Thesis (MScIng)--University of Stellenbosch, 2005. / Bibliography. Also available via the Internet.

Due to maturity of experimental technology in recent years, automatic optical inspection (AOI) is used in many industrial applications to replace visual inspection with high-speed and reliable characteristics. Because standard industrial AOI instruments are very expensive, this work introduces a low-cost and high performance AOI instrumentation technique for industrial applications. In this study, we develop an image auto focusing system based on the pickup head of DVD player. We alter the optical path of pickup head and integrate the CCD camera in this system. The idea is to use focus error signal in the linear focus region to estimate the distance between pickup head and object surface. In addition, a capacitance gauging instrument is used to measure the displacement. A PC based control law is then developed by using the PZT to drive the auto focusing system. By setting up such a low-cost system, the experimental results show that the time required for focusing performance is within 0.4s in most cases while the longest focusing time is about 1s. It is hoped that the results of this study can be implemented for real industrial AOI applications.

Thesis (M.S.)--Mississippi State University. Department of Mechanical Engineering. / Title from title screen. Includes bibliographical references.

Extrusion is a continuous solid state deformation process which is widely used in the aluminium industry. The demand for aluminium extrudates are growing and extruders are pressurized to extrude products as fast as possible without lowering the quality of the product. Important extrusion parameters and conditions are exit temperature, extrusion speed and alloy composition. It is widely accepted in extrusion industry that extrusion surface defects increase when the extrusion speed and exit temperature are increased for a constant alloy. One of the major surface defects is the so-called die pick-up and it is presently uncertain if increase with extrusion speed (from a low 25m/min) would result in an increase of the number of die pick-up defect.Die pick-up appears like a scratch mark or comet on the surface of the extrudate which damages the appearance. Previous research suggests that second phase particles, eutectic reactions (555°C - 600°C), extrusion process conditions and die conditions may influence the cause of die pick-up. However the influencing factors for die pick-up are not well established.The research started by determining the lowest melting temperature for AA6060 alloy as this temperature limit the highest temperature above which incipient melting starts. This temperature corresponds to the eutectic melting temperature for AA6060 alloy. Eutectic melting was only detected above 610°C and therefore the exit temperature could be increased to a maximum of 610°C. For an AA6xxx alloy system the lowest melting temperature is 555°C if Mg2Si and excess silicon were present. However as Mg2Si may have fully dissolved into the solid solution, no reaction can take place.A preliminary investigation was conducted to study the characteristics of the newly installed extrusion control and monitoring system. Through this study the relationship between the set extrusion speed and the actual extrusion speed was established. It was found that the actual extrusion speed was lower than the set extrusion speed and was further complicated by the capacity limit of the extrusion pressure. Exit temperature measurements were accurate, however it was measured about 1m away from the die exit. Experiments were carried out to estimate the exit temperature drop and hence the exit temperature measurements were corrected accordingly.Thus, the aim of the present research was to establish the relationship between die pick-up and extrusion conditions (extrusion speed, exit temperature and die condition) and to propose the likely formation mechanism for die pick-up.In this research AA6060 alloy was used and was extruded at 25m/min, 30m/min, 35m/min, 40m/min and 45m/min. The exit temperature was found to increases from 542°C to 567°C. Three types of die pick-up was identified which were named as normal pick-up, die line pick-up and lump pick-up. Normal pick-up occurred regardless of the extrusion speed and exit temperature; however the amount of normal pick-up did not increase when the extrusion speed was increased. Die line pick-up occurred when the extrusion speed was 45m/min and appeared only on the die lines. Lump pick-up is not significant since it was very rare.AA6060 (0.4%Mg and 0.5%Si) alloy has about 0.27% excess silicon and therefore at 555°C, Mg2Si particles react with aluminium and excess silicon to form liquid. However normal pick-up and die line pick-up still occurred at temperatures lower and higher than 555°C and therefore it confirms that eutectic reactions do not influence formation of pick-up. Therefore die pick-up is most likely to be caused due to a mechanical process rather than a metallurgical process.

Extrusion is a continuous solid state deformation process which is widely used in the aluminium industry. The demand for aluminium extrudates are growing and extruders are pressurized to extrude products as fast as possible without lowering the quality of the product. Important extrusion parameters and conditions are exit temperature, extrusion speed and alloy composition. It is widely accepted in extrusion industry that extrusion surface defects increase when the extrusion speed and exit temperature are increased for a constant alloy. One of the major surface defects is the so-called die pick-up and it is presently uncertain if increase with extrusion speed (from a low 25m/min) would result in an increase of the number of die pick-up defect.Die pick-up appears like a scratch mark or comet on the surface of the extrudate which damages the appearance. Previous research suggests that second phase particles, eutectic reactions (555°C - 600°C), extrusion process conditions and die conditions may influence the cause of die pick-up. However the influencing factors for die pick-up are not well established.The research started by determining the lowest melting temperature for AA6060 alloy as this temperature limit the highest temperature above which incipient melting starts. This temperature corresponds to the eutectic melting temperature for AA6060 alloy. Eutectic melting was only detected above 610°C and therefore the exit temperature could be increased to a maximum of 610°C. For an AA6xxx alloy system the lowest melting temperature is 555°C if Mg2Si and excess silicon were present. However as Mg2Si may have fully dissolved into the solid solution, no reaction can take place.A preliminary investigation was conducted to study the characteristics of the newly installed extrusion control and monitoring system. Through this study the relationship between the set extrusion speed and the actual extrusion speed was established. It was found that the actual extrusion speed was lower than the set extrusion speed and was further complicated by the capacity limit of the extrusion pressure. Exit temperature measurements were accurate, however it was measured about 1m away from the die exit. Experiments were carried out to estimate the exit temperature drop and hence the exit temperature measurements were corrected accordingly.Thus, the aim of the present research was to establish the relationship between die pick-up and extrusion conditions (extrusion speed, exit temperature and die condition) and to propose the likely formation mechanism for die pick-up.In this research AA6060 alloy was used and was extruded at 25m/min, 30m/min, 35m/min, 40m/min and 45m/min. The exit temperature was found to increases from 542°C to 567°C. Three types of die pick-up was identified which were named as normal pick-up, die line pick-up and lump pick-up. Normal pick-up occurred regardless of the extrusion speed and exit temperature; however the amount of normal pick-up did not increase when the extrusion speed was increased. Die line pick-up occurred when the extrusion speed was 45m/min and appeared only on the die lines. Lump pick-up is not significant since it was very rare.AA6060 (0.4%Mg and 0.5%Si) alloy has about 0.27% excess silicon and therefore at 555°C, Mg2Si particles react with aluminium and excess silicon to form liquid. However normal pick-up and die line pick-up still occurred at temperatures lower and higher than 555°C and therefore it confirms that eutectic reactions do not influence formation of pick-up. Therefore die pick-up is most likely to be caused due to a mechanical process rather than a metallurgical process.

abstract: Despite the growth of technology in music composition and performance, professional clarinetists maintain that air microphones are superior to piezoelectric pickups. Pickups offer increased mobility, isolation, and reduced feedback, but air microphones are used simply for the perceived sound quality. In this study a ported barrel pickup and a contact transducer pickup placed at various intervals on the clarinet were sampled and compared to a reference recording to determine how the sound differed for each method. In addition, the history of wind instrument pickups, the acoustics of the clarinet, and the basics of piezoelectricity were discussed to help examine the results. The pickups were examined in three ways: overall level in decibels, frequency cutoff, and overtone displacement. Through these results it was determined that the most accurate methods of clarinet pickup are the ported barrel pickup, contact transducers closer to the vibration of the reed such as the ligature or barrel surface, or a transducer placed at the end of the bell. These findings were consistent with the discussions regarding history, clarinet acoustics, and piezoelectricity. This study also produced a reference for the sounds associated with different pickup methods, as well as possible improvements for clarinet pickup design. / Dissertation/Thesis / Doctoral Dissertation Music 2018

Truck-based freight transportation continues to play a vital role in the delivery of goods in the United States. Despite its size and importance, the truck transportation industry continues to struggle with fulfilling transportation requests in an efficient and sustainable manner. One potential solution to alleviate many of the current truck industry problems is for transportation service providers (TSPs) to collaborate by sharing volume, resources, and facilities. This research introduces the Transportation Service Provider Collaboration Problem (TSP-CP) to demonstrate the benefits of using optimal freight routing and consolidation decisions for collaborating TSPs. A mathematical model for the TSP-CP is introduced to describe the problem in detail. Additionally, two separate adaptive large neighborhood search (ALNS) heuristics are developed to provide solutions to industry representative problem instances. Finally, the benefits and insights achieved by enabling collaboration between TSPs using the TSP-CP are identified using industry representative data sets. The representative data sets were derived from actual freight data provided by a freight pooling company that manages collaboration among TSPs. Carriers were chosen from the industry data to evaluate collaborative partnerships and to gain insights on the effects of partnership characteristics on overall benefit as well as the benefits obtained by individual carriers. The computational results suggested collaboration among TSPs offers the potential for substantial reductions in the total distance required to deliver all loads, in the number miles that were traveled completely empty, and the number of containers required for delivery compared to individual performance. Additionally, collaboration increased delivery resource capacity utilization as measured by the percentage of weighted full miles. Detailed analysis of the results from the TSP-CP revealed new insights into the collaboration between full truckload and less-than truckload carriers that have not been quantified or highlighted in previous research. These insights included the effect that an individual carrier's type and size had on the amount of benefit received to each carrier. Finally, the results highlighted the importance of building collaborative partnerships that consider a carrier's geographic location. / Ph. D. / Truck-based freight transportation continues to play a vital role in the delivery of goods in the United States by carrying nearly 70% of all freight tonnage. Despite its size and importance, the truck industry continues to struggle with transporting freight in an efficient, timely, and sustainable manner. One potential solution to alleviate many of the current truck industry problems is for transportation service providers (TSP) to collaborate by sharing resources, facilities, and freight volume. This research introduces the Transportation Service Provider Collaboration Problem (TSP-CP) to demonstrate the benefits of using optimal freight routing and consolidation decisions for collaborating TSPs. The benefits and insights achieved by enabling collaboration between TSPs using the TSPCP are identified using industry representative data sets. The representative data sets were derived from actual freight data provided by a freight pooling company that manages collaboration among TSPs. The computational results suggested collaboration among TSPs offers the potential for substantial reductions in the total distance required to deliver all freight, in the number of miles that were traveled by containers completely empty, and in the number of containers required for delivery compared to individual performance. Additionally, collaboration increased delivery resource capacity utilization. Detailed analysis of the results from the TSP-CP also revealed new insights into TSP collaboration. These insights included the effect that an individual carrier’s type and size had on the amount of benefit received to each carrier. Finally, the results highlighted the importance of building collaborative partnerships that consider a TSP’s geographic location.

Thesis (MScEng (Mechanical and Mechatronic Engineering))--University of Stellenbosch, 2005. / Vehicle Noise, Vibration and Harshness (NVH) is now a more important component of the vehicle design process than ever. Road noise is one of the key criteria used by potential buyers (albeit subconsciously) to choose what they perceive as the best vehicle. Road rumble is a key concern for vehicle manufacturers. Light Utility Vehicles (LUVs) are especially sensitive to a low frequency booming noise due to the fundamental acoustic mode that exists in the vehicle cabin. An investigation into this booming noise in an LUV is documented. The noise is identified and quantified after which the source of the noise in the vehicle cabin is identified using NVH techniques such as Acoustic Modal Analysis (AMA), Experimental Modal Analysis (EMA) and Transfer Path Analysis (TPA). The cabin’s fundamental acoustic mode lay at 100 Hz. Finally the source of the vibrations in the vehicle leading to the booming noise in the cabin is identified, along with its transfer path to the cabin. Solutions for the specific vehicle’s booming noise are proposed, two of which are tested with some success. Solutions to the problems associated with the fundamental acoustic mode of LUVs are also proposed and discussed.

Pickup and Delivery Problems (PDPs) constitute a class of Vehicle Routing Problems (VRPs) consisting of finding the optimal routes for a fleet of vehicles to deliver requests from a set of origin locations to a corresponding set of destinations. PDPs are NP-hard and have a wide variety of variants and potential constraints. This thesis evaluates methods for solving a dynamic single- vehicle PDP restricted by multiple time-related constraints. The problem is dynamic in the sense that new requests arrive as time is simulated and inserted into the vehicle’s pickup and delivery plan as it is being executed. The time- related constraints include limited time windows during which the requests may be picked up or delivered, as well as maximum ride times that items may spend in the vehicle before being delivered. To solve the problem, we adapt insertion heuristics based on Large Neighborhood Search (LNS) and Heuristic Destroy and Repair (HDR) to the problem and evaluate them in a comparative study. Solution methods for the PDP are also applied on the problem of dynamically assigning incoming orders to vehicles in a delivery service with a short planning horizon. A PDP-based order assignment strategy is compared with assignment strategies based on proximity and workload. Due to the short planning horizon of the target application, the study is focused on finding well-performing methods for quickly solving small PDPs containing 10-15 requests. Our results indicate that LNS outperforms HDR for small problem instances. However, the quick convergence of HDR allows it to outperform LNS for larger problem instances. We also show that applying a PDP- based assignment strategy in the order assignment problem allows the service to accommodate more requests than the alternative assignment strategies while simultaneously providing a significant reduction in operational costs. Future work may improve the order assignment strategy by incorporating more anticipatory functionality and streamlining the PDP methods with more efficient tests for the feasibility of solutions. / Pickup and Delivery Problems (PDP:er) utgör en grupp av Vehicle Routing Problems (VRP:er) som består av att hitta de optimala rutterna för en fordonsflotta för att leverera beställningar från en uppsättning av upplockningsplatser till motsvarande uppsättning av avlämningsplatser. PDP:er är NP-svåra och har en stor mängd olika varianter och potentiella begränsningar. Denna avhandling utvärderar metoder för att lösa ett dynamiskt enkel-fordon PDP med flera tidsrelaterade begränsningar. Problemet är dynamiskt i den mening att nya beställnigar anländer i samband med att tiden simuleras och sätts in i fordonets leveransplan samtidigt som den utförs. De tidsrelaterade begränsningarna innefattar begränsade tidsfönstren under vilka beställningar kan plockas upp eller lämnas av, samt maximala tider som hämtade föremål får tillbringa i fordonet innan de lämnas av. För att lösa problemet anpassar vi insättningsheuristiker baserade på Large Neighborhood Search (LNS) och Heuristic Destroy and Repair (HDR) till problemet och utvärderar dem i en jämförande studie. Lösningsmetoder för PDP tillämpas också på problemet att dynamiskt tilldela inkommande beställningar till fordon i en leveransservice med en kort planeringshorisont. En PDP-baserad tilldelningsstrategi jämförs med strategier baserade på närhet och arbetsbelastning. På grund av målapplikationens korta planeringshorisont så fokuserar studien på att hitta väl presterande metoder för att snabbt lösa små PDP:er som innehåller 10-15 förfrågningar. Våra resultat indikerar att LNS överträffar HDR för små probleminstanser. Däremot leder den snabba konvergensen av HDR till att den överträffar LNS för större probleminstanser. Vi visar också att tillämpningen av en PDP-baserad tilldelningsstrategi i tilldelningsproblemet gör att tjänsten kan tillgodose fler beställningar än de alternativa tilldelningsstrategierna, samtidigt som det ger en betydlig minskning av driftskostnaderna. Framtida arbete kan förbättra tilldelningsstrategin genom att integrera mer förutseende funktionalitet och effektivisera PDP-metoderna med ett mer effektivt test av genomförbarhet för lösningar.

We consider the daily transportation problem in forestry which arises when transporting logs from forest sites to customers such as sawmills and pulp and paper mills. Each customer requires a specific amount of a certain assortment, and the deliveries to the customers can be made within time intervals, known as time windows. Further, there are a number of supply points, each with a certain assortment, and a number of vehicles of a given capacity, to be used for transport. The log truck scheduling problem consists of finding a set of minimal costs routes, one for each vehicle, such that the customers’ demands are satisfied without exceeding the supplies available at the supplies. Each route has to satisfy a number of constraints concerning time windows, truck capacity, timetable of the driver, lunch breaks, et cetera. The model used to describe the log truck scheduling problem is based on the route concept, and each variable, or column, represents one feasible route. Since the number of feasible routes is huge, we work only with restricted versions of this problem, which are similar to restricted master problems in a Dantzig-Wolfe decomposition scheme. We use three solution methods based on the column generation principle, together with a pool strategy which allows us to deal with the feasible routes outside the restricted master problem. The three methods proposed have a common structure; they use branch-andprice together with a column generator, followed by branch-and-bound. The column generators in the three methods differ. In the first method, the subproblem is based on a cluster-first-route-second strategy. The column generator in the second method involves solving a constrained shortest path problem, and finally, the third method builds on a repeated generation of clusters and routes. The three methods are tested on real cases from Swedish forestry companies, and the third method has been adapted to a computerised system that utilises the Swedish national road data base, for computing travelling distances. The results obtained show that the optimisation methods succeed in finding significantly better solutions than those obtained by manual planning, and in a reasonable computing time.