The ability to drive a car is an important skill for individuals with a spinal cord injury to maintain a high quality of life, particularly their freedom and independence. However, driving with a physical disability often requires the installation of an adaptive driving system to control steering, gas, and braking. The two main types of adaptive driving controls are mechanical and electrical, also known as drive by wire (DBW). DBW controls work by converting electric signals to mechanical actuators. Driving simulators are useful tools for adaptive driving systems because they allow users to test different control devices, to practice driving without the dangers of being on the road, and can be used as a safe way to evaluate disabled drivers. This study focused on the development of a dynamic driving simulator using DBW controls because many studies focus on mechanical controls and not DBW controls and often use static simulators. The simulator was developed using the Computer Assisted Rehabilitation Environment (CAREN) virtual reality system. The CAREN system (Motek Medical, Amsterdam, Netherlands) includes a six degree of freedom (DOF) motion base, an optical motion capture system, a sound system, and a 180-degree projection screen. The two DBW controls, a lever device to control the gas and brake and a small wheel device to control steering, sent an electric signal to a Phidget microcontroller board, which interfaced with the CAREN system. Several different driving scenarios were created and imported into CAREN's D-Flow software. A program was developed in D-Flow to control the scene and motion of the platform appropriately based on the DBW controls via the Phidget. The CAREN system dynamically controlled the motion platform based on the user's input. For example, if the user applied the brake suddenly, the user felt a deceleration from the motion platform moving backwards. Human testing was performed and through the use of a survey, feedback about the system was obtained. Changes were made to the simulator using the feedback obtained and further testing showed that those changes improved the simulator. The driving simulator showed the capability to provide dynamic feedback and, therefore, may be more realistic and beneficial than current static adaptive driving simulators. The dynamic adaptive driving simulator developed may improve driving training and performance of persons with spinal cord injuries. Future work will include more human testing. The dynamic feedback provided through the system's moving platform and virtual camera movement will be optimized in order to perform similarly to a real car. Testing will also be completed with and without the dynamics from the moving platform to see how this type of feedback affects the user's driving ability in the virtual environment.

Fault tolerant motor drives are becoming more important in safety critical applications. Although a single motor module fault tolerant drive may be sufficient in some applications, this motor drive only offers limited redundancy. This thesis investigated the dual motor module fault tolerant drive system in which two motor modules were connected electrically in phase and on a common shaft provide redundancy and to increase the reliability of the entire drive system. A general phase current mathematical model to produce the desired output torque was developed to minimize copper loss and torque ripple in the motor drive, which is applicable to both sinusoidal and trapezoidal brushless permanent magnet motor types. A detailed fault effect investigation was performed in this thesis and it is concluded that switch short-circuit fault is the most serious fault since it reduces the electromagnetic torque output significantly and generates larger torque ripple in the motor drive due to the presence of large drag torque. Three fault remedial strategies were proposed to compensate the torque loss and to reduce the torque ripple under different faulty conditions. It is concluded from the analytical results that fault remedial strategy 3 is the tradeoff algorithm in which the zero torque ripple factor can be achieved with only a modest increase in copper loss comparing with the minimum possible value. Two practical dual motor module fault tolerant brushless permanent magnet drive test arrangements with different motor structures were developed in this thesis. The computer simulation studies using the MATLAB Simulink were performed to verify the effectiveness of the proposed fault remedial strategies. The efficiency of the motor drive was predicted based on torque loss measurements and the results were verified in the simulation study. The effect of faults on the drive efficiency was investigated as well. The entire fault tolerant motor drive control system was also developed to verify the analytical and simulation results. A fault detection and identification method to detect switch open-circuit faults, switch short-circuit faults, and the winding short-circuit faults was also proposed. Its advantages are the simplicity of the implementation and reduction of the cost of the drive system. The experimental results demonstrated that the proposed fault remedial strategies can be implemented in real time motor control and are effective to compensate the torque loss and reduce the torque ripple. / Thesis (Ph.D.) -- University of Adelaide, School of Electrical and Electronic Engineering, 2008

Iron-cobalt alloys have been extensively studied as potential hard disk drive write head materials due to their potentially high saturation flux densities (~2.4T), low coercivities and ease of deposition. Iron-cobalt plating solutions have, however, been shown to have stability issues, necessitating that they be used at low pH or that a stabilizing agent be added to the solution. The purpose of this thesis is to evaluate the stability of a dibasic ammonium citrate plating solution and to characterize the deposits which result from its use. The plating solutions are found to be less stable than previously claimed. The solutions are oxidized by dissolved oxygen, which leads to a valence change in the iron ions and eventually the formation of iron oxide/hydroxide precipitates. These effects are exacerbated by heating or the application of a voltage across the solution. Deposits plated from the solution are fine grained (<40nm) and compact through their thickness. While normally deposited as the equilibrium BCC phase, metastable phases are deposited at elevated temperatures, high pH or in the absence of a stabilizing agent. A metastable phase which is isomorphous to α-Mn is deposited at elevated temperatures. This phase transforms to the BCC phase when annealed at >174ºC and is highly textured. Its presence is detrimental to deposit coercivity. / Materials Engineering

In this thesis, various issues regarding normally-ON silicon carbide (SiC)Junction Field-Effect Transistors (JFETs) are treated. Silicon carbide powersemiconductor devices are able to operate at higher switching frequencies,higher efficiencies, and higher temperatures compared to silicon counterparts.From a system perspective, these three advantages of silicon carbide can determinethe three possible design directions: high efficiency, high switchingfrequency, and high temperature.The structure designs of the commercially-available SiC power transistorsalong with a variety of macroscopic characteristics are presented. Apart fromthe common design and performance problems, each of these devices suffersfrom different issues and challenges which must be dealt with in order to pavethe way for mass production. Moreover, the expected characteristics of thefuture silicon carbide devices are briefly discussed. The presented investigationreveals that, from the system point-of-view, the normally-ON JFET isone of the most challenging silicon carbide devices. There are basically twoJFET designs which were proposed during the last years and they are bothconsidered.The state-of-the-art gate driver for normally-ON SiC JFETs, which wasproposed a few years ago is briefly described. Using this gate driver, theswitching performance of both Junction Field-Effect Transistor designs wasexperimentally investigated.Considering the current development state of the available normally-ONSiC JFETs, the only way to reach higher current rating is to parallel-connecteither single-chip discrete devices or to build multichip modules. Four deviceparameters as well as the stray inductances of the circuit layout might affectthe feasibility of parallel connection. The static and dynamic performance ofvarious combinations of parallel-connected normally-ON JFETs were experimentallyinvestigated using two different gate-driver configurations.A self-powered gate driver for normally-ON SiC JFETs, which is basicallya circuit solution to the “normally-ON problem” is also shown. This gatedriver is both able to turn OFF the shoot-through current during the startupprocess, while it also supplies the steady-state power to the gate-drivecircuit. From experiments, it has been shown that in a half-bridge converterconsisting of normally-ON SiC JFETs, the shoot-through current is turnedOFF within approximately 20 μs.Last but not least, the potential benefits of employing normally-ON SiCJFETs in future power electronics applications is also presented. In particular,it has been shown that using normally-ON JFETs efficiencies equal 99.8% and99.6% might be achieved for a 350 MW modular multilevel converter and a40 kVA three-phase two-level voltage source converter, respectively.Conclusions and suggestions for future work are given in the last chapterof this thesis. / I denna avhandling behandlas olika aspekter av normally–ON junction–field–effect–transistorer (JFETar) baserade på kiselkarbid (SiC). Effekthalvledarkomponenteri SiC kan arbeta vid högre switchfrekvens, högre verkningsgradoch högre temperatur än motsvarigheterna i kisel. Ur ett systemperspektivkan de tre nämnda fördelarna användas i omvandlarkonstruktionen för attuppnå antingen hög verkningsgrad, hög switchfrekvens eller hög temperaturtålighet.Såväl halvledarstrukturen som de makroskopiska egenskaperna för kommersiellttillgängliga SiC–transistorer presenteras. Bortsett från de vanligakonstruktions–och prestandaproblemen lider de olika komponenterna av ettantal tillkortakommanden som måste övervinnas för att bana väg för massproduktion.Även framtida SiC–komponenter diskuteras.Ur ett systemperspektiv är normally-ON JFETen en av de mest utmanandeSiC-komponenterna. De två varianter av denna komponent som varittillgängliga de senaste åren har båda avhandlats.State–of–the–art–drivdonet för normally-ON JFETar som presenteradesför några år sedan beskrivs i korthet. Med detta drivdon undersöks switchegenskapernaför båda JFET-typerna experimentellt.Vid beaktande av det aktuella utvecklingsstadiet av de tillgängliga normally–ON JFETarna i SiC, är det möjligt att uppnå höga märkströmmar endastom ett antal single–chip–komponenter parallellkopplas eller om multichipmodulerbyggs. Fyra komponentparametrar samt strö-induktanser för kretsenkan förutses påverka parallellkopplingen. De statiska och dynamiska egenskapernaför olika kombinationer av parallellkopplade normally-ON JFETarundersöks experimentellt med två olika gate–drivdonskonfigurationer.Ett självdrivande gate-drivdon för normally-ON JFETar presenteras också.Drivdonet är en kretslösning till “normally–ON–problemet”. Detta gatedrivdonkan både stänga av kortslutningsströmmen vid uppstart och tillhandahållaströmförsörjning vid normal drift. Med hjälp av en halvbrygga medkiselkarbidbaserade normally–ON JFETar har det visats att kortslutningsströmmenkan stängas av inom cirka 20 μs.Sist, men inte minst, presenteras de potentiella fördelarna med användningenav SiC-baserade normally-ON JFETar i framtida effektelektroniskatillämpningar. Speciellt visas att verkningsgrader av 99.8% respektive 99.5%kan uppnås i fallet av en 350 MW modular multilevel converter och i en40 kVA tvånivåväxelriktare. Sista kaplitet beskriver slutsatser och föreslagetframtida arbete. / <p>QC 20130527</p>

A driving cycle is a velocity profile over time. Driving cycles can be used for environmental classification of cars and to evaluate vehicle performance. The benefit by using stochastic driving cycles instead of predefined driving cycles, i.e. the New European Driving Cycle, is for instance that the risk of cycle beating is reduced. Different methods to generate stochastic driving cycles based on real-world data have been used around the world, but the representativeness of the generated driving cycles has been difficult to ensure. The possibility to generate stochastic driving cycles that captures specific features from a set of real-world driving cycles is studied. Data from more than 500 real-world trips has been processed and categorized. The driving cycles are merged into several transition probability matrices (TPMs), where each element corresponds to a specific state defined by its velocity and acceleration. The TPMs are used with Markov chain theory to generate stochastic driving cycles. The driving cycles are validated using percentile limits on a set of characteristic variables, that are obtained from statistical analysis of real-world driving cycles. The distribution of the generated driving cycles is investigated and compared to real-world driving cycles distribution. The generated driving cycles proves to represent the original set of real-world driving cycles in terms of key variables determined through statistical analysis. Four different methods are used to determine which statistical variables that describes the features of the provided driving cycles. Two of the methods uses regression analysis. Hierarchical clustering of statistical variables is proposed as a third alternative, and the last method combines the cluster analysis with the regression analysis. The entire process is automated and a graphical user interface is developed in Matlab to facilitate the use of the software. / En körcykel är en beskriving av hur hastigheten för ett fordon ändras under en körning. Körcykler används bland annat till att miljöklassa bilar och för att utvärdera fordonsprestanda. Olika metoder för att generera stokastiska körcykler baserade på verklig data har använts runt om i världen, men det har varit svårt att efterlikna naturliga körcykler. Möjligheten att generera stokastiska körcykler som representerar en uppsättning naturliga körcykler studeras. Data från över 500 körcykler bearbetas och kategoriseras. Dessa används för att skapa överergångsmatriser där varje element motsvarar ett visst tillstånd, med hastighet och acceleration som tillståndsvariabler. Matrisen tillsammans med teorin om Markovkedjor används för att generera stokastiska körcykler. De genererade körcyklerna valideras med hjälp percentilgränser för ett antal karaktäristiska variabler som beräknats för de naturliga körcyklerna. Hastighets- och accelerationsfördelningen hos de genererade körcyklerna studeras och jämförs med de naturliga körcyklerna för att säkerställa att de är representativa. Statistiska egenskaper jämfördes och de genererade körcyklerna visade sig likna den ursprungliga uppsättningen körcykler. Fyra olika metoder används för att bestämma vilka statistiska variabler som beskriver de naturliga körcyklerna. Två av metoderna använder regressionsanalys. Hierarkisk klustring av statistiska variabler föreslås som ett tredje alternativ. Den sista metoden kombinerar klusteranalysen med regressionsanalysen. Hela processen är automatiserad och ett grafiskt användargränssnitt har utvecklats i Matlab för att underlätta användningen av programmet.

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Over the past decade, the study of male body image has increased considerably and substantial levels of body discontent among males have been reported. Accompanying this dissatisfaction is a rise in the documentation of the Drive for Muscularity (DFM), or the desire for increased lean muscle mass, in men. The current study had three objectives. The first was to identify theoretical variables associated with the DFM. The second was to examine body image evaluation and investment in relation to the DFM. The third was to explore the DFM and psychological well-being. Two-hundred fourteen men completed the study and multiple regressions were carried out to examine the various relations. Awareness and internalization of the male body ideal and universalistic social comparison accounted for 35% of the variance in the DFM. Body image investment, but not evaluation, accounted for 26% of the variance in the DFM. Regarding psychological well-being, the DFM accounted for an additional 23% of the variance in muscle pathology after controlling for levels of depression and self-esteem. Other notable findings included mens self-reported intentions to use potentially unhealthy body change strategies to increase size and musculature in the future, and statistically significant associations between the DFM and self-esteem, social physique anxiety, and general worry. These results contribute to the growing literature on male body image and the implications for clinical practice with men presenting with body dissatisfaction are discussed.

Currently, it is uncertain how well a typical ground-based simulator's hexapod motion system can simulate the aggressive motion during airplane upset. To address this issue, this thesis attempts to improve simulator motion for upset recovery simulation by defining new motion fidelity criteria, implementing body frame filtering, and improving an existing adaptive motion drive algorithm. The successfully improved adaptive algorithm was used to conduct a paired comparison experiment to study the effects of trade-offs between translational and rotational motion cues on pilot subjective fidelity and upset recovery performance. Analysis of the experimental data found that pilots generally rejected motion with false lateral cues and they preferred the presence of rotational cues for moderate roll angles. Also, performance analysis suggested that roll cues helped improve lateral control. Overall, pilots preferred to have simulator motion during upset simulation and significant improvements in performance were observed when simulator motion was present.

Problem: Is the free cash flow a value relevant accounting measure in relation to the Swedish stock market? Objective: The aim is that by using an investment strategy to examine whether the free cash flow is an accounting measure that could be perceived as value relevant in relation to the Swedish stock market. Method: The paper is based on a quantitative survey of empirical evidence that has been collected from companies listed on the Large and Mid-Cap lists of the Swedish stock market. Theoretical Frame of reference: value relevance, cash flow, portfolio theory, drive theory Results: It was concluded that the study results conform to the Finnish survey results. The portfolio shows higher returns than the OMX index.

Normally the trucks with four wheel drive option will be running in rear wheel drives and the front wheels will be rotating freely. In extreme tough driving conditions, the risk for getting stopped or slipping the rear wheels in mud is high. When the driver tries to engage the four wheel drive option and due to the difference in relative rotational speed of the dog clutch parts, there is a risk for slipping off or bouncing back of the dog clutch. After studying the importance of gear geometry and a few parameters, the team ended up with a new design and the performance of the design found satisfactory when simulated in MSC ADAMS.