<p>Successful concept decisions are crucial for product development organisations. Failure in theconcept decision-making process means costly rework, requiring resources that could havebeen spent on innovative work with new products instead. This licentiate thesis tackles theconcept decision-making process and how to improve it. The research presented here is thefirst part of a research project, with an action research approach, that will develop newsupporting working procedures for concept decision making and thereby contribute to moresuccessful products.Empirical studies were conducted in Swedish industrial practice, particularly focusing oneorganisation, and it was found that concept decisions are not made at a certain point in time.Instead, many decisions and activities, on several organisational levels, were adding up to theconcept decisions in the investigated organisations. The concept decision-making process wasfound to be a web of interconnected activities, with many decisions integrated and embedded in the process. Itwas also found that both formal and informal factors influence the concept decision-makingprocess and main factors were identified as: Project and product request, Supporting structures androutines, Individual competence and driving forces, Teamwork and company culture and Contextualcircumstances. These factors represent different perspectives, meaning on what level theyinfluence concept decision making: individual, team, project, organisation, and context, and in orderto create improvements in the concept decision-making process all levels have to beconsidered. The knowledge of the different perspectives has implications for howimprovements should be designed.Larger product developing companies do often have internally defined formal workingprocedures that prescribe how to develop products within the company. The thesis discusseshow the internal working procedures relate to academic theory and to practice. It wasconcluded that internal formal working procedures has not been discussed in a sufficient wayin earlier engineering design research. Furthermore, means for improving the concept decisionmakingprocess are discussed, and it was concluded, based on interviews with practitioners,that the strongest pragmatic means for improvement were developing mindset and applyingmethods. Mindset addresses the awareness, attitude and approach needed for management (andco-workers) working in early product development phases. Methods mainly addresses the needfor having relevant supporting working procedures in general and templates for evaluationalternative solutions in particular. Finally, recommendations for future design of a template forevaluation alternative solutions are presented.</p>

Thesis (M.S.)--University of Michigan.

Thesis (M.S.)--University of Michigan.

Successful concept decisions are crucial for product development organisations. Failure in theconcept decision-making process means costly rework, requiring resources that could havebeen spent on innovative work with new products instead. This licentiate thesis tackles theconcept decision-making process and how to improve it. The research presented here is thefirst part of a research project, with an action research approach, that will develop newsupporting working procedures for concept decision making and thereby contribute to moresuccessful products.Empirical studies were conducted in Swedish industrial practice, particularly focusing oneorganisation, and it was found that concept decisions are not made at a certain point in time.Instead, many decisions and activities, on several organisational levels, were adding up to theconcept decisions in the investigated organisations. The concept decision-making process wasfound to be a web of interconnected activities, with many decisions integrated and embedded in the process. Itwas also found that both formal and informal factors influence the concept decision-makingprocess and main factors were identified as: Project and product request, Supporting structures androutines, Individual competence and driving forces, Teamwork and company culture and Contextualcircumstances. These factors represent different perspectives, meaning on what level theyinfluence concept decision making: individual, team, project, organisation, and context, and in orderto create improvements in the concept decision-making process all levels have to beconsidered. The knowledge of the different perspectives has implications for howimprovements should be designed.Larger product developing companies do often have internally defined formal workingprocedures that prescribe how to develop products within the company. The thesis discusseshow the internal working procedures relate to academic theory and to practice. It wasconcluded that internal formal working procedures has not been discussed in a sufficient wayin earlier engineering design research. Furthermore, means for improving the concept decisionmakingprocess are discussed, and it was concluded, based on interviews with practitioners,that the strongest pragmatic means for improvement were developing mindset and applyingmethods. Mindset addresses the awareness, attitude and approach needed for management (andco-workers) working in early product development phases. Methods mainly addresses the needfor having relevant supporting working procedures in general and templates for evaluationalternative solutions in particular. Finally, recommendations for future design of a template forevaluation alternative solutions are presented. / QC 20111122

This work proposes a framework of concept generation and evaluation that takes into consideration the benefit of creativity and innovation in current market trends. By educating engineers in how to increase creativity in concept design and assess it quantitatively, the next generation of designers will be a step ahead of the market. This research begins with an in-depth survey of current creativity assessment methods in engineering in order to determine where the limitations currently lie in this field of study. The limitations discovered based on this unique analysis were used as motivation for the development of the proposed creativity assessment method. Specifically, we introduce a set of metrics that break down concepts to their component and subfunction level to assess the novelty and quality of component solutions ��� called the Comparative Creativity Assessment (CCA) Method. Secondly, we break down market-tested innovative products to isolate innovation information to utilize in concept generation inspiration ��� called the Repository of Innovative Products (RIP). Finally, revisions to the initial CCA method and RIP are proposed and analysis of past data results are compared to the new revised results. Revisions to the CCA method include additional metrics that factor in interaction effects from function pairing and component assemblies deemed innovative as well as eliminate evaluator subjectivity in the analysis. Observations from the experiments conducted are presented in a Lessons Learned chapter. / Graduation date: 2013

The National Transportation System (NTS) is undoubtedly a complex system-of-systems---a collection of diverse 'things' that evolve over time, organized at multiple levels, to achieve a range of possibly conflicting objectives, and never quite behaving as planned. The purpose of this research is to develop a virtual transportation architecture for the ultimate goal of formulating an integrated decision-making framework. The foundational endeavor begins with creating an abstraction of the NTS with the belief that a holistic frame of reference is required to properly study such a multi-disciplinary, trans-domain system. The culmination of the effort produces the Transportation Architecture Field (TAF) as a mental model of the NTS, in which the relationships between four basic entity groups are identified and articulated. This entity-centric abstraction framework underpins the construction of a virtual NTS couched in the form of an agent-based model. The transportation consumers and the service providers are identified as adaptive agents that apply a set of preprogrammed behavioral rules to achieve their respective goals. The transportation infrastructure and multitude of exogenous entities (disruptors and drivers) in the whole system can also be represented without resorting to an extremely complicated structure. The outcome is a flexible, scalable, computational model that allows for examination of numerous scenarios which involve the cascade of interrelated effects of aviation technology, infrastructure, and socioeconomic changes throughout the entire system.

Existing classes of centrifugal clutch concepts were reviewed. The pseudo-rigid-body model (PRBM), rigid-body replacement synthesis, force-deflection analysis, compliance potential evaluation, and compliant concept evaluation were used to develop effective new centrifugal clutch concepts. These methods helped develop and model four novel compliant centrifugal clutch designs, model two existing designs, and identify a concept with excellent potential for low-cost centrifugal clutch applications. This concept, the floating opposing arm (FOA) clutch, doubles the torque capacity metric relative to existing compliant designs. Torque and engagement speed models for this clutch were developed and verified against four prototype clutches. Additional novel designs devel-oped through this work have lower torque capacities, but also show good potential because of other unique characteristics. All of the designs were prototyped and tested to measure their torque-speed relationships.

Die vorliegende Arbeit umfasst die erste Evaluierung des 2017 beschlossenen Dresdner Radverkehrskonzepts. Die theoretische Vorgehensweise dafür wurde aus vorhandenen Evaluierungsleitfäden speziell für kommunale Radverkehrskonzepte abgeleitet. Auf Grundlage der Dresdner Klima- und Verkehrsziele wurde ein Indikatorkatalog entwickelt. Mithilfe von Sekundärdaten wurde das das Dresdner Radverkehrskonzept evaluiert. Der Indikatorkatalog und die Vorgehensweise können für die wiederholte Evaluierung des Radverkehrskonzepts eingesetzt werden. Nur einige der im Radverkehrskonzept geplanten Maßnahmen wurden bis Mai 2020 umgesetzt. Dementsprechend änderten sich die subjektive Sicherheit und die Zufriedenheit mit dem Radverkehrsangebot nur wenig. Die reale Fahrradnutzung stieg dagegen stark an.:1. Einführung 2. Wirkungsevaluierung kommunaler Radverkehrskonzepte 3. Radverkehrskonzept Dresden 4. Radverkehrskonzept Dresden: Evaluierung 5. Veröffentlichungsvorschlag für dresden.de 6. Schlussfolgerungen