This dissertation deals with a development of a laser welded common rail with a radially attached RPS sensor of pressure. The new concept required by Bosch Diesel s.r.o. Jihlava should be more modifiable and it should be easily integrated with the engine compartment. In this dissertation I suggested a number of concepts that I further analysed, verified in appropriate software, developed, and finally narrowed the selection down to the most suitable solution, which is recommended and justified in the conclusion.

The subject of this thesis is the optimization of forged high pressure elements of fuel accumu-lator of Common Rail System. The aim of this work is to assess the current state and design the individual high pressure elements in the CAD system. There is implemented strain and stress analysis in the FEM system Abaqus/CAE and in fatigue postprocessor FEMFAT for all designs. On the basis of this analysis are proposed optimized design solutions.

This master’s thesis is aimed to sphere of injection system for diesel engines. The main task of thesis was to invent new concept for high pressure interface of laser welded fuel accumulator, that would able to endure pressure 2000 bars and higher. Also, it would be applicable to serial production. Thesis includes description of diesel system by Bosch, making of design proposals in ProEngineer program and making of stress analyses for some particular elements in Ansys. Whole the work was passed in conjunction with Bosch Diesel development department.

Tato diplomová práce je zaměřena na řešení problému praskání těsnících kuželů na tělesech railů při zkoušce dlouhodobé životnosti pomocí pulzního vysokotlakého testu. Hlavní částí je analýza vlivu těsnících zátek na namáhání těsnícího kuželu s následným návrhem nové zátky, která bude tvořit stejné nebo podobné zatížení všech komponent při pulzním testu jako vysokotlaká trubka, která se používá v sériové produkci. Další částí je ověření vlastností nové zátky pomocí vysokotlakého pulzního testu.

Ce mémoire constitue une tentative de structurer l’histoire de l’industrie du tramway au Canada. L’objet y est étudié dans son ensemble en vue de dégager et d’analyser sa périodisation. La dernière tentative importante a été effectuée en 1966, lorsque Due a terminé ses recherches en se concentrant uniquement sur l'industrie canadienne des tramways interurbains (Due 1966), excluant ainsi les tramways hippomobiles et les tramways urbains. Depuis, nous avons assisté à l’émergence du système léger sur rail (SLR). Ces derniers sont en cours de déploiement ou de redéploiement dans de nombreuses villes canadiennes. C’est pourquoi il nous apparaissait pertinent de jeter un nouvel éclairage sur le sujet. Notre objectif est d'aller au-delà des anecdotes, des études de cas et des histoires thématiques en utilisant des données opérationnelles et financières compilées pour chacun des réseaux et ce, pour l’ensemble du Canada. Nous analysons l'évolution de l'industrie du tramway au pays, suivant le concept des longs cycles de Kondratiev, depuis les tramways tirés par des chevaux jusqu’au SLR. À cette approche, nous avons superposé celle de la destruction créatrice développée par Schumpeter pour démontrer les legs des technologies antérieures, et le recours à ceux-ci pour les nouveaux cycles. Comme nous l'avons montré, les tramways électriques ont apporté un changement de paradigme important qui a modifié le visage du transport en commun urbain et interurbain, entraînant le déploiement de vastes réseaux et la disparition des systèmes de tramways à traction animale. Cependant, comme le prévoit la théorie des longs cycles de Kondratiev et la tendance à la baisse du taux de profit, l'industrie a rencontré des obstacles qui se sont avérés trop difficiles à surmonter. Cela a entraîné une chute du tramway électrique qui a ouvert la voie à de nouvelles technologies, plus adaptées aux besoins actuels. Lorsque l’industrie des tramways opérée par le privé n'était plus viable, l'État est intervenu. / This dissertation is an attempt to structure the history of the streetcar industry in Canada. The object is studied as a whole in order to identify and analyze its periodization. The last major attempt was made in 1966, when Due completed its research by focusing solely on the Canadian intercity streetcar industry (Due 1966); thus excluding horse-drawn and city streetcars. Since then, we have seen the emergence of the light rail system (LRT). These are currently being deployed or redeployed in many Canadian cities. This is why we felt it was appropriate to shed new light on the subject. Our goal is to go beyond anecdotes, case studies and thematic stories by using operational and financial data compiled for each of the networks across Canada. We analyzed the evolution of the tramway industry in Canada, following the Kondratiev long cycle concept, from horse-drawn streetcars to LRT. We have superimposed Schumpeter's Creative Destruction approach to demonstrate the legacies of earlier technologies, and the use of these technologies for new cycles. As we have shown, electric streetcars have brought about a significant paradigm shift that has changed the face of urban and interurban transit, leading to the deployment of vast networks and the demise of animal-drawn streetcar systems. However, as predicted by Kondratiev's theory of long cycles and the downward trend in the profit rate, the industry encountered obstacles that proved too difficult to overcome. This led to the collapse of the electric tramway, which paved the way for new technologies, better adapted to today's needs. When the privately operated light rail industry was no longer viable, the state intervened.

M. Tech. (Industrial Engineering, Faculty of Engineering and Technology), Vaal University of Technology. / In South Africa, the provision of equitable and accessible public transport is still in the early stage of development and growth. PRASA has adopted programmes that drive and promote the implementation and integration of a universal design that should meet the varying requirements of its customers. PRASA acknowledges that its facilities should be focused on the delivery of public service that acts as a catalyst and enabler within South Africa in overcoming differentiation in gender, race, income, opportunity and mobility. Facilities’ managers and especially rail managers, through facilities planning, should provide proactive service delivery to its stakeholders. In South Africa, the majority of train stations are not designed to cater for persons with special needs. Therefore, these facilities must comply with national imperatives; resulting in a need to design new facilities or redesign current train stations’ facilities so as to accommodate the diversity of human characteristics within the population, as a whole, in order to promote equal access to services and opportunities for persons with disabilities as expected in all spheres of government. This means that there are dynamic and heterogeneous elements that should be controlled in the commuter rail system design. The redesigning of some train stations had been undertaken and improvements achieved at some train stations e.g. Gautrain. The issue that arises is that there cannot be a one-to-one transfer of model to design another facilities. This is due to the constraints of space, monetary costs and information on customers or level of activeness in the facility. Companies don’t always have a lot of money at their disposal making money to become an issue. If there’s an abundance of space then one can design the train layout the way he/she wants. However this is not always the case and therefore, the available space has to be planned accordingly. Furthermore, one needs to know information on (the number of) their customers in order to plan and be able to meet their requirements. This project proposes the use of an improved flow-pattern measurement technique (i.e. integration of techniques), specifically improved From-To-Chart techniques, to assess the efficiency of the current layout while considering the constraints of variables expectations from customers and variable rewards for rendering services to different types of customers. An improved and effective layout was then proposed. The efficiency of the proposed new layout was compared with that of previous layout so as to ascertain on stakeholders’ confidence. Simulated Annealing was also used to compare different peak periods and their efficiencies so as to decide on the layout that is suitable for the commuter rail system under the different peak scenario. The Direct Clustering Algorithm was furthermore employed to try to group facilities that render similar services into cells so as to minimise movement or material handling. Results revealed that a flexible train station layout whose flow pattern can be regularly adjusted to minimize costs and to accommodate the ever-increasing expectations should be adopted. It is hoped that station managers who adopt such guides will improve on customer’s expectations.

Scheduling trains is a hard problem where current solutions typically create timetables that create undesirable amounts of delay for the trains that use them. This study considers the fact that conventional timetables, which only use fixed intervals to schedule trains, might not be optimal for minimising the delay and travel time of passengers. In this study, we compare this ”simple” timetable with timetables generated via a fuzzy controller which has access to information about the flow of passengers throughout the day. The hypothesis is that this fuzzy controller therefore becomes more ”intelligent”. We evaluate the performance using a custom-built simulator that measures the average delay and travel time of the passengers. We conclude that the fuzzy controller can generate timetables that quickly adapt to passenger demands and show favourable resource usage over the simple timetable. However, more research is needed on the input variables and their usage within the fuzzy controller to further optimise the performance. / Schemaläggning av tåg är ett svårt problem och nuvarande lösningar skapar ofta tidtabeller med oönskade mängder förseningar. Den här rapporten behandlar faktumet att enkla tidtabeller, som enbart använder fasta intervaller för tågens avgång, kanske inte är optimala för att minimera antalet förseningar samt resenärers restid. Den här studien jämför enkla tidtabeller, med fasta intervall, med tidtabeller som skapats av en fuzzy controller som har tillgång till information om passagerarflödet. Hypotesen är att fuzzy controllern på så sätt blir mer intelligent. Rapporten utvärderar hur bra tidtabellerna presterar med hjälp av en simulator som mäter genomsnittlig försening och restid för passagerarna i simulationen. Slutsatsen som dras är att en fuzzy controller kan generera tidtabeller som kan anpassa sig till passagerarflödet samt att denna uppvisar gynnsam resursanvändning i jämförelse med den enkla tidtabellen. Dock framhävs behovet av ytterligare forskning på indatavariabler och dess användning inom fuzzy controllern för att vidare kunna optimera dess prestanda.