Dot peen markings are used by Scania Ferruform to maintain a traceability of their products throughout the manufacturing. Quality inspection of the markings are performed to ensure that they are added correctly and readable. This is, however, done manually by workers, which they are looking to change. Machine vision, in combination with machine learning, could prove helpful in automating this process, which is where this thesis comes in. Images of two types of dot peen markings were gathered using different experimental setups and equipment. Amazon Rekognition and MVTec Halcon were both used to predict the characters of the images, in order to determine if the two systems could be used to demonstrate that the quality inspection can be automated. To improve the result, the images were also processed with varied techniques. The pretrained version of Amazon Rekognition and MVTec Halcon, with unprocessed image, performed the best. They both predicted all the characters correctly, and showed a high confidence in their predictions, with an average confidence of 96.41% and 99.87% respectively. When processing the images before predicting the confidence of the systems decreased and predictions were also made incorrectly. Custom training a model also showed a poor result, with the best combination of average precision and overall recall being at 0.733 and 0.561 respectively.

In recent years the use of advanced driving simulators has increased in the transportation engineering field especially in evaluating safety countermeasures. The driving simulator at UCF is a high fidelity simulator with six degrees of freedom. This research aims at validating the simulator in terms of speed and safety with the intention of using it as a test bed for high risk locations and to use it in developing traffic safety countermeasures. The Simulator replicates a real world signalized intersection (Alafaya trail (SR-434) and Colonial Drive (SR-50)). A total of sixty one subjects of age ranging from sixteen to sixty years were recruited to drive the simulator for the experiment, which consists of eight scenarios. This research validates the driving simulator for speed, safety and visual aspects. Based on the overall comparisons of speed between the simulated results and the real world, it was concluded that the UCF driving simulator is a valid tool for traffic studies related to driving speed behavior. Based on statistical analysis conducted on the experiment results, it is concluded that SR-434 northbound right turn lane and SR-50 eastbound through lanes have a higher rear-end crash risk than that at SR-50 westbound right turn lane and SR-434 northbound through lanes, respectively. This conforms to the risk of rear-end crashes observed at the actual intersection. Therefore, the simulator is validated for using it as an effective tool for traffic safety studies to test high-risk intersection locations. The driving simulator is also validated for physical and visual aspects of the intersection as 87.10% of the subjects recognized the intersection and were of the opinion that the replicated intersection was good enough or realistic. A binary logistic regression model was estimated and was used to quantify the relative rear-end crash risk at through lanes. It was found that in terms of rear-end crash risk SR50 east- bound approach is 23.67% riskier than the SR434 north-bound approach.

No description available.

Collision avoidance systems (CASs) are being developed and fielded to reduce the number and severity of rear-end crashes. Kinematic algorithms within CASs evaluate sensor input and apply assumptions describing human-response timing and deceleration to determine when an alert should be presented. This dissertation presents an analytic assessment of dynamic function and performance CASs and associated driver performance for preventing automotive rear-end crashes. A method for using naturalistic data in the evaluation of CAS algorithms is described and applied to three algorithms. Time-series parametric data collected during 13 rear-end crashes and 70 near-crashes are input into models of collision avoidance algorithms to determine when the alerts would have occurred. Algorithm performance is measured by estimating how much of the driving population would be able to respond in the time available between when an alert would occur and when braking was needed. A sensitivity analysis was performed to consider the effect of alternative inputs into the assessment method. The algorithms were found to warn in sufficient time to permit 50–70% of the population to avoid collision in similar scenarios. However, the accuracy of this estimate was limited because the tested algorithms were found to alert too frequently to be feasible. The response of the assessment method was most sensitive to differences in assumed response-time distributions and assumed driver braking levels. Low-speed crashes were not addressed by two of the algorithms. Analysis of the events revealed that the necessary avoidance deceleration based on kinematics was generally less than 2 s in duration. At the time of driver response, the time remaining to avoid collision using a 0.5g average deceleration ranged from â 1.1 s to 2.1 s. In 10 of 13 crashes, no driver response deceleration was present. Mean deceleration for the 70 near-crashes was 0.37g and maximum was 0.72g. A set of the events was developed to measure driver response time. The mean driver response time was 0.7 s to begin braking and 1.1 s to reach maximum deceleration. Implications for collision countermeasures are considered, response-time results are compared to previous distributions and future work is discussed. / Ph. D.

Whiplash is a neck injury caused by the sudden differential movement between the head and torso. Whiplash injuries are most commonly reported as a consequence of rear impacts in car accidents. They are regarded as minor injuries, but can still lead to long-term disablement and discomfort in the neck. Whiplash injuries can be mitigated by better car seat designs. For this purpose, head restraint geometry must be improved first, and then the dynamic performance of the whole seat must be assessed at all crash seventies. A biofidelic human-body model is a key requirement in designing whiplash mitigating car seats. This thesis presents the development of a 50th percentile male multi-body human model and several energy absorbing car seat designs. The human-body model is specifically designed for rear impact and validated using the responses of seven volunteers from Japanese Automobile Research Institute (JARI) sled tests, which were performed at an impact speed of 8 kph with a rigid seat and without head restraint and seat belt. A generic multi-body car seat model is also developed to implement various seatback and recliner properties, anti-whiplash devices (A WDs) and head restraints. Using the same driving posture and the rigid seat in the JARI sled tests as the basic configuration, several anti-whiplash seats are designed to allow different types of motion for the seatback and seat-pan. The major findings of this research are: -The human-body model simulates the effects of muscle contraction and its overall response is superior in comparison to the currently used models and dummies. -A criterion called the S-shape index (SSI) is developed based on the intervertebral angles of the upper and lower cervical spine. -The car seat design concepts are able to control and use crash energy effectively with the aid of anti-whiplash devices for a wide range of crash seventies. -In order to reduce whiplash injury risk, this study advocates energy absorbing car seats which can also provide head restraint contact as early as possible.

Thin film copper, indium, gallium, selenide (CIGS) solar cells are promising in the field of photovoltaic technology. To reduce material and fabrication cost, as well as increasing electrical properties of the cell, research is ongoing towards ultra-thin film solar cells (absorption layer thickness less than 500 nm). Ultra-thin CIGS solar cells has shown a decrease in interface recombination and improved optical properties when adding a rear contact passivation layer of aluminium oxide. In this work, the process of creating sub-micrometer features of a passivation layer using conventional optical lithography is investigated. To specify, the objective was to optimize the development conditions in the optical lithography process when fabricating equidistant line contacts in aluminium oxide with 800 nm feature size. It was found that line contacts with smaller feature sizes require longer development time, than line contacts with larger feature sizes. The experiments conducted showed that the pre-set development and exposure conditions used by the NOA group are not optimized for 800 nm or smaller line contacts. Further, for the optical lithography process, silicon substrates are not comparable with substrates of soda lime glass coated with molybdenum. Slight underdevelopment of a sample, showed line contacts smaller than the resolution of the laser used in the exposure – suggesting an alternative method of processing small line contacts with optical lithography.

Denna rapport beskriver ett examensarbete inom integrerad produktutveckling vid Högskolan i Skövde. Arbetet utfördes i samarbete med företaget The Best of Sweden AB där uppdraget var att utveckla ett fäste och skyltar för bakrutetorkare på personbilar. Utvecklingsprocessen för produkten började med en förstudie där bland annat kundbehov undersöktes. Under förstudien undersöktes även olika faktorer som kan komma att påverka produkten i dess användningsmiljö, exempelvis bilars aerodynamik och kraften i bakrutetorkarens motor. En fältstudie genomfördes på existerande torkararmar som fästets och skyltarnas mått grundas på. Resultatet från förstudien var en kravspecifikation som det slutliga konceptet ska kunna ställas mot. Olika strukturerade designmetoder användes under konceptgenerering samt konceptutvärdering som följdes upp av detaljutveckling. Förslag på material och tillverkningsmetod samt ett kostnadsförslag togs fram. Resultatet blev en fästanordning och skyltar för bakrutetorkaren på personbilar vilket gör det möjligt för användaren att montera personifierade skyltar i olika format. Fästanordningen består av ett fäste och en rem, där remmen spänns åt runt torkararmen och håller fästet på plats. Produktens symmetri medför att den kan placeras på torkararmar oavsett om torkararmen går vänster- eller högervarv. / This thesis discloses a bachelor degree project in Product Design Engineering at the University of Skövde. The project was performed in collaboration with a company called The Best of Sweden AB where the assignment was to develop a universal mount and signs for rear window wipers on cars. The development process started with a prestudy where customer needs where analyzed. Different factors which affect the product in the environment of use, such as the aerodynamics of cars and the force in the rear window wiper engine, were examined as well during the prestudy. A field study was carried out on existing rear window wipers which became the basis of the dimensions of the signs as well as the mount. The result of the pilot study ended in a list of requirements that the final concept was to be compared to. Different structured design methods was used during concept generation as well as concept evaluation which was followed by a development of the details of the final concept. A proposition of material selection and manufacturing method was determined as well as an estimation of manufacturing cost. The result was a fastening device and signs for rear window wipers on cars which makes it possible for the user to mount personalized signs if various different formats. The fastening device consists of a base mount and a strap, where the strap is tightened around the rear window wiper and keeps the base mount in place. The symmetry of the product enables it to be mounted to a rear window wiper that either rotates clockwise or counter-clockwise.

La Première Guerre mondiale a fortement touché le département de la Meuse, traversé par la ligne du front occidental… Verdun, le saillant de Saint-Mihiel et l’Argonne portent toujours les cicatrices de ces années de combats. Or, plus au sud, les anciens cantons de Revigny et de Vaubécourt (réunis depuis 2014) ont également subi le feu de la guerre. Rien ne semblait les destiner à devenir un champ de bataille, mais ils se sont retrouvés sur la ligne de front de la première bataille de la Marne car ils sont sur la route des deux principales villes meusiennes, Bar-le-Duc et Verdun, principaux enjeux sur ce secteur de combat. La bataille, opposant la 3e armée française à la Ve armée allemande, y est dure. Au final, les Allemands sont contraints au repli, comme sur l’ensemble du front. Ils abandonnent les cantons de Revigny et de Vaubécourt, théâtre eux-aussi du « miracle de la Marne », mais à la notoriété moindre en comparaison du sauvetage de Paris et des « taxis de la Marne » … Après la bataille de la Marne, les deux cantons, en partie ruinés, se retrouvent dans l’arrière-front français. La ligne de feu s’est fixée plus au nord, mais les effets du conflit se font toujours ressentir. Des généraux y supervisent les opérations sur les fronts de Champagne et de Meuse. Des installations militaires sont érigées afin de soutenir et approvisionner les secteurs des combats. Elles accueillent les soldats français et alliés en partance et au retour du front. La population locale est contrainte de participer à l’effort de guerre, voyant ses principales ressources mises à disposition des armées française et américaine. Pendant l’intégralité du conflit, les habitants des cantons de Revigny et de Vaubécourt ont vécu des heures difficiles, sous le signe de l’angoisse, des privations et des relations parfois difficiles avec l’autorité militaire. Après l’armistice, des hommages sont rendus à ces territoires pour les souffrances endurées pendant les hostilités, rendus par la Nation par l’intermédiaire des deux personnalités politiques meusiennes de l’époque, Raymond Poincaré et André Maginot. Les deux cantons honorent leurs habitants morts du conflit, relèvent leurs ruines, mais font disparaitre les traces, contribuant à l’oubli de ces combats et des événements survenus pendant la Grande Guerre dans les cantons de Revigny et de Vaubécourt. Ce n’est qu’à l’occasion du centenaire de la Première Guerre mondiale que cette histoire a partiellement remise en lumière / World War I strongly affected the department of the Meuse, crossed by the Western front line ... Verdun, the salient Saint-Mihiel and the Argonne still bear the scars of these years of fighting. However, further south, the former cantons of Revigny and Vaubécourt (gathered since 2014) also suffered the fire of the war. Nothing seemed destined to become a battlefield, but they found themselves on the front line of the first battle of the Marne because they are on the road of the two main cities Meus, Bar-le-Duc and Verdun, main stakes on this combat sector. The battle between the 3rd French Army and the 5th German Army is hard. In the end, the Germans are forced to withdraw, as on the whole front. They abandon the cantons of Revigny and Vaubécourt, also theater of the "miracle of the Marne", but with less notoriety in comparison with the rescue of Paris and "taxis of the Marne" ...After the Battle of the Marne, the two cantons, partly ruined, are found in the French rear-front. The line of fire is more northerly, but the effects of the conflict are still felt. Generals oversee operations on the Champagne and Meuse fronts. Military installations are erected to support and supply the combat areas. They welcome French and Allied soldiers on their way out and back from the front. The local population is forced to participate in the war effort, seeing its main resources made available to the French and American armies. During the whole conflict, the inhabitants of the townships of Revigny and Vaubécourt experienced difficult hours, under the sign of anxiety, privations and sometimes difficult relations with the military authority.After the armistice, tributes are paid to these territories for the suffering endured during the hostilities, rendered by the Nation through the two Meusian politicians of the time, Raymond Poincaré and André Maginot. The two cantons honor their inhabitants who died of the conflict, raise their ruins, but make disappear the traces, contributing to the forgetfulness of these combats and the events which occurred during the Great War in the townships of Revigny and Vaubécourt. It was only on the occasion of the centenary of the First World War that this story was partially brought to light

The aim of this work is to design belt conveyor and front and rear hydraulic moved tailboard for large volume carrier body. The carrier body is constructed for silage with emptying time lower than one minute. This work also contains choice of concept of the proposed solutions, than their calculation and the design itself. The work is accompanied by drawings.

This master’s thesis is focused on optimization of rear wing of sport car by using open-source software. The optimization of 2D profile of the rear wing is present in this thesis. Python environment was chosen for optimization and evolutionary algorithm was is used as optimization function. This algorithm is further connected to Xfoil software, which is computing aerodynamic characteristic. The ratio of the lift and drag coefficients (C_L/C_D) is chosen as parameter which considers the aerodynamic efficiency. The CFD computation of flowing around the whole car is provided in open-source software OpenFOAM. . The profile optimization results to approximately 7.9 % raise of the parameter C_L/C_D, in the same wing stability. The main benefit of this work is to use open-source software for the optimization and CFD analysis, which in future might save company’s resources by not buying expensive commercial software licenses.