<p>Det svenska förarprovet har vuxit fram ur praktisk yrkeserfarenhet. Oavsett vilken trafikinspektör som bedömer ett specifikt körprov ska bedömningen göras lika. Kognitiva egenskaper bedöms i körprovet genom att observera handlingar och beteenden. Syftet med denna uppsats var att ur ett teoretiskt perspektiv undersöka hur trafikinspektörer bedömer kognition, för att undersöka vilka likheter och skillnader som finns. Tre analyser gjordes utifrån tolv intervjuer med trafikinspektörer vid två av Vägverkets förarprovskontor.</p><p>Trafikinspektörerna ombads beskriva vad som är viktigt hos en bilförare. Samtliga formella kriterier för körprovet nämndes av någon informant. Utöver kriterierna nämndes även många andra begrepp av ett fåtal personer vardera. Dessa begrepp kan räknas till områdena kognitionspsykologi, allmän psykologi, bilkörning och övergripande egenskaper. De tre mest nämnda begreppen var uppmärksamhet, erfarenhet och riskmedvetande.</p><p>Sju körprovskriterier definierades av trafikinspektörerna. Många olika begrepp användes för att definiera kriterierna och samtliga kriterier definierades olika av informanterna. Definitionerna delades in i kategorier och de kategorier som användes för samtliga kriterier var förberedelser, handlingar och perception.</p><p>Ur det som sades av informanterna gjordes en analys om hur begrepp kopplas samman med varandra, för att hitta alla associationer som görs till varje begrepp. Många olika kopplingar kunde hittas genom denna analys och av dessa nämndes hälften av enbart någon informant. Två kopplingar nämndes av elva av informanterna. Den ena var manövrering – automatisering, den andra var uppmärksamhet – syn.</p><p>Studien påvisade både likheter och skillnader i åsikter informanterna emellan. I viss utsträckning använda sig informanterna av samma begrepp, men de lade olika innebörder i begreppen. Trafikinspektörernas olika synsätt medför en risk för att de bedömer körprov olika trots att de använder samma bedömningskriterier.</p> / <p>The Swedish driving license test has developed from practical professional experience. Regardless of which traffic inspector judges a specific driving test, the judgement is to be equal. Cognitive qualities are judged in the driving test by observing actions and behaviours. The purpose of this essay was to investigate, from a theoretical perspective, how traffic inspectors judge cognition, in order to investigate differences and similarities. Three analyses were made, based on twelve interviews with traffic inspectors working at two of the Swedish Road Administration’s offices for driving license tests.</p><p>The traffic inspectors were asked to describe what is important in a car driver. All formal driving test criteria were mentioned by some informant. In addition to the criteria, many other concepts were mentioned by a few persons each. These concepts belong to the areas cognitive psychology, general psychology, car driving and overall qualities. The three most mentioned concepts, including criteria and other concepts, were attention, experience and risk awareness.</p><p>Seven driving test criteria were defined by the traffic inspectors. Many different concepts were used to define the criteria and all criteria were defined differently by the informants. The definitions were divided into categories. The categories preparations, actions and perception were used for all criteria.</p><p>An analysis about how concepts were connected to each other was made, in order to find all associations made with each concept. Many different connections were found in this analysis and more than half of these were mentioned by only one informant.</p><p>Two connections were mentioned by eleven informants. One of these was manoeuvring – automation, the other was attention – vision.</p><p>Both similarities and differences in opinions were found among the informants in this study. The informants used the same concepts to some extent, but they associated different meanings with the concepts. The traffic inspectors’ differences in opinions lead to a risk of judging driving tests differently, although the same judgement criteria are used.</p>

<p>This thesis project was carried out at Volvo Car Corporation. It is based on an EU project called Locust in which a bio-inspired visual sensor system (the Locust sensor system) for automotive collision avoidance was developed. The Locust sensor system is designed to emulate the collision avoidance functionality of the Locust grasshopper, which is well-known for its extraordinary vision based collision avoidance ability, in particular with regard to its fast reaction times to perceived threats. Volvo Car Corporation is interested in the possibility of using the bio-inspired technology developed in the Locust project to improve its already existing collision avoidance systems. Pedestrian collision avoidance is of high interest, for which the properties of the Locust grasshopper are desirable.</p><p>The purpose of this thesis project is to develop two demonstrator vehicles to test the performance of the Locust sensor system, carry out the testing, and evaluate its usability for Volvo Car Corporation. The first vehicle is a scale 1:5 model car that was originally developed in a thesis project at KTH, and the second a full scale Volvo XC90.</p><p>It was found in the testing that the Locust sensor system is promising for pedestrian collision avoidance applications. The results for detecting other vehicles were also acceptable, but Volvo Car Corporation already has other collision avoidance systems with better performance in this regard. In general the test results were very good for speeds up to about 40 km/h. This indicates that the Locust sensor system would be most usable in a city driving environment, parking lot situations, and for driving in residential areas.</p>

<p>Syftet med denna uppsats var att undersöka vilka faktorer som påverkar hur förvärvsarbetande människor i Gävle använder sig av bil och aktiv transport när de transporterar sig till destinationer inom staden. Tio personer, fem butiksbiträden och fem lärare, intervjuades angående deras transportvanor och resonemang kring valet av transportsätt.Resultatet visade att aktiv transport var det vanligaste transportsättet till arbete, träning och butiker i centrum medan bilen var det vanligaste transportsättet till mataffären och destinationer på längre avstånd från hemmet. Avståndet till destinationen, tiden det tar att transportera sig, transport av eventuella varor, bekvämlighet, intresse av motion och rekreation, årstid, väder samt synen på ekonomi och miljö var faktorer som påverkade om deltagarna valde att transportera sig med bil eller aktiv transport. Definitionen på de olika faktorerna varierade mellan deltagarna, vilket kan tyda på att det är den personliga uppfattningen om de olika faktorerna som avgör vilket transportsätt som väljs. Det framkom ingen märkbar skillnad i resvanor mellan deltagare med olika utbildning och arbete.</p>

<p>In the process of Chinese central companies’ restructuring, the strategic merger is becoming the popular trend nowadays. The thesis chooses a specific case of Shanghai International Port Group (hereafter referred to SIPG) stock swap absorption merging Shanghai Port Container Company (hereafter referred to SPCC) which is the listed subsidiary company of SIPG for initial public offering in the whole happened in 2006. From the two aspects of financial indicators and market reaction, the thesis uses the method of financial analysis and event study analysis to do the value-added research about the case. One purpose of the research is to measure the current and follow-up value-added at and after the merger. Another purpose of the research is to find whether the value-added measured is abnormal or reflects the true intrinsic value.</p><p>In this paper, the Economic Value-added (hereafter referred to EVA), the Market Value-added (hereafter referred to MVA) and the Future Growth Value (hereafter referred to FGV) are used to measure the current and follow-up value added at and after the stock swap absorption merger between SIPG and SPCC. Through the research on the pivotal time point, the horizontal comparison of the EVA, MVA and FGV in the same time point and the vertical comparison of the value-added among different time points are taken respectively, which puts the emphasis on the research of the value-added before and after the merger in 2006 (2005, 2006) and the follow-up two years value-added after merger (2007, 2008).The analysis finds that both the economic value-added and the market value-added after the merger are above zero. The research shows that the market value-added is far more than the economic value-added and the future growth value has high proportion in the market value, which indicates the market value-added is more caused by the market anticipation than the incremental true intrinsic value and the economic value.</p><p>In this paper, event research method is used to do the research about the market response / reaction on the stock swap absorption merger between SIPG and SPCC. The event study which is based on the historical data of stock transactions chooses the appropriate event window, observes the change of stock price, calculates the abnormal return (hereafter referred to AR) and cumulative abnormal return (hereafter referred to CAR), and then detects whether the market value-added of listed company is abnormal or not. The study concludes that the market has the positive reaction about share swap absorption merger between SIPG and SPCC. The event of share swap merger can assuredly bring short-term abnormal value-added.</p><p>Finally, through combining the research findings and focusing on the value-added of companies before and after the merger, the thesis proposes some suggestions to the value manager of companies from financial management, corporate strategy, market tactics and information asymmetry problem which can help value managers to realize the companies’ goal of maximizing the value.</p>

Dans le contexte mécatronique actuel, la simulation en temps réel de la dynamique de systèmes multicorps complexes ainsi que la portabilité des modèles demeurent un challenge. La génération symbolique est le seul moyen d'obtenir des modèles dynamiques efficaces et utilisables dans la plus grande variété d'environnements de calcul. La contribution essentielle de cette thèse est de montrer que l'utilisation conjointe de l'approche symbolique et de la technique du partitionnement des coordonnées permet de produire des modèles dynamiques très efficaces pour l'analyse des systèmes multicorps complexes, dont la topologie contient des boucles cinématiques. Nous déterminons une partition optimale des coordonnées en vue d'obtenir une factorisation, sous forme bloc triangulaire, de la sous-matrice Jacobienne des contraintes associée aux coordonnées dépendantes. Nous calculons explicitement les coordonnées dépendantes, nous produisons un ensemble réduit d'équations du mouvement purement différentielles et nous les résolvons de manière complètement symbolique. Les modèles de systèmes multicorps complexes ainsi générés contiennent un nombre d'opérations nettement moindre que ceux obtenus par les approches numériques pourtant plus répandues, ce qui permet de les utiliser pour des applications temps réel. Ayant pour objectif une réduction maximale du temps de calcul, nous avons étudié deux méthodes de parallélisation automatique par voie symbolique. L'une exploite le taux de parallélisme important présent au niveau des opérations arithmétiques, et vise des architectures parallèles spécifiques. L'autre se base sur la topologie du système pour découper les modèles en vue de leur exécution sur des ordinateurs parallèles conventionnels. Les développements effectués dans le cadre de ce travail ont été implémentés dans le logiciel ROBOTRAN, un outil de génération symbolique d'équations développé dans notre laboratoire et dédicacé à l'étude des systèmes multicorps.

This thesis presents a general, trainable system for object detection in static images and video sequences. The core system finds a certain class of objects in static images of completely unconstrained, cluttered scenes without using motion, tracking, or handcrafted models and without making any assumptions on the scene structure or the number of objects in the scene. The system uses a set of training data of positive and negative example images as input, transforms the pixel images to a Haar wavelet representation, and uses a support vector machine classifier to learn the difference between in-class and out-of-class patterns. To detect objects in out-of-sample images, we do a brute force search over all the subwindows in the image. This system is applied to face, people, and car detection with excellent results. For our extensions to video sequences, we augment the core static detection system in several ways -- 1) extending the representation to five frames, 2) implementing an approximation to a Kalman filter, and 3) modeling detections in an image as a density and propagating this density through time according to measured features. In addition, we present a real-time version of the system that is currently running in a DaimlerChrysler experimental vehicle. As part of this thesis, we also present a system that, instead of detecting full patterns, uses a component-based approach. We find it to be more robust to occlusions, rotations in depth, and severe lighting conditions for people detection than the full body version. We also experiment with various other representations including pixels and principal components and show results that quantify how the number of features, color, and gray-level affect performance.

This paper describes a general, trainable architecture for object detection that has previously been applied to face and peoplesdetection with a new application to car detection in static images. Our technique is a learning based approach that uses a set of labeled training data from which an implicit model of an object class -- here, cars -- is learned. Instead of pixel representations that may be noisy and therefore not provide a compact representation for learning, our training images are transformed from pixel space to that of Haar wavelets that respond to local, oriented, multiscale intensity differences. These feature vectors are then used to train a support vector machine classifier. The detection of cars in images is an important step in applications such as traffic monitoring, driver assistance systems, and surveillance, among others. We show several examples of car detection on out-of-sample images and show an ROC curve that highlights the performance of our system.

Recently, active suspension has been applied to many commercial automobiles. To develop the control algorithm for active suspension, a quarter-car test bed was built by using a direct-drive tubular linear brushless permanent-magnet motor (LBPMM) as a force-generating component. Two accelerometers and a linear variable differential transformer (LVDT) are used in this quarter-car test bed. Three pulse-width-modulation (PWM) amplifiers supply the currents in three phases. Simulated road disturbance is generated by a rotating cam. Modified lead-lag control, linear-quadratic (LQ) servo control with a Kalman filter, and the fuzzy control methodologies were implemented for active-suspension control. In the case of fuzzy control, asymmetric membership functions were introduced. This controller could attenuate road disturbance by up to 78%. Additionally, a sliding-mode controller (SMC) is developed with a different approach from the other three control methodologies. While SMC is developed for the position control, the other three controllers are developed for the velocity control. SMC showed inferior performance due to the drawback of the implemented chattering-proof method. Both simulation and experimental results are presented to demonstrate the effectiveness of these four control methodologies.

This thesis consists of two parts. The first part analyzesthe accessibility, generation and license holding effects incar ownership models. The second part develops a route choicemodeling framework with an attempt to address the differencesin drivers' route choice behavior. These two parts of work areboth based on the discrete choice theory - the car ownershipmodels are built up on the standard logit model, whereas theroute choice models are formulated in a mixed logit form. The study result of the first part shows that measuring theaccessibility by the monetary inclusive value reasonably wellcaptures the mechanism of the accessibility impact. Otheraccessibility proxies such as the parking costs, parking typeand house type are correlated with the accessibility but not toa great extent. Both young and old households are less likelyto have a car. The reduction of the propensity to own a car issignificant for households with average birth year before 1920,whereas this reduction is moderate for households with birthyear between 1920 and 1945. It is also demonstrated thatdriving license holding choice is conditional on the carownership level choice, and that these two choices need to bemodeled in a dynamic framework. The second part of the work investigates the performance ofthe mixed logit model using both simulated data and empiricalroute switching data. The empirical study mainly focused on theimpacts of information and incident related factors on drivers'route switching behavior. The result shows that using mixed logit gives a significantimprovement in model performance as well as a more sensitiveexplanation of drivers' decision-making behavior. For apopulation with greatly varying tastes, simply using thestandard logit model to analyze its behavior can yield veryunrealistic results. However, care must be taken when settingthe number of random draws for simulating the choiceprobability of the mixed logit model in order to get reliableestimates. The empirical results demonstrate that incident relatedfactors such as delay and information reliability havesignificant impacts on drivers' route switching, where themagnitude of the response to the change in the delay is shownto vary significantly between individuals. Other factors, suchas confidence in the estimated delay, gender, frequency of cardriving and attitude towards congestion, also make majorcontributions. In addition, it is found that individual's routeswitching behavior may differ depending on the purpose of thetrip and when the choice is made, i.e. pre-trip oren-route. <b>Keywords</b>: car ownership, accessibility, logit model,route choice, heterogeneity, mixed logit model

In the process of Chinese central companies’ restructuring, the strategic merger is becoming the popular trend nowadays. The thesis chooses a specific case of Shanghai International Port Group (hereafter referred to SIPG) stock swap absorption merging Shanghai Port Container Company (hereafter referred to SPCC) which is the listed subsidiary company of SIPG for initial public offering in the whole happened in 2006. From the two aspects of financial indicators and market reaction, the thesis uses the method of financial analysis and event study analysis to do the value-added research about the case. One purpose of the research is to measure the current and follow-up value-added at and after the merger. Another purpose of the research is to find whether the value-added measured is abnormal or reflects the true intrinsic value. In this paper, the Economic Value-added (hereafter referred to EVA), the Market Value-added (hereafter referred to MVA) and the Future Growth Value (hereafter referred to FGV) are used to measure the current and follow-up value added at and after the stock swap absorption merger between SIPG and SPCC. Through the research on the pivotal time point, the horizontal comparison of the EVA, MVA and FGV in the same time point and the vertical comparison of the value-added among different time points are taken respectively, which puts the emphasis on the research of the value-added before and after the merger in 2006 (2005, 2006) and the follow-up two years value-added after merger (2007, 2008).The analysis finds that both the economic value-added and the market value-added after the merger are above zero. The research shows that the market value-added is far more than the economic value-added and the future growth value has high proportion in the market value, which indicates the market value-added is more caused by the market anticipation than the incremental true intrinsic value and the economic value. In this paper, event research method is used to do the research about the market response / reaction on the stock swap absorption merger between SIPG and SPCC. The event study which is based on the historical data of stock transactions chooses the appropriate event window, observes the change of stock price, calculates the abnormal return (hereafter referred to AR) and cumulative abnormal return (hereafter referred to CAR), and then detects whether the market value-added of listed company is abnormal or not. The study concludes that the market has the positive reaction about share swap absorption merger between SIPG and SPCC. The event of share swap merger can assuredly bring short-term abnormal value-added. Finally, through combining the research findings and focusing on the value-added of companies before and after the merger, the thesis proposes some suggestions to the value manager of companies from financial management, corporate strategy, market tactics and information asymmetry problem which can help value managers to realize the companies’ goal of maximizing the value.