In der mechanischen Konstruktion wissen die Maschinenentwickler seit Jahrzehnten, dass Maschinen schneller, ruhiger und verlässlicher laufen, wenn man sich mit der Gestaltung der Bewegungen Mühe gibt und im Hinblick auf die Dynamik optimiert. Seit etlichen Jahren ersetzen mehr und mehr Servoantriebe die mechanischen Kurven, und die Verantwortung für die Bewegungsgestaltung geht auf SPS-Programmierer bzw. E-Techniker über. An Hand von Beispielen wird aufgezeigt, warum es auch bei flexiblen Antriebskonzepten mit Servomotoren wichtig ist, sich mit Bewegungsdesign jenseits des beliebten Polynoms 5. Grades zu beschäftigen, und was man durch Bewegungsdesign für die Maschinen erreichen kann.

<div>Adolescent collision-sport athletes may be exposed to repetitive head impacts over years of practices and competitions without immediately observable symptoms. Despite the growing concerns, these athletes often continue play while at risk. Concrete objective measurements are desired to inform prompt and effective preventative strategies for this vulnerable population. However, adolescent brains are rapidly developing and the accrual of brain injury is often subtle. Prospective screening with sensitive biomarkers is challenging and requires advanced technologies, rigorous data processing, and the interdisciplinary expertise of engineering, neurobiology, and cognitive sciences.</div><div><br></div><div>To address the challenge, we first developed population-specific brain atlases to facilitate reproducible and meaningful statistical analyses. The atlases better characterized the neuroanatomy of early-to-middle adolescent (ages 13-19) collision-sport athletes, reduced deformation introduced during spatial normalization, and exhibited higher sensitivity in image analysis compared to standardized adult or age-appropriate brain templates. The atlases can be further applied to monitor the neuroanatomical trajectory and can serve as a coordinate reference system to retrospectively harmonize data collected from different sites and imaging acquisition parameters, facilitating group analysis at large scale.</div><div><br></div><div>Next, to assess whether the changes of white matter microstructure can be attributed to repetitive head impacts and are reflected by cognitive performance, we analysed the diffusion tensor imaging (DTI) data of high school men’s football and women's soccer across a single season, with accompanying data from head impact sensors and neurocognitive assessments. Within multiple brain regions, we observed significantly altered DTI metrics, both transiently over a season and chronically with more years of high school experience. For the football players, hits with peak translational acceleration over 37 <i>g</i> were sufficient to alter the distributions of DTI changes, and deficits in white matter microstructure correlated with poorer performance of anti-saccade task at one month post-season, suggesting increased vulnerability for inhibitory control. Monitoring repetitive head impacts thus provides a temporal profile for identifying at-risk individuals during the competitive season, informing prompt interventional strategies, therefore protecting the brain and cognitive health of early-to-middle adolescent collision-sport athletes in the long run.</div>

Världen har de senaste åren upplevt flera terrorattentat där fordon har använts som vapen för att orsaka skador i folkmassor. Fotgängare kan vara i en utsatt miljö på gångstråk och skydd i form av betonghinder kan användas för att stoppa oönskad trafik på gågator. C3C Engineering AB tillverkar betongblock som antingen kan användas som enskilda element eller byggas ihop likt lego för att skapa murar och barriärer. Betongblocken kan således även användas som skyddsbarriärer vid pågående vägarbeten, för tillfälliga konstruktioner på exempelvis återvinningscentraler eller som stödmurar. C3C tillverkar i så stor utsträckning som möjligt betongblocken av restbetong som blivit över vid gjutning av andra typer av element. Syftet med denna studie var att undersöka betongblocks lastkapacitet med avseende på påkörningslaster från personbilar, lastbilar och gaffeltruckar. Betongblocket var av typen C3Cblock® 1688 med dimensionerna 800 mm x 800 mm x 1600 mm och tillverkades i betongkvalité C20/25. Arbetet undersökte hur olika förstärkningar såsom ingjutna gängstänger samt kontreforer kunde öka blockens kapacitet. Även hur blockens underlag påverkar lastkapaciteten med avseende på glidning undersöktes. Påkörningslaster är dynamiska laster. I detta arbete behandlades samtliga dynamiska laster med hjälp av statiskt ekvivalenta laster. Lastkapaciteten hos blocken med avseende på stjälpning, glidning, dymlingsverkan, skjuvkapacitet i styrkonsoler och moment- och tvärkraftskapacitet jämfördes med rekommenderade värden för påkörningslaster från Eurokod 1 och EKS6. För exceptionella lastfall kan blocken tillåtas att gå sönder, glida eller stjälpa eftersom deras huvudsakliga syfte är att stoppa trafik och skydda människor på gator eller arbetsplatser utmed trafikerade vägar. Beräkningar utfördes med hjälp av MathCad och Excel för att ta fram ett beräkningsdokument samt en tabell med lastkapacitet för samtliga lastfall som undersökts. Resultat från beräkningar för stjälpning och glidning jämfördes med underlag som C3C tillhandahöll. Beräkningar gjordes för enskilda block samt för olika murar med olika utföranden där bland annat höjden på muren och vilken sida av blocken som lasten angrep var parametrar som varierade. Resultatet visade att lastens angreppshöjd hade stor inverkan på murens kapacitet. Lastbilar och gaffeltruckar har högre angreppshöjd än personbilar. För de höga angreppshöjderna kommer stjälpning av muren att bli dimensionerande, jämfört med låga angreppshöjder där glidning inträffar först. Blocken kan tillåtas att gå sönder och därmed är moment- och tvärkraftskapacitet av sekundär betydelse. Styrkonsolernas skjuvkapacitet var stor och kommer därför inte vara dimensionerande. På grund av avgränsningar studerades endast en typ av betongblock. Ingen hänsyn togs till andra laster såsom vind eller snö som även de kommer att påverka en murs kapacitet. Det krävs därför vidare studier för att undersöka hur dessa laster samt hur olika dimensioner påverkar lastkapaciteten hos enskilda block eller murar. Försök kan med fördel utföras för att validera de teoretiska lasterna som beräknats i detta arbete. / Due to an increasing number of acts of terror where vehicles are used as a form of weapon a need to protect pedestrians has arisen. In this study the load capacity of interlocking concrete blocks with a rectangular cross section was examined based on various deformations and collapses. The concrete blocks could be used as protection against collisions such as terrorist attacks with vehicles as well as a barrier between work zones and close by traffic. The purpose of the study was to determine the load capacity in the event of a collision with a car, truck or forklift for different types of walls as well as for single blocks. The concrete blocks in the walls have both been built as Lego as well as stacked parallel on top of each other. The work is based on calculations. The results have been checked against existing documents from C3C Engineering AB. Using MathCad and Excel a document for calculations has been designed. The result from the calculations shows that walls will slide when a load acts at a low height in relation to the ground. The wall will overturn when the load acts at a higher distance from the ground.

Distributed coordination of multi-agent systems (MASs) has been widely studied in various emerging engineering applications, including connected vehicles, wireless networks, smart grids, and cyber-physical systems. In these contexts, agents make the decision locally, relying on the interaction with their immediate neighbors over the connected communication networks. The study of distributed coordination for the multi-agent system (MAS) with constraints is significant yet challenging, especially in terms of ubiquitous uncertainties, the heavy communication burden, and communication delays, to name a few. Hence, it is desirable to develop distributed algorithms for the constrained MAS with these practical issues. In this dissertation, we develop the theoretical results on robust distributed model predictive control (DMPC) algorithms for two types of control problems (i.e., formation stabilization problem and consensus problem) of the constrained and uncertain MAS and apply robust DMPC algorithms in applications of cooperative marine vehicles. More precisely, Chapter 1 provides a systematic literature review, where the state-of-the-art DMPC for formation stabilization and consensus, robust MPC, and MPC for motion control of marine vehicles are introduced. Chapter 2 introduces some notations, necessary definitions, and some preliminaries. In Chapter 3, we study the formation stabilization problem of the nonlinear constrained MAS with un- certainties and bounded time-varying communication delays. We develop a min-max DMPC algorithm with the self-triggered mechanism, which significantly reduces the communication burden while ensuring closed-loop stability and robustness. Chapter 4 investigates the consensus problem of the general linear MAS with input constraints and bounded time-varying delays. We design a robust DMPC-based consensus protocol that integrates a predesigned consensus protocol with online DMPC optimization techniques. Under mild technical assumptions, the estimation errors propagated over prediction due to delay-induced inaccurate neighboring information are proved bounded, based on which a robust DMPC strategy is deliberately designed to achieve robust consensus while satisfying control input constraints. Chapter 5 proposes a Lyapunov-based DMPC approach for the formation tracking control problem of co-operative autonomous underwater vehicles (AUVs) subject to environmental disturbances. A stability constraint leveraging the extended state observer-based auxiliary control law and the associated Lyapunov function is incorporated into the optimization problem to enforce the stability and enhance formation tracking performance. A collision-avoidance cost is designed and employed in the DMPC optimization problem to further guarantee the safety of AUVs. Chapter 6 presents a tube-based DMPC approach for the platoon control problem of a group of heterogeneous autonomous surface vehicles (ASVs) with input constraints and disturbances. In particular, a coupled inter-vehicle safety constraint is added to the DMPC optimization problem; it ensures that neighboring ASVs maintain the safe distance and avoid inter-vehicle collision. Finally, we summarize the main results of this dissertation and discuss some potential directions for future research in Chapter 7. / Graduate / 2023-04-19

Indiana University-Purdue University Indianapolis (IUPUI) / Pedestrian Automatic Emergency Braking (PAEB) system for avoiding/mitigating pedestrian crashes have been equipped on some passenger vehicles. At present, there are many e orts for the development of common standard for the performance evaluation of PAEB. The Transportation Active Safety Institute (TASI) at Indiana University-Purdue University-Indianapolis has been studying the problems and ad- dressing the concerns related to the establishment of such a standard with support from Toyota Collaborative Safety Research Center (CSRC). One of the important components in the PAEB evaluation is the development of standard testing facili- ties at night, in which 70% pedestrian crash social costs occurs [1]. The test facility should include representative low-illuminance environment to enable the examination of sensing and control functions of di erent PAEB systems. This thesis work focuses on modeling low-illuminance driving environment and describes an approach to recon- struct the lighting conditions. The goal of this research is to characterize and model light sources at a potential collision case at low-illuminance environment and deter- mine possible recreation of such environment for PAEB evaluation. This research is conducted in ve steps. The rst step is to identify lighting components that ap- pear frequently on a low-illuminance environment that a ect the performance of the PAEB. The identi ed lighting components include ambient light, same side/opposite side light poles, opposite side car headlight. Next step is to collect all potential pedes- trian collision cases at night with GPS coordinate information from TASI 110 CAR naturalistic driving study video database. Thirdly, since ambient lighting is relatively random and lack of a certain pattern, ambient light intensity for each potential col- lision case is de ned and processed as the average value of a region of interest on all video frames in this case. Fourth step is to classify interested light sources from the selected videos. The temporal pro le method, which compressing region of interest in video data (x,y,t) to image data (x,y), is introduced to scan certain prede ned region on the video. Due to the fact that light sources (except ambient light) impose distinct light patterns on the road, image patterns corresponding to speci c light sources can be recognized and classi ed. All light sources obtained are stamped with GPS coordinates and time information which are provided in corresponding data les along with the video. Lastly, by grouping all light source information of each repre- sentative street category, representative light description of each street category can be generated. Such light description can be used for lighting construction of PAEB test facility.

This study was created to describe and to design the 3D simulator for a driving schools. In the study there are gathered the basic definitions of available simulators and possibilities of their application in real life. This new simulator is designed on a basis of detailed study of available simulators. In study are described the issues with simulation of traffic system, monitoring compliance with the traffic rules as well as a new user interface model. The whole concept and procedure during implementation of the simulator are described at the end of the work.

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