Thesis title: Artificial intelligence and liability for its actions The artificial intelligence has recently become a ubiquitous phenomenon with a potential to change the world as we know it. Therefore, this thesis is concerned with the topic of artificial intelligence, specifically with a connection to a civil-law liability for its actions. It is absolutely clear that there will be more and more events in the future where damage will occur due to actions of artificial intelligence. Thus, the primary goal of this thesis is the determination of the person liable for damage caused in such cases under Czech law. Further goals of this thesis are an analysis of the question how is the dawn of autonomous cars influencing the legal instrument of liability for the damage caused by the operation of a means of transport as well as an introduction and examination of a recent resolution of the European Parliament which is supposed to serve as a basis for a future legal framework addressing the artificial intelligence in the area of the European Union. First, the paper focuses on the definition of the term artificial intelligence from a technical and legal viewpoint. This analysis shows that the definition of this term is not a straightforward one from neither of these viewpoints which can have serious...

O modelo veículo seguidor – ou car-following – é o coração dos softwares de simulação microscópica de tráfego. Quando bem calibrados, esses softwares são capazes de replicar a realidade em ambiente controlado. Ainda hoje há uma resistência quanto à calibração do modelo veículo seguidor e, mesmo que muitos trabalhos relatem formas de realizá-la, são escassas as referências na literatura sobre calibração utilizando dados de sistemas ônibus. Este trabalho consiste na elaboração de um método de calibração do modelo veículo seguidor de Gipps, combinado ao modelo de aceleração linear, para a replicação da operação de ônibus em corredores exclusivos. A elaboração do método iniciou com uma revisão dos principais modelos veículo seguidor e uma posterior avaliação dos modelos GHR e de Gipps para manobras típicas de sistemas ônibus. A seguir elaborou-se o procedimento de calibração utilizando coleta de dados por meio de filmagens da operação dos ônibus em corredores e da extração dos dados utilizando uma ferramenta de reconhecimento de imagem. O método das coordenadas retangulares foi utilizado para corrigir a paralaxe. Concomitante às filmagens analisou-se visualmente a ocupação dos ônibus para que as taxas de aceleração e desaceleração dos ônibus pudessem ser diferenciadas conforme o nível de ocupação. A calibração foi realizada através da comparação da distância percorrida pelos veículos ao longo do tempo e as correspondentes modeladas. Os resultados para taxas de aceleração e desaceleração obtidas a partir de dados coletados em Curitiba evidenciam a validade do procedimento. A simplicidade do método desenvolvido é uma característica importante, pois permite a replicação em outros ambientes sem a necessidade de equipamentos sofisticados. / The car-following model is the heart of the traffic simulation software and it is able to replicate real traffic conditions in a controlled environment when properly calibrated. Still today there is resistance on the car-following model calibration and, even though many papers report calibration forms of this model, there are scarce references in the literature about calibration using bus systems data. This work is the development of a method for calibrating the Gipps car-following model, combined with the free linear acceleration model, for replication of buses operation in exclusive lanes. We initiated the method planning with a review of the main car-following model and evaluation of GHR and Gipps for typical bus systems maneuvers. In the next step we developed the calibration procedure using data collection through filming bus operation and drawing out data using a tool for image recognition. We used the rectangular coordinates method to parallax correction. We also visually analyzed the buses occupation simultaneously to filming, so bus acceleration and deceleration rates could be differentiated according to the occupancy level. Calibration was achieved by comparing the vehicle distance traveled over time and corresponding modeled. The results for acceleration and deceleration rates and speed desired values obtained from data collected in Curitiba demonstrate the validity of the procedure. An important feature of this method is the plainness, as it enables replication in other environments without the need for sophisticated equipment.

The aim of thesis was to evaluate the significance of coach, rail and individual transport though a comparative analysis. The statistical data was used to make compararisons of coach, rail and individual car traffic and evaluated on the basis of their importance.Results based on our own research and analysis of the current state of the examined modes of transport were used to develop recommendations which should help increase the competitiveness of specific transports company.

The name and the topic of this diploma thesis, Crash simulation vehicle carrying explosives, impacts and solutions, illustrates its main goal. That is, using the TerEx software program, to simulate a crash of vehicle transporting explosives, the impacts resulting from such an incident and, as a secondary goal, to propose solutions of such an incident for the Emergency Service units, with the connection to public safety. After resolving these tasks, it will be possible to answer the research question: What are the dangers of a crash of vehicle transporting explosives? In the beginning, the theoretical part of the thesis focuses on explosives as such. The history of their inventions, usage and development is outlined. In the next chapter, explosives are defined as substances capable of explosive transformation that can release a large amount of energy in a very short time upon a sudden external impulse. For the classification of explosives, it was necessary to characterize types of explosive transformations and general principles that lead to releasing energy. Very important are then the theoretical chapters of this thesis, where are described in detail the effects and phenomena of an explosion, which are necessary for the identification of imminent harmful effects and impacts on the environment in the case of their unwanted initiation. These phenomena include shock wave, thermal and fragmentational effect, recoil, routing, blocking and multiplication of the shock wave. Follows the part, where explosives are classified according to various aspects, from which the most important is the aspect of speed of explosive transformation, which cardinally affects the explosives' properties. This part is followed by a chapter that describes those characteristics. The second half of the theoretical part is concerned with transportation of hazardous materials, especially explosives. Packing and marking requirements, duties of transportation participants and training of the participants are specified there. One must not forget traffic requirements and other necessities connected with transportation, including the need for accompanying documents, transport staff, traffic unit, its construction and equipment and the course of transportation. The last section of the theoretical part of this thesis is dedicated to specific rules of explosives' transportation, which in the Czech Republic are set by the law. It includes mainly a duty to notify the Police Prezidium of the Czech Republic at least 24 hours prior to transportation of explosives and the duty for the vehicle used for transportation to be equipped with a tracking device. In this sense the explosives are the only group of hazardous materials, for which these stricter rules apply. In order to find an answer to the research question, it was necessary in the empirical part of the thesis to gather input data for the TerEx program, where the event was then simulated. These data were collected by an analysis of usage and occurrence of explosives in the area of the South Bohemian region. On the basis of this analysis, a highly brisant explosive NKG-500, which is commonly used for quarrying, special destructive works, underwater tasks and for priming of industrial explosives. It is a place, where the density and complexity of traffic has not yet been tackled accordingly. On the basis of output from thus performed simulation it was possible to assess that in such a densely populated area with the large number of residential and administrative buildings an accident of vehicle transporting explosives poses a considerable threat. In connection with the threats and impacts discovered in relation with such an incident, a unified course of action of the Emergency Service for their solution was designed, whereupon specific actions of its respective units were considered.

The topic of the project has been about the future of luxury mobility and how the brand Rolls-Royce could evolve alongthe technological advancements until the year 2038. As luxury is changing from being about possession to the experience of luxury, the goal was to design a vehicle that could support both new internal and external experiences about the vehicle. The identified obstacle that could limit the scope of new experi- ences in an autonomous vehicle is motion sickness. As cities grow and technology develops the future cities are crowded so personal space, and privacy is being limited.During the process, the tools used varied from form explora- tion through sketching, concept principle testing and finalization in 3d software as well as visualization tools to communicate the proposed solutions. Working out of the Rolls-Royce designstudio provided brand insight but also expertise in the field of color & materials as well as advice on engineering solutions from the design team.The result Rolls-Royce Luxe Nomad is a vehicle for exploring the world outside the urban areas. Going far and beyond in search of new and unique experiences but also making the trip there as enjoyable as possible. The concept provides a solution inspired by high-speed trains that could limit those effects. Through understanding the future customers need of privacy a method of controlling the amount of insight was developed to enhance the user experience and giving them an increased sense of control of their space.

This master thesis is focused on the comparison of electric drive and drive with an internal combustion engine. The literary overview shows the history and beginnings of the first attempts to create a vehicle with an electric energy. This all goes back to the half of 19th century. In this thesis are also included types of electric engines which are used in drives. Great attention is focused on the several types of accumulators and their charging. The last chapter in the theoretical part is dedicated to the ecological aspect of commission and the production of electric energy which is used to the drive of the electric car. The second, practical, part deals with two levels. Concretely with the technical part where are compared the on-road performance, comfort, noise and functionality of the BMW i3 and Renault Clio. Another economical part which is focused mainly on the operating costs and the affordability of vehicles which were tested.

Submitted by BETHANYA GRAICK CARIZIO null (bethanya.carizio@yahoo.com.br) on 2016-04-18T04:21:37Z No. of bitstreams: 1 DISSERTAÇÃO_BETHANYA_G_CARIZIO_PPG_DESIGN.pdf: 4436212 bytes, checksum: f2f9fe75b5430036c2548a2454b777fd (MD5) / Approved for entry into archive by Ana Paula Grisoto (grisotoana@reitoria.unesp.br) on 2016-04-19T13:26:29Z (GMT) No. of bitstreams: 1 carizio_bc_me_bauru.pdf: 4436212 bytes, checksum: f2f9fe75b5430036c2548a2454b777fd (MD5) / Made available in DSpace on 2016-04-19T13:26:29Z (GMT). No. of bitstreams: 1 carizio_bc_me_bauru.pdf: 4436212 bytes, checksum: f2f9fe75b5430036c2548a2454b777fd (MD5) Previous issue date: 2016-03-17 / Conselho Nacional de Desenvolvimento Científico e Tecnológico (CNPq) / O uso de telefone celular durante a condução de automóvel é uma causa importante de risco aumentado de acidentes. Distratores, como conversar ao telefone celular no modo viva-voz ou segurando o equipamento na mão, interferem no mecanismo atencional, e tendem a perturbar o comportamento perceptual e motor dos motoristas. O objetivo deste estudo foi avaliar o efeito distrator de usar o telefone celular (condições viva-voz e na mão) sobre o comportamento perceptivo-motor de motoristas durante a direção simulada de automóvel. Dez motoristas novatos e dez experientes tiveram a cinemática de olhos e cabeça mensurada enquanto dirigiam em um simulador de direção sob condições de 80-120 km/h de velocidade, luz do dia, trajetória linear e baixo nível de tráfego. De modo geral, os resultados mostraram que o número de fixações aumentou, o tempo relativo de fixação diminuiu, a variância horizontal e vertical do olhar, a variância da posição e da orientação da cabeça aumentou durante as condições de uso do celular viva-voz e na mão, comparadas à condição controle (sem conversa). Efeitos dos grupos de experiência não foram observados. Em suma, conversar ao telefone celular tende a perturbar a atenção devido à diminuição da estabilidade de olho e da cabeça; consequentemente, à obtenção de informação visual relevante para a segurança da direção. Áreas de estudo como o design ergonômico podem efetivamente auxiliar o planejamento de equipamentos e de aparelhos que atendem às demandas cognitivas, perceptuais e motoras dos motoristas, contribuindo para a segurança no trânsito. / Using a mobile phone while driving a car is an important cause of increase ed risk of accidents. Distractors such as talking on a cell phone in speakerphone mode or holding the device in hand interfere in the attentional mechanism and tend to disrupt drivers’ perceptual and motor behavior. The aim of this study was to evaluate the distractor effect of using a cell phone (speakerphone mode and in hand conditions) on drivers’ perceptual-motor behavior during simulated car driving. Ten novices and ten experienced drivers had eyes and head kinematics measured while driving in a driver simulator under conditions of 80-120 Km/h velocity, day light, linear trajectory, and low traffic level. Generally, results showed that number of fixations increased, relative fixation time decreased, horizontal and vertical gaze variance increased, and variance of head position and orientation increased during both speakerphone mode and in hand conditions of mobile phone use, as compared to the control (no talking) condition. Effects of experience group were not observed. In sum, talking on a mobile phone tend to disturb attention due to decrease in eyes and head stability and, consequently, pickup of relevant visual information for safety driving. Areas of study as ergonomic design can effectively help in the planning of equipment or devices that meet the cognitive, perceptual and motor drivers’ demands, contributing to road safety.

Car make and model recognition (CMMR) has become an important part of intelligent transport systems. Information provided by CMMR can be utilized when licence plate numbers cannot be identified or fake number plates are used. CMMR can also be used when automatic identification of a certain model of a vehicle by camera is required. The majority of existing CMMR methods are designed to be used only in daytime when most car features can be easily seen. Few methods have been developed to cope with limited lighting conditions at night where many vehicle features cannot be detected. This work identifies car make and model at night by using available rear view features. A binary classifier ensemble is presented, designed to identify a particular car model of interest from other models. The combination of salient geographical and shape features of taillights and licence plates from the rear view are extracted and used in the recognition process. The majority vote of individual classifiers, support vector machine, decision tree, and k-nearest neighbours is applied to verify a target model in the classification process. The experiments on 100 car makes and models captured under limited lighting conditions at night against about 400 other car models show average high classification accuracy about 93%. The classification accuracy of the presented technique, 93%, is a bit lower than the daytime technique, as reported at 98 % tested on 21 CMMs (Zhang, 2013). However, with the limitation of car appearances at night, the classification accuracy of the car appearances gained from the technique used in this study is satisfied.

Este trabalho visa identificar as principais características da cultura organizacional no Complexo Industrial Automotivo de Gravataí (CIAG), o qual é composto por dezesseis empresas de diferentes portes e países de origem, sob a liderança da General Motors. Como principal fonte de evidências, foram realizadas entrevistas junto a três dirigentes da General Motors e nove gerentes de empresas fornecedoras que se encontram localizadas no condomínio industrial. Os resultados das entrevistas foram analisados segundo oito tópicos: (a) missão; (b) valores comuns; (c) objetivos; (d) auto-imagem do CIAG; (d) mecanismos de disseminação da cultura; (e) participação dos sistemistas na tomada de decisão; (f) símbolos de identificação do grupo; (g) mecanismos de avaliação organizacional. Os resultados indicaram diversos exemplos de um espaço comum na cultura organizacional de todos os participantes do empreendimento, tais como: ênfases em segurança no trabalho e manufatura enxuta; padronização de uniformes para todos os intervenientes; terminologia comum para se referir a aspectos da gestão da produção. Tal cultura comum é resultado de ações iniciadas ainda na fase de concepção e implantação do empreendimento, principalmente a formação de comitês de trabalho, com representantes de todas as empresas, que se reúnem periodicamente para tratar de assuntos como políticas de pessoal e qualidade. Entretanto, as empresas têm espaço para manutenção de suas culturas particulares. Isso é evidenciado pelo fato de que as empresas têm autonomia para gerenciar seus processos de produção, desde que atendam as metas estabelecidas pelos comitês para que o complexo como um todo seja bem-sucedido. / This work seeks to identify the main characteristics of the organizational culture in the Automotive Industrial Complex of Gravataí (CIAG), which is formed by sixteen companies of different sizes and origin countries, under the leadership of General Motors. As a wellspring of evidence, it has been conducted interviews with three General Motors managers and nine from suppliers that are localized in the industrial condominium. The results of the interview were analyzed in accordance with eight items: (a) mission; (b) common values; (c) targets; (d) CIAG self image; (d) the culture dissemination mechanisms; (e) The suppliers participation in the decision-making; (f) teams identification symbols; (g) organizational evaluations tools. The results show several examples of a common share in the organizational culture between all participants of the enterprise, as such: emphases in work security and lean manufacturing; standardize uniforms to all the intervenient; common terminology to report aspects of manager manufacturing. Such common culture is the result of actions started in the beginning of the conception phase and implantation enterprise, specially the task forces formation, with members of all companies, which meet periodically to deal with subjects like employment policies and quality. However, the enterprises have room to keep their own culture. This is made evident by the fact that the companies have autonomy to manage their production process, as long as performed in accordance with the targets established by the task force for the complex to be well successful as a whole.

Os acidentes com veículos ferroviários podem ter origem em muitos fatores, mas os principais são relacionados com a dinâmica do veículo e carga, via permanente em péssimas condições e operações inseguras nos trens. Os acidentes causam mortes, danos materiais e ao meio ambiente e prejuízos para as operadoras e seus clientes. Para avaliar a dinâmica dos veículos ferroviários, um sistema multicorpos foi desenvolvido (programa computacional) para representar matematicamente um típico veículo ferroviário com seus principais graus de liberdade. As equações de movimento foram desenvolvidas utilizando a equação de Lagrange de movimento, a qual considera princípios da mecânica como: energia cinética, energia potencial e a dissipação de energia do sistema. As equações acopladas e desacopladas são programadas e resolvidas para acelerações, estas são integradas duas vezes, obtendo-se as velocidades e deslocamentos. A partir das repostas do sistema o comportamento do veículo pode ser avaliado em várias condições de operação. A verificação do programa é realizada através de comparações com resultados de outros programas publicados na literatura, onde se verifica uma adequada correlação. Avaliações nos principais regimes de operação são realizadas de forma a simular condições determinadas pela norma AAR e condições extras originadas por irregularidades aperiódicas da via do tipo cusp e jog. Dois tipos de veículos são simulados para representar as condições típicas das ferrovias brasileiras: veículos operando em bitola métrica e em bitola larga. Os resultados das simulações apresentam valores de amplitude e fase que estão de acordo com resultados expostos nas normas e na literatura ferroviária de referência utilizada neste trabalho. A avaliação dinâmica de veículos ferroviários através de um programa computacional é importante, pois considera as principais características dos veículos e via permanente. A possibilidade de representar o veículo com uma configuração simples em relação a programas comerciais permite uma simulação rápida e confiável para determinar respostas em regimes como: hunting, twist e roll, pitch e bounce e yaw e sway. / The accidents with rail vehicles has origin due to many factors, but the main ones are related to the dynamics of the vehicle and load, the spoiled railway and unsafe operations on the trains. Accidents causing deaths, damage to property and the environment and damage to operators and their customers. In order to evaluate the railway vehicles dynamics, it was developed a multibody system (computer program) to mathematically represent a typical railway vehicle with its main degrees of freedom. The motion equations were developed using Lagrange's equation of motion, which takes into consideration the principles of mechanical, as: kinetic energy, potential energy and energy dissipation of the system. The coupled and uncoupled equations are programmed and solved for accelerations, which are twice integrated, in order to have the speeds and displacements. From the system’s responses, the vehicle behavior can be evaluated in several operating conditions. The comparison of the program is accomplished through confrontations with results from other programs in the literature, in which a good correlation is verified. The evaluations in the main regimes of operation are made in a way simulate the conditions determined by the standard conditions and extra conditions caused by aperiodic irregularities of the track. Two types of vehicles are simulated to represent the typical conditions of Brazilian railways: vehicles operating on meter gauge and large gauge. The simulation results show that amplitude and phase values are consistent with results presented in the standards and in the railway literature of reference of this work. The rail vehicles dynamic evaluation through a computer program was important because it considers the main characteristics of vehicles and permanent way. The possibility of representing the vehicle with a simple configuration in relation to commercial softwares allows a fast and reliable simulation to determine responses in regimes as: hunting, twist and roll, pitch and bounce and yaw and sway.