the report is an evaluation and suggestions for what to do in the future. A user manual for the level editor is included as an appendix.

This thesis treats how to generate collision information for multibody simulations in AgX Dynamicswhere the geometries are described with the data structure boundary representation, BREP. BREP is adata structure that contains the exact mathematical description of each individual surface. To describecomplex surfaces exact and efficient non uniform rational basis spline, NURBS, is used and for trivialsurfaces like planes or spheres simpler equations is used. Since all surfaces in a BREP is described veryaccurate, the accuracy for the collision information can be set high without affecting the amount of dataneeded to describe the geometries.To make AgX Dynamics able to calculate forces in a multibody simulation, collision informationabout were and how much two geometries are intersecting is required. The collision information containswere the overlap between two geometries is, how much the objects have penetrated each other and thedirection for which the objects have to separate. To find the penetration depth and the overlap theNewton Raphson method were used. The experiments conducted, showed that it is possible to useBREPs as a description of geometries to produce the collision information needed for the physics engineused by AgX Dynamics to handle collisions. A comparison between trimesh and BREP for producingthe collision information, shows that data usage is much lower for the representation of geometries withBREPs than trimesh. The results also shows that the accuracy can be significantly higher than fortrimesh as the data usage for trimesh becomes non practical to handle when the required accuracy ishigh. With the high accuracy and with the smooth surfaces used with the BREP the artificial friction isalmost negligible except for cases were intersection points could not be found all around the intersectioncurves due to limitations in the algorithm. / Detta examensarbete behandlar hur man skapar kollisionsinformation för flerkropps simuleringar i AgXDynamics där geometrier beskrivs med datastrukturen boundary representation, BREP. BREP är endatastruktur som innehåller den exakta matematiska beskrivningen för varje enskild yta. Att beskrivakomplexa ytor exakta och effektivt med non uniform rationell basis spline, NURBS, används och förtriviala ytor som plan eller sfärer kan enklare ekvationer används. Eftersom alla ytor i en BREP beskrivsexakt, kan noggrannheten för kollisions informationen sättas högt utan att påverka den mängd data sombehövs för att beskriva geometrier.För att göra AgX Dynamics kunna beräkna krafter i en flerkroppssimulering, krävs kollisions informationom var och hur mycket två geometrier kolliderar. Kollisions informationen innehåller varöverlappningen mellan två geometrier är, hur mycket objekten har penetrerat varandra och den riktningsom föremålen ska separeras. För att hitta penetrationsdjup och överlapp användes Newton Raphsonsmetod. De experiment som utförts, visade att det är möjligt att använda BREPs som en beskrivning avgeometrier för att producera kollisions information som behövs för att den fysikmotor som används avAGX Dynamics ska kunna hantera kollisioner. En jämförelse mellan trimesh och BREP för att producerakollisionen informationen, visar att dataanvändning är mycket lägre när geometrier representeras medBREPs än trimesh. Resultaten visar också att noggrannheten kan vara väsentligt högre för BREP änför trimesh eftersom dataanvändning för trimesh blir opraktiskt att hantera när noggrannheten är hög.Med hög noggrannhet och med de släta ytor som används med BREP blev den artificiella friction nästanförsumbar, utom i fallen där skärningspunkter inte kunde hittas runt hela skärningskurvor på grund avbegränsningar i algoritmen.

In a passive radio-frequency identification (RFID) system the reader communicates with the tags using the EPC Global UHF Class 1 Generation 2 (EPC Gen-2) protocol with dynamic framed slotted ALOHA. Due to the unique challenges presented by a low-power, random link, the channel efficiency of even the most modern passive RFID system is less than 40%. Hence, a variety of methods have been proposed to estimate the number of tags in the environment and set the optimal frame size. Some of the algorithms in the literature even claim system efficiency beyond 90%. However, these algorithms require fundamental changes to the underlying protocol framework which makes them ineligible to be used with the current hardware running on the EPC Gen-2 platform and this infrastructure change of the existing industry will cost billions of dollars. Though numerous types of tag estimation algorithms have been proposed in the literature, none had their performance analyzed thoroughly when incorporated with the industry standard EPC Gen-2. In this study, we focus on some of the algorithms which can be utilized on today’s current hardware with minimal modifications. EPC Gen-2 already provides a dynamic platform in adjusting frame sizes based on subsequent knowledge of collision slots in a given frame. We choose some of the popular probabilistic tag estimation algorithms in the literature such as Dynamic Frame Slotted ALOHA (DFSA) – I, and DFSA – II, and rule based algorithms such as two conditional tag estimation (2CTE) method and incorporate them with EPC Gen-2 using different strategies to see if they can significantly improve channel efficiency and dynamicity. The results from each algorithm are also evaluated and compared with the performance of pure EPC Gen-2. It is important to note that while integrating these algorithms with EPC Gen-2 to modify the frame size, the protocol is not altered in any substantial way. We also kept the maximum system efficiency for any MAC layer protocol using DFSA as the upper bound to have an impartial comparison between the algorithms. Finally, we present a novel and comprehensive analysis of the probabilistic tag estimation algorithms (DFSA-I & DFSA-II) in terms of their statistically significant correlations between channel efficiency, algorithm estimation accuracy and algorithm utilization rate as the existing literature only look at channel efficiency with no auxiliary analysis. In this study, we use a scalable and flexible simulation framework and created a light-weight, verifiable Gen-2 simulation tool to measure these performance parameters as it is very difficult, if not impossible, to calculate system performance analytically. This framework can easily be used to test and compare more algorithms in the literature with Gen-2 and other DFSA based approaches.

Over the past few years automotive and technology companies have made significant advances in what has been traditionally a completely human function: driving. Crash avoidance features such as lane departure warning and forward collision warning are becoming increasingly more common and cheaper to obtain, even on non-luxury vehicles. Technology companies and auto manufacturers have announced plans to have self-driving vehicles ready for public use as early as 2020. The mass adoption of automated vehicles (AVs) could significantly change surface transportation as we know it today. This thesis is intended to provide a technical analysis of the potential impacts of AVs on current light-duty vehicle miles traveled (VMT) and parking decisions, the economic desirability of widespread deployment of partially automated technologies, and methods for existing roadways to transition to connected and automated vehicle (CAV) transportation, so that policymakers can make more informed decisions during the transition to CAVs. This work takes a look at AVs from a point in time where vehicles are equipped with driver assistance systems (Level 1) to a point in time where AVs are driverless (Level 5) and can self-park. The results of this work indicate that the fleet-wide adoption of partially automated crash avoidance technologies could provide net-benefit of about $4 billion at current system effectiveness and could provide an annual net-benefit up to $202 billion if all relevant crashes could be prevented. About 25% of all crashes could be addressed by the crash avoidance technologies examined in this dissertation. Over time, as technologies become more effective and cheaper due to economies of scale, greater benefits than the $4 billion could be realized. As automated technologies become more advanced and widespread, existing roadways will need to be able to accommodate these vehicles. This work investigates the effects of a dedicated truck platoon lane on congestion on the Pennsylvania Turnpike and provides a method for existing roadways and highways to determine viable platoon demonstration sites. The initial results suggest that there are several sections of turnpike that could serve as commercial truck platoon demonstration site while still providing a high LOS to all other vehicles. Once AVs can safely and legally drive unoccupied, vehicles will no longer be limited to their driver’s destination and can search for cheaper parking in more distant parking locations. This work simulates a fleet of privately owned vehicles (POVs) in search of cheaper parking in Seattle, using a rectangular grid throughout the study area. Model results indicate that we are not likely to see significant increase in vehicle miles traveled (VMT) and energy use from cars moving from downtown parking lots to cheaper parking in distance locations but at higher penetration rates, parking lot revenues could likely decline to the point where operating a lot is unsustainable economically, if no parking demand management policies are implemented. Driverless vehicles also promise to increase mobility for those in underserved populations. This work estimates bounds on the potential increases in travel in a fully automated vehicle environment due to an increase in mobility from the non-driving and senior populations and people with travel-restrictive medical conditions. Three demand wedges were established in order to conduct a first-order bounding analysis. The combination of the results from all three demand wedges represents an upper bound of 295 billion miles or a 14% increase in annual light-duty VMT for the US population 19 and older. AV technology holds much promise in providing a more accessible and safe transportation system. This thesis can help policymakers and stakeholders maximize the benefits and minimize the challenges.

Today, there are industries that utilize AGVs to transport goods and materials from one location to another. For smaller scale industries it is costly to have a custom made AGV for their manufacturing unit, so they modify the shape of an AGV to accommodate the necessity of carrying and transporting goods. When the shape of an AGV is modified the built-in sensors will not detect the change in shape of the AGV. Hence, there is a risk that the AGV may collide with objects. Also in some AGVs floor sensors are missing to detect the presence of floor/no floor in front of the AGV, which can be a hazardous situation as there are chances of the AGV falling off from the surface. An example of such an AGV is the Patrolbot which can travel around in an industrial premise wirelessly, but needs addition of such sensors to avoid collisions with the modified structure. A Patrolbot has been used in this thesis work and ultrasonic sensors are utilised for obstacle detection with a modified structure and a built-in laser scanner is studied for mapping purpose. The results of this master thesis was that the ultrasonic sensors were tested under various conditions and results were derived. To obtain the same level of results every time it is required to maintain the conditions on which the ultrasonic sensors rely.

Mamalian protein ubiquitination and SUMOylation are reversible post translational modifications, which are involved in a multitude of important complex regulatory processes within the cell. Current mass spectrometry approaches that involve bottom-up proteomics to comprehensively analyse these modifications, have proved to be problematic. In this work, analytical approaches are carried out to improve and enhance the comprehensive analysis of these modifications. Tryptic proteolysis of ubiquitinated proteins results in the generation of isopeptides bearing adi-glycine (GG) remnant. Current mass spectrometry approaches used to identify these isopeptides are predominantly reliant on detecting the signature mass shift of the GG remnant (114.043 Da). The lack of sequence information from the GG remnant post MS/MS acquisition results in database search algorithms falsely identifiying these isopeptides. Reductive methylation chemistry was employed to derivatize these isopeptides. Upon collision induced dissociation of the isopeptides two robust ions were released from the iso-N-terminus of the GG remnant ; i) an a1’ ion at m/z 62.09, corresponding to the G of the remnant and ii) a b2’ ion at m/z 147.11, corresponding to the full GG remnant. Post-acquisition data extraction of these unique diagnostic ions demonstrated enhanced selectivity towards identifying these isopeptides. Tryptic proteolysis of SUMOylated proteins results in the generation of isopeptides bearing a substantial iso-C-terminal SUMO remnant. The CRA(K) (Consecutive Residue Addition tolysines (K)) approach combined independant use of proteolytic enzymes and unbiased consecutive residue addition of amino acids pertaining to these iso-C-terminal SUMOremnants, on all lysine residues. This approach enabled the identification of analytically useful novel wildtype isopeptides derived from the proteolysis of SUMO(1/2/3)ylated proteins, bearing GG, TGG and QTGG remnants. The analytically useful isopeptides derived from proteolysis of SUMO(2/3)ylated proteins lacked robust diagnostic information from their iso-C-terminal bearing TGG and QTGG remnants. Reductive methylation chemistry was utilised to derivatize these isopeptides and enabled diagnostic a’ and b’ ions to be released from their iso-N-termini; i) a1’ (m/z 133.13),b2’ (m/z 262.17) and b4’ (m/z 376.22) ions, corresponding to the QTGG remnant and ii) (m/z106.10), b2’ (m/z 191.14) and b3’ (m/z 248.14) ions, corresponding to the TGG remnant. Post-acquisition data extraction of these unique diagnostic ions, enabled comprehensive structural elucidation of these isopeptides and enhanced selectivity towards identification.

Older adults are at an increased risk for motor-vehicle collisions (MVCs) once distance driven is considered, a finding that is partly attributed to a decline in attention related processes associated with age. MVCs typically occur in highly specific areas, suggesting a role of the complexity of the driving environment contributing to the occurrence of MVCs. The goal of this thesis was to explore the attentional demands of simulated driving events of varying complexity among young, mature and older drivers. In the present studies, attentional demand associated with driving was assessed through the peripheral detection task (PDT), a method in which a stimulus unrelated to the driving task is presented and drivers manually respond immediately upon its detection; latency to respond is recorded. The complexity of the driving environment was operationalized in terms of vehicle handling and of information processing elements. In the first study, inexperienced drivers completed a series simulated driving scenarios that varied according to their information processing and vehicle handling demands. The results showed a reduction in PDT performance at intersections where information processing is increased as well as when handling maneuvers behind a lead vehicle were required. Building on these findings, the second study employed the identical protocol as the first but examined differences in attentional demand between mid-aged and older drivers. The results indicated that when information processing demands were increased through the addition of traffic, and buildings, all participants exhibited greater workload regardless of age. The third study presented young, mid-aged, and older drivers with a simulated driving assessment course and administered several cognitive tasks. The results of the third study supported the hypothesis in that complex driving situations elicited greater attentional demand among drivers of all ages. Older adults showed greater attentional demand in comparison to young and mid-aged adults even after controlling for baseline response time. Older drivers also scored poorer on a global measure of driving safety. The results of this thesis highlight the roles of intrinsic and extrinsic factors involved in safe driving and are discussed in terms of appropriate interventions to improve road safety.

This thesis presents a 3D reconstruction approach to the detection of static obstacles from a single rear view parking camera. Corner features are tracked to estimate the vehicle’s motion and to perform multiview triangulation in order to reconstruct the scene. We model the camera motion as planar motion and use the knowledge of the camera pose to efficiently solve motion parameters. Based on the observed motion, we selected snapshots from which the scene is reconstructed. These snapshots guarantee a sufficient baseline between the images and result in more robust scene modeling. Multiview triangulation of a feature is performed only if the feature obeys the epipolar constraint. Triangulated features are semantically labelled according to their 3D location. Obstacle features are spatially clustered to reduce false detections. Finally, the distance to the nearest obstacle cluster is reported to the driver.

In this thesis, an approach for robot motion control with collision avoidance and human-following is investigated. Using velocity potential fields approach in a modified, quasi-harmonic, solution, the navigation controller is developed. A quasi-harmonic function based controller uses harmonic solutions for collision avoidance and smoothly changes toward a non-harmonic solution which tends toward a zero velocity command only when approaching the goal. After the motion controller was created, human-following strategy was designed to let a non-holonomic robot have the ability to follow a human in an unknown environment with obstacles. The approach is based on velocity potential fields that permit to generate velocity vector commands that drive the robot at a safe distance with regard to the human while avoiding obstacles. The quasi-harmonic approach is investigated analytically using symbolic math solutions of MAPLETM as well as in simulations using MATLABTM. Motion simulations of both holonomic and non-holonomic robot motion illustrate how the proposed approach operates. Experiments are also made with LEGO MINDSTROMS NXT robot to test the algorithm in environment with simple and complex obstacles.