<p>The background for this degree thesis is a need to replace the existing seal used to protect equipment containing secret or sensitive equipment used by Swedish Defence. The target design should satisfy both the need for tamper evidence and reduce Life Cycle Cost. In developing a new design for a seal, additional benefits such as improved logistics support and indication of attack methods such as heat and solvents have been considered.</p><p>The lack of guiding principles for end users of seals became evident during the interviews. Major concerns for the future are education of users, information about actions if a seal is broken and user liability.</p><p>The design work was divided into several phases. A feasibility study was performed including investigation of theory of labels, materials and possible technologies. The feasibility study also includes a requirement analysis based on interviews. This analysis was later used as a tool for evaluating different concepts.</p><p>Using the list of construction criteria and the morphologic matrix 27 different concepts where created. All of these concepts did not go further in the concept development but are described in the thesis as part of the result. Evaluation of methods for validation and verification was done to get a deeper understanding of material properties and facilitate the requirement process in future work.</p><p>The final result of the design process is two concepts. The first concept is based on 2D-barcode, thermocromic material and a double foil label in which the material at the bottom is brittle. The second concept contains active RFID protected by a brittle material and with clear guiding principles. Both concepts are suitable solutions. The reason for presenting two concepts is some remaining uncertainties with RFID technology used in the second concept.</p> / <p>Bakgrunden till examensarbetet är att plomberingen som försvaret använder idag för att skydda sina utrustningar mot intrång inte uppfyller försvarets krav. Den nuvarande konstruktionen är bl.a. tidskrävande och har en hög kostnad ur ett livscykelperspektiv.</p><p>Vid undersökning av problemet framkom även brister i de riktlinjer som finns runt plomberingen. Detta gäller framförallt utbildning och användarskyldigheter. Genom att utveckla en ny plombering för utrustningar i försvaret kommer eventuell hemlig information skyddas bättre.</p><p>För att systematiskt få fram bra koncept gjordes en omfattande förstudie. Förstudien innehåller utvärderingar av olika tekniker och material samt en teoridel om etiketter. I förstudien inkluderas även en behovsanalys som är baserad på intervjuer. Analysen användes sedan som hjälpmedel i de olika utvärderingarna i examensarbetet.</p><p>För att underlätta framtagningen av en kravställning vid upphandling har olika metoder för verifiering och validering utvärderats.</p><p>Genom konstruktionskriterielistan och den morfologiska matrisen skapades 27 koncept. Även om alla dessa koncept inte gick vidare till konceptutveckling bör de betraktas som en del av resultatet.</p><p>Resultatet av arbetet redovisas i två koncept. Det första konceptet bygger på 2D-streckkod, termokromfärg och dubbelt etikettmaterial varav det understa materialet är sprött. Det andra konceptet bygger på aktiv RFID med tydliga användarriktlinjer som är skyddat med sprött material.</p><p>Anledningen till att två koncept valdes som resultat beror på att båda visades vara lämpliga lösningar på problemet men även för att förberedda sig på eventuella osäkerheter runt RFID.</p>

<p>About ten years ago Volvo Cars could see that car manufactures began to introduce rear wheel arch liners made of non-woven fabrics or some kind of laminate which are mostly common today. Volvo Cars have also seen that competitors now are beginning to develop the front wheel arch liners more and more and expect a development equal to the one for the rear wheel arch liners. This is why we are set to optimize the front wheel arch liner.</p><p>For development of mechanical products such as car parts, a discursive method is most suitable to follow. For example systematical concept development which we have used in our work.</p><p>From a technical point of view, our results shows that the penta laminate used for the wheel arch liner on Mercedes Benz S-class is by far the best material. Unfortunately it is rather expensive which of course affects its result in a negative way when cost is taken in to consideration. When including cost, the solid plastic is actually rather economical.</p><p>After assessment of the result in total we are however convinced that Volvo Cars should concentrate on further research of penta laminate and open negotiations with different suppliers regarding a material of this kind.</p><p>Regarding the geometry, the tests and studies that Volvo Cars have performed earlier on splash shields clearly shows the usage of the part and further research done by our selves does not point at any problems with a splash shield integrated in the wheel arch liner.</p> / <p>För ungefär tio år sedan kunde Volvo Cars se att biltillverkare började introducera bakre hjulhus tillverkade av ”non-woven” fibrer eller någon form av laminat vilket idag är högst vanligt. Volvo Cars har också sett att konkurrenter nu börjar utveckla främre hjulhus mer och mer och räknar med en utveckling liknande den för bakre hjulhus. Detta är anledningen till att vi har fått uppgiften att optimera det främre hjulhuset.</p><p>För utveckling av mekaniska produkter så som bildelar, är en diskursiv metod mest lämpad att följa. Till exempel systematisk konceptutveckling som vi har valt att använda i vårt arbete.</p><p>Sett ur ett tekniskt perspektiv, visar våra resultat att pentalaminatet som används för hjulhusen på Mercedes Benz S-klass, är det överlägset bästa materialet. Tyvärr ar det ganska dyrt vilket naturligtvis påverkar dess resultat negativt när hänsyn tas till kostnader. När vi även ser till kostnaderna, är faktiskt den rena plasten mycket ekonomisk. Efter bedömning av det totala resultatet, är vi helt övertygade om att Volvo Cars borde koncentrera sig på fortsatta undersökningar av pentalaminat och inleda förhandlingar med olika underleverantörer angående material av denna typ.</p><p>Angående geometrin, visar Volvo Cars’ sedan tidigare genomförda tester och studier att en splash shield fyller en viktig funktion och vidare undersökningar genomförda av oss själva pekar inte på några problem med en i hjulhuset integrerad splash shield.</p>

<p>Some products share one or two modules and while developing these products, structural optimization with stiffness as the objective function can be a useful tool. There might be no or very little CAD-data available in the pre-development phase and it is not certain that existing designs can be, or is desirable to use as a reference. The main objective of this thesis is to establish an accurate and fast-to-use methodology which can be utilized while developing new cars.</p><p>In this thesis, the Volvo products S40, V50 and C70 serve as a basis for this case study. All the models are beam structures and the masses of components are added as point and line masses. Several optimization analyses are performed on one or three products exposed to seven load cases. Additional analyses with shell elements, more simplified models and changed load case balance achieved by normalization of the different load case compliances are also studied to investigate how these factors influence the results.</p><p>Analyses show that front crash to a great extent dominates the results while normalization increases the influence of the remaining load cases. Since front crash is dominating and the front area is shared in all products, the performance is remarkably similar when three products are optimized compared to separate analyses of one product. Analysis of models without added point or line masses gives a result which greatly differs from previous results and therefore shows that added masses are required. The methodology is applicable to develop products and detect new load paths through the car.</p>

<p>This Master of Science thesis was a part of Pharmadule Emtungas project to construct a mobile automated cell for welding of carbon steel pipe (Heating, Ventilation and Sanitation). Pharmadule Emtunga is using a modular building concept for building pharmaceutical factories. The modules contain these pipes. The goal of the thesis was to present concepts for technical solutions regarding welding methods and fixtures for the cell. Conceptual models for the cell were made with aid of CAD software. A concept generation/evaluation resulted in the winning concept; orbital welding using V-stands as fixture method. The main purpose of the fixture is to offer fast and accurate alignment of pipes, with arbitrary lengths and fittings. The fixture was made after a thorough evaluation of data concerning geometries and occurrences of pipes in a typical pharmaceutical factory.</p><p>A number of efficiency problems concerning welding were identified during the project. The thesis presents a four-step process for increased productivity of welding in workshop as well as in the automated cell:</p><p>1. Change payment routines so that Pharmadule Emtunga does not pay for so called “double welds”, welds that never is carried out.</p><p>2. Update lists of time basis used for billing so that they represent actual time needed.</p><p>3. Increase productivity in welding by obtaining an automated welding cell with work and fixturing as proposed in this thesis.</p><p>4. Increase productivity by introducing orbital welding in the cell.</p><p>Additional work with efficiency should be performed in connection with the execution of these four steps:</p><p>• Possibilities of parallel work in the cell should be investigated.</p><p>• Construction personnel need to work by the “Design for Manufacturing” (DFM) principle.</p><p>• Single-module production would contribute to steady flow through the cell.</p><p>• Better drawing data may increase number of welds performed in workshop.</p>

<p>This report is one part of a masters thesis in mechanical engineeing. Is is executed at the Department of Mechanical Engineering at Linköping Insitute of Technology in cooperation with Saab Aerosystems in Linköping.</p><p>A tool for concept generation called a quantified interactive morphological matrix has been created. It is based on rules of thumb and approximations concerning aircraft fuel systems.</p><p>The tool can be used for discarding bad concepts, with regard to weight, power consumption and MTBF, during the concept phase of a fuel system design process. The tool is ready for calibration towards a future specific area of use. It is open for validation and optimization and is specifically designed to be easily modified for different future products.</p><p>Suggestions for future use has been given concerning expansion, implementation, validation and optimization.</p>

<p>A finite element model has been developed to simulate the forming of a channel section profile with the roll forming method. The model has been optimized to experimental results with respect to strains at the edge of the sheet and spring back of the sides of the profile. Finite element models with a coarse mesh have been compared to models with a finer mesh. The models with to fine mesh become instable and a model with a rather coarse mesh was finally chosen.</p><p>Both the models with shell elements and the models with solid elements have been used in the simulations. The simulations with shell elements gave very good results both for the geometry shape and the strains at the edge of the sheet. The reaction forces at the tools found in the simulations was only half of the reaction forces fond in the experiments.</p><p>The simulations with the solid element model showed very good results for the reaction forces while the geometry shape of the sheet was really bad. The spring back was much larger in the simulations than in the experiments.</p><p>The shell element model was chosen because of the excessive spring back with the solid element model. The spring back of the sides of the sheet differs only a few percent between the simulation and the experiment results when using the shell element model. The reaction forces at the tools in the simulation are only half of the reaction forces measured in the experiments but the results from the simulations are linearly proportional to the results in the experiments. The model that finally was chosen describe both the spring back and the strains at the edge of the sheet very well. Like in the experiments there were no signs of wrinkles at the sheet in any of the simulations.</p>

<p>During my studies to become a guitar builder at Carl Malmsten CTD, I have found an interest in the construction of the classical guitar. I am fascinated by the simplicity of its construction. A simplicity that becomes more complex when you start to study it in detail.</p><p>In my final thesis I will not try to explain this complexity. The subject is to investigate two different principles regarding its construction. I would like to find out if the sayings concerning one of the principles will yield a guitar with greater ability to produce volume and projection.</p><p>At a close distance the difference between the guitar’s volumes is not to speak of, but a significant difference can be seen regarding one of the guitars ability to project its sound. In their nearness tonal aspects becomes in some extent legible. Even if the two guitar’s character of sound is alike subtle tonal differences exists.</p><p>The existing differences between the two principles of construction are regarding the two guitars that I have built. The subject for the examination is to conclude the guitar’s ability to project their sound nearby compared to at a distance.</p>

<p>This report is founded in lack of knowledge concerning the design and layout procedureduring a new engine room construction.The prime question is how the engine room takes its form from idea to construction and whathappens in between. We want to give the reader a better understanding in how the work isdone and why it is designed the way it is concerning layout, ergonomics and safety. Duringthis report we will enhance the knowledge concerning regulations and rules that are of greatsubstance such as SOLAS, Swedish Sjöfartsverket and IMO.By contacting the parties involved in the process in newly designing a vessel and its engineroom, we will assume their approaches and experiences. We will study the work progressfrom planning to construction of a vessels machinery spaces. We will with the help ofinterviews with interested parties get an idea of the approach and also compare the finishedproduct a bit depending on company size and resources.The investigation resulted in a good basis for how a ship engine room design takes shape andwhich aspects are taken into account, however, we found that the existing rules concerningengine room layout was very vague and was seen as the most recommendations. For thecontrol room, there were however some points to consider. We believe that it would facilitatea more comprehensive legal framework relating to engine room design.</p> / <p>Denna studie grundar sig i en okunskap gällande maskinrums design och layout. Frågan viställde oss var hur ett fartygs maskinrum kom till från idé till ritning och slutligen beställning.Syftet med arbetet är att ge läsaren grundläggande kunskaper gällande maskinrums design,layout samt ergonomiska aspekter då detta är relevant gällande säkerhet och avhjälpandekring det dagliga arbetet ombord på ett fartyg. Vi kommer även ta upp information som rörregelverk så som (SOLAS, Sjöfartsverket och arbetsmiljöverket),riktlinjer (IMO) standarder (ISO).Genom att kontakta de parter som är inblandade i ett nykonstruerande av ett fartyg och dessmaskinrum kommer vi utgå ifrån deras tillvägagångssätt och erfarenheter. Vi kommer studeravägen från beställning och planering till konstruering. Vi kommer med hjälp av intervjuermed berörda parter skaffa oss en uppfattning om tillvägagångssättet vid planering avmaskinrums designen och även jämföra resultatet beroende på rederiets storlek och resurser.Undersökningen resulterade i ett bra underlag för hur ett fartygs maskinrums konstruktion tarform och vilka aspekter som det tas hänsyn till, dock upptäckte vi att reglerna gällandemaskinrummets utformning var mycket vaga och sågs mest som rekommendationer. Förkontrollrummet fanns det däremot en del punkter att ta hänsyn till. Vi anser att det skulleunderlätta med ett mer utförligt regelverk som rör maskinrummets utformning.</p>

<p>I denna uppsats har det studerats hur kyla påverkar Robot 70 skyttens prestanda. För att göra detta har en hypotesprövande metod använts. Hypotesen lyder: ”En robotskytts finmotorik påverkas av kyla så till den grad att träff inte är sannolik.”</p><p>Hypotesen används till hjälp att svara på följande frågeställningar:</p><p>Frågeställning 1:</p><p>I vilken utsträckning påverkas robot 70-skyttens finriktningsförmåga av kyla?</p><p>Frågeställning 2:</p><p>Hur kan luftvärnsregementet förbättra nyttjandet av Robot 70 gruppens utrustning för att minska kylans påverkan på robotskyttens prestanda?</p><p>Ett experiment har använts för att verifiera eller falsifiera hypotesen. Sju personer från Luftvärnsregementet har skjutit simulerade avfyringar inom- och utomhus, vid olika temperaturer. Resultatet från robotarna avfyrade inomhus vid 20°C hade en ungefärlig träffsannolikhet för direktträff på 94 %. Avfyringarna i segmentet med lägst uppmätta tumtemperaturer hade enligt mina mätningar en betydligt lägre träffsannolikhet för direktträff.</p><p>Vad som verkar sänka temperaturen robotskyttens tumme mest, är värmeledning från robotsystemets styrspak. Slutsatsen är att detta verkar beror på att styrspaken är tillverkad av aluminium. Genom att isolera styrspaken kan det undvikas att skyttens tumme kyls ned och därmed minskar dennes träffsannolikhet.</p> / <p>In this essay it has been studied how cold environment can affect the gunner of the RBS 70.</p><p>In this study, the method of testing a hypothesis has been used. Hypothesis: “The Gunner is affected by cold to such an extent that a hit is not probable”</p><p>The hypothesis is used in helping to answer the following two questions:</p><p><strong>1.      </strong>To what level is the RBS 70 Gunner affected by cold?</p><p><strong>2.      </strong>How can the Swedish AD Regiment improve its use of equipment in order to   reduce the effects of cold weather, on the RBS 70 gunners’ ability to aim?</p><p> A test was performed to verify or falsify the hypothesis. Seven people from the Swedish AD Regiment fired simulated missiles both indoors and outdoors, in different temperatures. The results show that the missiles fired indoors at 20°C had an approximated direct hit-ratio of 94 percent. The firings where the thumb temperatures were the lowest had a lot lower direct hit ratio.</p><p>The greatest issue lowering the gunners thumb temperature was the temperature of the joystick of the sight. The conclusions are that the joystick, which is made of aluminium, must be isolated to avoid cooling the gunners’ thumb. Otherwise it will be harder to hit the target at a low temperature.</p>

This doctoral thesis presents results of literature review on classical and contemporary aspects of stripping, as well as experimental investigations on moisture damage as influenced by bituminous materials. Previous research in the area of moisture damage was reviewed and synthesized into a state-of-the-art. Important parameters linked to moisture sensitivity, like bituminous material characteristics, dynamic loads from heavy vehicles, environmental factors, construction practice and nature of anti-stripping additives, are presented. The state-of-the-art in current test methods is summarized and given. The experimental work involved investigations of the influence of bitumen and aggregate composition on water susceptibility. The influence of aggregate mineralogy and chemistry was evaluated using eleven aggregates and one bitumen, followed by studying the interactive effect of four bitumens and four aggregates. Moisture sensitivity was evaluated in accordance with (EN 12697-12:2003) for conditioning, ASTM D 4123 for resilient modulus determination, and (EN 12697-23:2003) for indirect tensile strength testing. Furthermore, thermal stability of two liquid amine anti-stripping additives mixed with two bitumens of varied acidity was investigated using potentiometric titration and Fourier Transform Infrared (FTIR) Spectroscopy. Lastly, a technique based on Fourier Transform Infrared Spectroscopy-Attenuated Total Reflectance (FTIR-ATR) was developed and used for studying transport of water across thin bitumen films, as well as stripping at bitumen/substrate interfaces. Bitumens from different sources and three substrates (silicon, germanium and zinc selenide crystals) were used. Based on the results obtained, it was concluded that aggregates containing sodium and potassium in alkali feldspars generally showed high moisture sensitivity. In contrast, presence of calcium, magnesium and iron was associated with aggregates with low moisture sensitivity. Contrary to several previous findings, one aggregate with practically 100% quartz exhibited low moisture sensitivity. No linear relationship between moisture sensitivity and the contents of SiO2 and Al2O3 in the aggregates studied was established. Results of the interactive influence of bitumen and aggregate composition showed that high acid and low penetration bitumens exhibited high dry strength for all the aggregates studied. On the other hand, for a given bitumen, the wet strengths were found to be aggregate specific. The results of tests on thermal stability of amine additives showed that usefulness of these additives reduces considerably, when the more alkaline additive was mixed with the high acid bitumen, followed by storing the blends under pronounced conditions of time and temperature (24 hours and 140ºC, or more, in this study). Much less interaction occurred when the less alkaline additive was blended with the low acid bitumen. Even if a correlation was found between the results of potentiometric titration and Fourier Transform Infrared spectroscopy, the latter was not considered good enough at detecting amine additives, especially at low dosages. The technique based on FTIR-ATR developed in this study distinguished between good and bad bitumens with regard to stripping. The effectiveness of amine-based additives in reducing stripping was also shown by the method. Three likely processes occurred during the test, namely water diffusion, film break, and displacement (stripping) of bitumen from the substrate surface. The results also indicated that the diffusion process of water into the bitumen/substrate interface does not obey Fick’s law. / QC 20100831