This diploma thesis solves the design of a light delivery vehicle. The work is focused on an innovative approach in the field of last-mile delivery. The resulting product solves the technical shortcomings of today's vehicles and its design reflects its purpose, overall concept and electric drive.

This study was performed with two main goals in mind. The first goal was to understand and predict "red-lines" and "yellow-lines" in terms of what the CVO driver can process without hindering the primary task of driving. The second goal was to collect conventional secondary task data for CVO driving performance. An on-the-road experiment was performed with the help of 12 truck drivers. Type of task, presentation format, information density, and age were the independent variables used in the experiment. The 22 dependent measures collected were grouped into the following categories: eye glance measures, longitudinal driving performance, lateral driving performance, secondary task performance, and subjective assessment. The findings of this study strongly suggest that paragraphs should not be used under any circumstance to present information to the driver while the vehicle is in motion. On the other hand, the Graphics with Icons represent the most appropriate format in which driving instructions and information should be presented for IVIS/CVO tasks. In order to avoid a high visual attention demand to the driver due to a secondary task, only simple search tasks with the most important information shall be presented. Although the suggested format, type of task, and information density represent a higher visual attention demand than a conventional secondary task, these characteristics seem to bind a task with a moderate attentional demand. Other combinations of format, type of task, and information density will cause an increase in the driver's attentional demand that will consequently deteriorate their driving performance causing unsafe driving situations. / Master of Science

A human factors experiment was conducted to investigate the potential benefits of using directional auditory cues in intelligent transportation system technologies in commercial vehicles. Twelve licensed commercial vehicle operators drove a commercial truck-driving simulator and were prompted to select highway numbers on a side-task display. Prompts were presented visually or aurally. Auditory prompts were presented either diotically (both ears simultaneously) or directionally (to either the left or right ear). The search task varied in map density and timing of the prompts in relation to speed limit changes. All experimental conditions were compared to a control condition containing no secondary task. Both driving performance (lane deviation, steering wheel angle, road heading angle error, accidents, and adherence to the speed limit) and secondary task performance (accuracy and response time) measures were collected. Results showed that drivers were able to respond more quickly and accurately to the search task when directional auditory cues were used. Results also showed that driving performance degrades when display density increases and that the use of directional auditory prompts lessens this deterioration of performance for high-density conditions. / Master of Science

The master’s thesis is focused on creating a thermodynamic model of the diesel engine for heavy commercial vehicle. After the model was created, new intake and exhaust pipes are designed based on simulations. Those proposed pipes variants are compared with the series design. After evaluating individual variants, the final version of the new pipes is selected and 3D model for this version is created.

The scope of this thesis investigates value added by a turbocharger with an associated motor-generator unit to a diesel engine used by a commercial vehicle. A thermodynamic model of the engine was prepared in GT-SUITE software. Case studies were primary focused on a reduction of specific fuel consumption as well as a nitrogen oxides production using an energy recuperation of exhaust gas. Furthermore, there are described potential benefits of using an electric assistance in order to increase an exhaust gas temperature during a steady state engine operation. Additionally, there is an investigation of potential benefits of a turbocharger assistance in a transition engine mode operating during rapid acceleration of the vehicle. The results of individual analysis will be taken into account for a selection of turbocharger regarding specific engine implementation. The results of simulation suggest that it is possible to lower specific fuel consumption, production of nitrogen oxides, as well as accelerate turbocharger response.

The master thesis deals with design of a commercial vehicle for urban use. Thesis has complex solution. A small size vehicle uses the hybrid technology to drive with a combination of electric motors in wheels and the Wankel engine. Thesis gives some innovative solutions of daily required functions. A sliding door can be operated by a legs. A flip roof allows enlarging the commercial space. A swiveling front and rear axle for better maneuverability in the city. The main aim of the design is to remove the front mask of the vehicle.

During the last two decades, strategic alliances have gained importance across many industries. This also applies the alliance of MAN and Scania as part of the TRATON Group operating in the commercial vehicle industry. After being created in 2015, the group has worked on developing a collaboration structure to leverage the benefits of working together. The thesis´ aim is to examine key challenges and benefits of the specific collaboration structure called Lead Engineering Concept as one approach of working together within the strategic alliance of the group. Moreover, it aims to investigate function-specific challenges occurring in different parts of the organization. This is supposed to create a holistic view of the strategic alliance of the TRATON Group and to formulate suggestions for improvement of the current collaboration structure. Applying the relational view as a theoretical framework, a lack of collaboration-specific assets investments, and the potential of the consolidation of synergy-sensitive resources could be identified. To complement the relational view, the dimensions of process alignment and sharing principles have been introduced, which aims to facilitate the discussion of challenges arising during the implementation of alignment measures. Lastly, the thesis concluded with suggesting six potential improvements of the lead engineering concept, namely (1) the integration of goals, (2) the sharing of principles, (3) the translation of high-level goals into function-specific directions, (4) the investments into collaboration-specific assets, (5) the consolidation of synergy sensitive resources, and (6) the definition of a common technical understanding.

Kunskap om vägtrafikens sammansättning behövs för planering av relevanta åtgärder och utvärdering av framtida lösningar inom trafiksystemet. För att öka kunskapsunderlaget om trafikens tillstånd utvecklar Trafikverket Region Stockholm en mätplan för Stockholmsregionen som syftar till att genom mått och indikatorer bättre kunna förklara trafikläget och dess förändring. Behovet av att samordna transporter blir allt större i takt med att befolkningen ökar, men idag finns varierade möjligheter att kartlägga olika grupper av vägtrafiken. Näringslivstransporter pekas ut som ett av Trafikverkets målområden i mätplanen, inom vilka det finns behov av att öka kunskap och dataunderlag. I ett första steg att nå det målet behöver näringslivstransporter beskrivas genom en definition, vilket är det huvudsakliga syftet med detta examensarbete. Definitionen som formulerats, och som beskriver vad som bör betraktas som näringslivstransporter, baseras på information från litteratur och genom intervjuer där begreppet analyserats ur olika perspektiv. Resultatet visar att gruppen är bred och svår att kartlägga eftersom den innefattar en mängd olika transporttyper som genomförs med allt från personbil till stora lastbilar. Eftersom det finns en risk att näringslivstransporter som helhetsbegrepp kan bli begränsat i sin användning genom en för snäv definition har gruppen definierats med aktsamhet. Definitionen delas in i tre kategorier enligt följande: Näringslivstransport av gods, Näringslivstransport av personer och Näringslivstransport av tjänster. Eftersom kunskapsbristen om näringslivstransporter är stor och definitionen ska vara så anpassningsbar som möjligt görs ingen vidare indelning av de tre kategorierna, men exempel på vad varje kategori kan innehålla ges för att förklara hur definitionen kan tillämpas. Det är dock viktigt att poängtera att de olika kategorierna är i olika stort behov av ett ökat kunskapsunderlag baserat på deras omfattning och hur väl de kan kartläggas i olika mätmetoder. Utifrån definitionen genomfördes en dataanalys i syfte att undersöka hur stor del av näringslivstransporter som kan kartläggas i tillgängliga datakällor. Den data som studerades var MCS- och ANPR-data, samt en filminspelning av trafiken. Resultatet visar att det finns goda möjligheter att kategorisera olika typer av lastbilar som kan antas höra till näringslivstransporter genom framför allt ANPR-data, men en del av näringslivstransporter går endast att identifiera genom visuell information såsom logotyper i det filmade materialet. Förslag på vidare studier är att fortsatt kombinera tillgängliga mät- och kartläggningsmetoder, dels i syfte att härleda data till näringslivstransporter, dels för att undersöka vilken typ av information som idag inte kan erhållas om gruppen. Eftersom tidigare studier på näringslivstransporter som helhetsbegrepp är begränsade finns det även behov av att undersöka gruppen vidare, både i sin helhet och undergrupperna för sig. / Knowledge regarding the composition of road traffic is needed for the planning of relevant measures and evaluation of future infrastructure solutions in the transport system. In order to increase knowledge in this area, the Stockholm region of the Swedish Transport Administration is developing a measurement plan that aims to describe the status of the road traffic system and its development using a number of chosen measures and indicators. The need to coordinate transport is increasing with population growth, but today the opportunities to measure different transport categories varies. Commercial vehicles are identified as one of the target areas in the measurement plan, within which there is a need to increase knowledge and explore data sources for further analysis. A step towards achieving this goal is to define what is implied by the term commercial vehicles. This is the main aim of the thesis. The definition of commercial vehicles is based on information obtained from literature and interviews. This information has resulted is a categorization that includes a range of different types of transport. Measuring commercial vehicles is difficult as the definition includes transport carried out by passenger cars as well as trucks. As there is a risk that commercial vehicles as a group may be restricted by a definition that is too narrow, it must be carefully defined. The suggested definition divides commercial vehicles into three main categories: transport of goods, transport of people and transport of services. The aim of this definition is to make it adaptable to specific needs. Examples of what each category may contain, and how the definition can be applied are given in the report. It is important to point out that the different categories are in need of further study in order to increase the knowledge base. Based on the definition, a data analysis was carried out to investigate how commercial vehicles can be explained and measured using three available data sources. The data used included MCS (Motorway Control System), ANPR (Automatic Number Plate Recognition), and film recording. The results showed that there are good opportunities to categorize different types of trucks used for commercial purposes from the ANPR data in particular. However, some attributes of the group can only be identified through visual information such as logos from the film recordings. Proposals for further studies include the need to combine readily available measurement methods and data. Also, as previous studies on commercial vehicles are limited, there is also a need to investigate the group further, both in its entirety and the three categories separately.

In the driving task, vision, hearing, and the haptic senses are all used by the driver to gather required information. Future Intelligent Transportation Systems components are likely to further increase the volume of information available to or required by the driver, particularly in the case of commercial vehicle operators. The use of alternate modalities to present in-vehicle information is a possible solution to the potential overload of the visual channel. Auditory icons have been shown to improve operator performance and decrease learning and response times, not only in industrial applications, but also as emergency braking warnings. The use of auditory icons in commercial truck cabs has the potential to increase the number of auditory displays that can be distinguished and understood by commercial vehicle operators, and this experiment sought to determine the utility of auditory icons in that situation. Nine auditory icons were evaluated by commercial vehicle operators as they drove an experimental vehicle over public roads. A comparison of the data collected in the truck-cab environment to data collected in a laboratory study on the same auditory icons revealed some differences in the perceived meaning, perceived urgency, and association with the auditory icons' intended meanings between the two conditions. The presence of these differences indicates that driver evaluations of auditory icons can be affected by the environment, and testing should therefore be conducted in a situation that approximates the end-user environment as closely as possible. A comparison of the drivers' brake response times across the three warning conditions (no warning, auditory icon, and soft braking) was also conducted on a closed, secure handling course. Dependent measures included overall brake reaction time and its components, steering response time, time to initial driver action, and categorical measures of driver responses (steering, swerving, braking, and stopping). The results indicated numerically shorter mean response times (on the order of 0.5 seconds for Total Brake Response Time) for the two conditions with warnings, but the differences were not statistically significant. The most likely reason for this lack of significance is the extreme between-subject variability in response times in the no warning condition. An analysis of the response time variance across the three conditions did indicate significantly less variability in operator responses in the two warning conditions. Two of the five dependent measures (Brake Pedal Contact Time and Total Brake Response Time) exhibited significantly reduced variance in the auditory icon warning condition compared to the no warning condition. The soft braking warning condition exhibited significantly reduced variance for four of the dependent measures (Accelerator Reaction Time, Brake Pedal Contact Time, Total Brake Response Time, and First Reaction Time). These results indicate that a soft braking stimulus like that used in this study could potentially prove to be a more effective emergency braking warning than simple auditory warnings alone. / Master of Science

This work deals with the assessment of the yaw moment control via active differential effects to the heavy commercial vehicle dynamics. Summarized are the findings about design of active differential, control algorithms and theoretical assumptions about overall effects to the vehicle dynamics. According to the described theory the own concept of the active differential for experimental heavy commercial vehicle is proposed. The main part of the work is focused on the effects of the active differential on vehicle manoeuvrability, controllability, stability and limits analysis. For this purpose, multibody dynamic model of the complete vehicle with standard open differential is assembled and results of the selected manoeuvre simulations validated by measurements of the real vehicle characteristics. The validated vehicle model is then extended by the model of the active differential with control algorithm. According to the simulations results the theoretical presumptions are confirmed and the effects of the active differential on vehicle dynamics in steady and transition states are evaluated. Based on the described findings the overall improvement of the vehicle dynamics by this technology, feasibility of the proposed concept and main advantages and disadvantages are evaluated.