När det kommer till brädspel är social interaktion och nöje kopplade. Brädspel och digitala versioner av dem används ofta parallellt och erbjuder därför en unik undersökningsmöjlighet. Automation är ett verktyg som ofta används för skapandet av digitaliserade brädspel, men hur påverkar det socialitet och hur skiljer det sig från fysiska brädspel? Detta är frågan som denna uppsats utforskar genom en observationsstudie av två versioner av brädspelet Ticket to Ride. Både den ursprungliga, fysiska versionen och en digital motsvarighet. Två grupper av spelare blev inspelade medan de spelade båda versionerna av spelet i olika ordning. Under observationen av spelsessionerna har sju olika spelmekaniker använts som infallsvinkel för att avgöra hur skillnader i social interaktion är kopplade till själva spelet. Dessa var turtagning (tid), spelyta (rymd), objekt (tillstånd), handlingar (strategi), regler (automatisering), bokföring och chans men även ej spelrelaterade interaktioner undersöktes. Två av spelmekanikerna visade sig ha störst påverkan på den sociala interaktionen i dem olika versionerna av spelet; regler och turtagning. Dessa två mekaniker var viktiga för inlärning av spelet och för att bibehålla fokus genom spelomgången. / Enjoyment and social interaction are closely connected, and board games can be synonymous with both of these things. Board games and digital versions of those games are often used in parallel, which offers a unique position of inquiry. Automation is a tool commonly used in the creation of digital board games, but how does it affect the sociality and how does it differ from physical board games? This is the question that this paper explores through an observational study of the game Ticket to Ride, both in its original, physical form as well as its digital counterpart. Two groups of players were recorded while playing both versions of the game in a different order. Throughout the observation of these game sessions, seven different game mechanics have been used as the lens to determine how the difference in social interaction is connected to the game itself. These game mechanics were turn-taking (time), game surface (space), object (state), actions (strategy), rules (automation), bookkeeping and chance, but social interactions unrelated to the game were also examined. Two of the seven game mechanics turned out to have the most effect on social interaction in the different versions of the game; rules and turn-taking. These two mechanics were important to the learning of the game and for maintaining focus throughout the game.

Pickup and Delivery Problems (PDPs) constitute a class of Vehicle Routing Problems (VRPs) consisting of finding the optimal routes for a fleet of vehicles to deliver requests from a set of origin locations to a corresponding set of destinations. PDPs are NP-hard and have a wide variety of variants and potential constraints. This thesis evaluates methods for solving a dynamic single- vehicle PDP restricted by multiple time-related constraints. The problem is dynamic in the sense that new requests arrive as time is simulated and inserted into the vehicle’s pickup and delivery plan as it is being executed. The time- related constraints include limited time windows during which the requests may be picked up or delivered, as well as maximum ride times that items may spend in the vehicle before being delivered. To solve the problem, we adapt insertion heuristics based on Large Neighborhood Search (LNS) and Heuristic Destroy and Repair (HDR) to the problem and evaluate them in a comparative study. Solution methods for the PDP are also applied on the problem of dynamically assigning incoming orders to vehicles in a delivery service with a short planning horizon. A PDP-based order assignment strategy is compared with assignment strategies based on proximity and workload. Due to the short planning horizon of the target application, the study is focused on finding well-performing methods for quickly solving small PDPs containing 10-15 requests. Our results indicate that LNS outperforms HDR for small problem instances. However, the quick convergence of HDR allows it to outperform LNS for larger problem instances. We also show that applying a PDP- based assignment strategy in the order assignment problem allows the service to accommodate more requests than the alternative assignment strategies while simultaneously providing a significant reduction in operational costs. Future work may improve the order assignment strategy by incorporating more anticipatory functionality and streamlining the PDP methods with more efficient tests for the feasibility of solutions. / Pickup and Delivery Problems (PDP:er) utgör en grupp av Vehicle Routing Problems (VRP:er) som består av att hitta de optimala rutterna för en fordonsflotta för att leverera beställningar från en uppsättning av upplockningsplatser till motsvarande uppsättning av avlämningsplatser. PDP:er är NP-svåra och har en stor mängd olika varianter och potentiella begränsningar. Denna avhandling utvärderar metoder för att lösa ett dynamiskt enkel-fordon PDP med flera tidsrelaterade begränsningar. Problemet är dynamiskt i den mening att nya beställnigar anländer i samband med att tiden simuleras och sätts in i fordonets leveransplan samtidigt som den utförs. De tidsrelaterade begränsningarna innefattar begränsade tidsfönstren under vilka beställningar kan plockas upp eller lämnas av, samt maximala tider som hämtade föremål får tillbringa i fordonet innan de lämnas av. För att lösa problemet anpassar vi insättningsheuristiker baserade på Large Neighborhood Search (LNS) och Heuristic Destroy and Repair (HDR) till problemet och utvärderar dem i en jämförande studie. Lösningsmetoder för PDP tillämpas också på problemet att dynamiskt tilldela inkommande beställningar till fordon i en leveransservice med en kort planeringshorisont. En PDP-baserad tilldelningsstrategi jämförs med strategier baserade på närhet och arbetsbelastning. På grund av målapplikationens korta planeringshorisont så fokuserar studien på att hitta väl presterande metoder för att snabbt lösa små PDP:er som innehåller 10-15 förfrågningar. Våra resultat indikerar att LNS överträffar HDR för små probleminstanser. Däremot leder den snabba konvergensen av HDR till att den överträffar LNS för större probleminstanser. Vi visar också att tillämpningen av en PDP-baserad tilldelningsstrategi i tilldelningsproblemet gör att tjänsten kan tillgodose fler beställningar än de alternativa tilldelningsstrategierna, samtidigt som det ger en betydlig minskning av driftskostnaderna. Framtida arbete kan förbättra tilldelningsstrategin genom att integrera mer förutseende funktionalitet och effektivisera PDP-metoderna med ett mer effektivt test av genomförbarhet för lösningar.

<p>Active secondary suspension in trains has been studied for a number of years, showing promising improvements in ride comfort. However, due to relatively high implementation and maintenance costs, active technology is not being used in service operation to a large extent. The objective of this study is to develop an active lateral secondary suspension concept that offers good ride comfort improvements and enables centring of the carbody above the bogies when negotiating curves at unbalanced speed. Simultaneously, the active suspension concept should be a cost-effective solution for future series production. The thesis consists of an introductory part and three appended papers.</p><p>The introductory part describes the concept of active secondary suspension together with different actuator types and control methods. Further, the present simulation model and applied comfort evaluation methods are presented. The introductory part also comprises a summary of the appended papers, an evaluation of track forces and suggestions for further work.</p><p>Paper A presents the initial development of an active lateral secondary suspension concept based on sky-hook damping in order to improve vehicle dynamic performance, particularly on straight tracks. Furthermore, a Hold-Off-Device (HOD) function has been included in the suspension concept in order to centre the carbody above the bogies in curves and hence avoid bumpstop contact. Preparatory simulations as well as the subsequent on-track tests in the summer of 2007 showed that the active suspension provides improved passenger ride comfort and has significant potential to be a cost-effective solution for future implementation.</p><p>In Paper B, measurement results from on-track tests performed in 2008 are presented. The active secondary suspension concept was slightly modified compared to the one presented in the first paper. One modification was the implementation of a gyroscope in order to enable detection of transition curves and to switch off the dynamic damping in these sections. Ride comfort in the actively suspended carbody was significantly improved compared to that in the passively suspended car. The satisfactory results led to implementation of the active suspension system in long-term tests in service operation in the beginning of 2009.</p><p>In Paper C, a quarter-car model in MATLAB has been used to investigate a more advanced control algorithm: <em>H</em>_∞ instead of sky-hook. <em>H</em>_∞ control provides more flexibility in the design process due to the possibility to control several parameters. In particular, this is done by applying weight functions to selected signals in the system. When comparing the two control strategies through simulations, the results show that <em>H</em>_∞ control generates similar carbody accelerations at the same control force as sky-hook; however, the relative displacement displacement is somewhat lower.</p>

Great portion of today's industry are <em>Adjustable Speed Drives</em> (<em>ASD's</em>) operated in order to fulfill certain processes. When these processes are critical ones or sensitive to voltage disturbances, that might take place due to inserting high load in an area near to the Point of Common Coupling (<em>PCC</em>) of the process or due to a short term outage, few tens of thousands up to millions of dollars will be lost once such interruptions (voltage sags) take place as a result of the process failure. On the other hand, a distorted voltage waveform at the PCC for some sensitive process might malfunction as a result of the high harmonic content of the voltage waveform. Utilities are required to deliver as pure as possible sinusoidal voltage waveform according to certain limits; thus, they might apply fines against the consumers who are responsible for producing high amounts of current harmonics that affect the voltage wave shape at the <em>PCC</em> in order to force them to improve the consumer's load profile by adding filters at <em>PCC</em> for instance. Utilities are charging the consumers who are drawing power at poor power factor as well. <br /><br /> This thesis presents an <em>ASD</em> retrofitted with a dual-functional piece of hardware connected in series to its <em>DC-link</em> that is capable of handling the previously two mentioned problems. In other words, hardware that is capable of providing <em>voltage sag ride-through</em> during the voltage sag conditions on one side, on the other side, during the normal operating conditions, it is capable to mitigate the harmonic contents of the drawn current by the ASD's rectifier and to improve the power factor. <br /><br /> Survey on voltage sag ride-through for ASD's approaches are presented in the literature has been made. Approaches are classified as the topology utilized; first, topologies that utilizes energy storage elements that store energy to compensate the DC-link voltage with during the voltage sags, second, topologies retrofitting the DC-link itself with additional hardware to compensate the DC-link voltage. The first group is capable to provide voltage compensating during the full outages while the second can't. The presented voltage sag ride-through work of this thesis belongs to the second group. <br /><br /> Boost converter has been used as the hardware to compensate the DC-link voltage because of its simplicity and cheap price. An adaptive linear network (ADALINE) is investigated as the detection system to detect the envelope of the input voltage waveform. Once the envelope of the voltage goes below a certain level, the boost converter is activated to compensate the difference between voltage set point and the actual DC-link voltage. Simulation results supporting the proposed configuration are presented. <br /><br /> A third-harmonic current injection approach is utilized in this work in order to achieve <em>total harmonic distortion</em> (<em>THD</em>) mitigation from 32% to 5. 125% (theoretically). Two third-harmonic current injection networks have been investigated; one utilizes a real resistor, the other utilizes a resistor emulator to reduce the energy dissipated. The proposed controller for the resistor emulator does not require a proportional-integral (PI) controller. <br /><br /> As a result of the common devices between the voltage sag ride-through circuitry and the harmonic mitigation one, they can be integrated together in one circuitry connected in series with the DC-link of the ASD. And hence, the dual functionality of the hardware will be achieved. Simulation results supporting the theoretical results have been presented.

This thesis presents a systematic study of human responses to different motions and strategies of car body tilt control regarding ride comfort, working/reading ability and motion sickness on high-speed tilting trains. Experiments with test subjects were performed in a tilting train on curved track as well as in a moving vehicle simulator. The study is multi-disciplinary, combining knowledge and methods from the fields of railway technology, human factors and vestibular science. The main experiment in a tilting train was performed with about 75 seated test subjects, mainly students from Linköping University, making three test runs. In total, these subjects participated in about 210 individual test rides, each with a duration of about 3 hours. Additional tests on comfort disturbances with pushbutton technique have been reported in the project. The simulator experiments used a total of about 75 subjects, making some 320 test rides each of about 30 minutes duration. Test motions consisted of combinations of horizontal (lateral) acceleration and roll acceleration, together with either roll or horizontal acceleration. Rate of change of horizontal acceleration (jerk) and roll velocity were of the same order of magnitude as in a tilting train environment, but horizontal acceleration alone was about half the magnitude. Horizontal and vertical vibrations from a tilting train were added to the test motions, and train seats and interior train noise were also introduced to create a "train feeling". Test designs and methodology have been developed during the course of the experiments. The test subjects answered questionnaires, four times per test run in the train experiment and each 5 minute in the simulator experiment. The investigated variables were: estimated average ride comfort, estimated ability to work or read, and occurrence of symptoms of motion sickness (dizziness, nausea and not feeling well). Lateral and vertical accelerations together with roll motions were monitored and recorded for later evaluation. Results from the train experiments show that the estimated average ride comfort was about 4 on a 5-degree scale, which indicates “good”. Results also show that a reduced tilt compensation of the lateral acceleration while curving together with a reduced tilt velocity of the car body reduce the provocation of motion sickness. However, a reduction in tilt compensation may produce an increased number of comfort disturbances due to lateral acceleration in the car body. Regression analysis shows that motion doses from roll acceleration may be used to predict the incidence of motion sickness. The simulator experiments show that the primary sources of provocation of nausea and motion sickness are the motion doses from roll and lateral acceleration in the horizontal plane. The study proposes a hypothesis and a model of provocation of motion sickness. It is shown that motion sickness has a time decay, or leakage. A model for this leakage is proposed. The determinative types of motion for provocation of nausea and motion sickness in tilting trains are identified and future tilting train and/or simulator experiments are proposed in order to further investigate their influence. / <p>NR 20140805</p>

New companies with business models based on technology-enabled sharing have emerged as the hot topic in technology in recent years. Uber, the sharing-economy’s poster-child, is now the world’s most valuable start-up by far. Lyft, its younger competitor, is seeing year over year growth in the hundreds of percentage points. This growth is coming at the cost of the incumbent taxi industry, and this is what this study sets out to examine. What is the effect of Uber, Lyft, and other ride-sharing services on the taxi industry? My study reveals that there has been an extremely negative effect on taxicabs, and that there are only a few last strands of hope for ways taxis can compete. Based on my study and learning, in final I forecast the ways that the firms in this space can continue to grow and dominate the ride-sharing market, and beyond.

<div>In recent years, there has been considerable growth in the adoption and technology development of electric vehicles (EV), autonomous vehicles (AV), and ride sharing (RS). These technologies have the potential to improve transportation sustainability. Many studies have evaluated the environmental impacts of these technologies but the existing literature has three major gaps: (1) the adoption of these three technologies need to be evaluated considering their impact on each other, (2) many existing models do not evaluate systems on a common ground, and (3) the heterogeneous preferences of riders towards these emerging technologies are not fully incorporated. To address these gaps, this work studies and quantifies the environmental and efficiency gains that can be gained through these emerging transportation technologies by developing a Parameterized Preference-based Shared Autonomous Electric Vehicle (PP-SAEV) agent-based model. The model is then applied to a case study of New York City (NYC) taxis to evaluate the system performance with increasing AV, EV, and RS adoption.</div><div><br></div><div>The outputs from the PP-SAEV model show that replacing taxi cabs in NYC with AVs along with RS potentially can reduce CO\textsubscript{2} emissions by 866 metric Tones per day and increase average vehicle occupancy from 1.2 to 3 persons in vehicles with passenger seating capacity of 4. A prediction model based on the PP-SAEV output recommends that 6000 vehicles are needed to maintain the current level of service with 100\% AV and RS adoption using capacity 4 taxis. Taxi fleets with capacity 4 with high RS and low AV adoption are also found to have the least CO\textsubscript{2} emissions. Because the heterogeneous sharing preferences of riders have shown as the major limiting factor to ride sharing, these heterogeneous sharing preferences are further modelled. The results show that high service levels are achieved when all the riders are open to sharing, and the maximum service level is reached when 30\% of riders will only accept shared rides and 70\% of the riders are either indifferent to sharing or prefer to use ride sharing over riding alone. Additionally, the service level and waiting time of riders that are inflexible (will accept only shared or non-shared rides) are greatly impacted by varying mix of riders with different sharing preference. Finally, an optimization model was built to site charging stations in a system with continually increasing EV adoption. Using the best charging station locations, transforming a fleet of autonomous or traditional vehicles to electric vehicles does not significantly change the system service level. The results show that increasing the EV adoption in fleets with 100\% RS and AV adoption reduced the daily CO\textsubscript{2} emissions by about 861 Tones and transforming a fleet of traditional taxi cabs to electric taxi cabs reduced the daily CO\textsubscript{2} emissions by 1100 Tones.</div><div><br></div><div>In summary, this dissertation evaluates the potential growth of autonomous vehicles, ride sharing, and electric vehicles in systems where riders may have heterogeneous sharing preferences, from a system performance`s perspective and assesses the environmental impacts. The developed model and the insights gained from this study can inform policy makers to develop sustainable transportation systems incorporating the emerging transportation technologies.</div>

Desenvolve-se, neste trabalho, um modelo de simulação estocástica para o sistema de transporte por táxi com viagens exclusivas. Basicamente, o modelo simula a geração da demanda pelo serviço e as formas alternativas de oferta: ponto privativo, ponto livre e rádio táxi. A validação do modelo é realizada através da comparação entre o sistema de táxi observado na cidade de Bauru (SP) e o sistema simulado através da aplicação do modelo. A comparação é feita para a alternativa de oferta com pontos privativos, a única existente na cidade. Os resultados indicam que o modelo de simulação proposto reproduz bem a demanda e a oferta de viagens por táxi em cidades de porte médio. Apresenta-se, além disso, uma análise comparativa das simulações realizadas para as duas outras alternativas fictícias de operação na cidade de Bauru (SP); os resultados destas, quando comparados aos da situação existente, mostram uma significativa economia nos custos variáveis. Conclui-se que o modelo pode constituir-se num instrumento de análise e avaliação das diferentes políticas de operação de táxi e apontar a mais adequada para uma determinada cidade de porte médio. / In this work, a stochastic simulation model for the exclusive-ride taxi system is developed. The model simulates the demand generation for taxi service and the alternative forms of service supply: private pickup point, free pickup point, and radiotaxi. The model validation is carried out by comparing the taxi system observed in Bauru (SP) with that simulated using data set collected in it. The comparison is concerning to the operation with private pickup point because in Bauru there is only this type of operation. The results indicate that the proposed simulation model reproduces adequately the taxi demand and supply in medium sized cities. It is also presented a comparative analysis between existent system and other operation systems simulated. The analysis shows that a significative cost saving is obtained if the operation system is changed in Bauru. It is concluded that the proposed model may constitute an important tool to analyze and evaluate the different operational policy and indicate the most adequate one for the medium sized cities.

Desenvolve-se, neste trabalho, um modelo de simulação estocástica para o sistema de transporte por táxi com viagens exclusivas. Basicamente, o modelo simula a geração da demanda pelo serviço e as formas alternativas de oferta: ponto privativo, ponto livre e rádio táxi. A validação do modelo é realizada através da comparação entre o sistema de táxi observado na cidade de Bauru (SP) e o sistema simulado através da aplicação do modelo. A comparação é feita para a alternativa de oferta com pontos privativos, a única existente na cidade. Os resultados indicam que o modelo de simulação proposto reproduz bem a demanda e a oferta de viagens por táxi em cidades de porte médio. Apresenta-se, além disso, uma análise comparativa das simulações realizadas para as duas outras alternativas fictícias de operação na cidade de Bauru (SP); os resultados destas, quando comparados aos da situação existente, mostram uma significativa economia nos custos variáveis. Conclui-se que o modelo pode constituir-se num instrumento de análise e avaliação das diferentes políticas de operação de táxi e apontar a mais adequada para uma determinada cidade de porte médio. / In this work, a stochastic simulation model for the exclusive-ride taxi system is developed. The model simulates the demand generation for taxi service and the alternative forms of service supply: private pickup point, free pickup point, and radiotaxi. The model validation is carried out by comparing the taxi system observed in Bauru (SP) with that simulated using data set collected in it. The comparison is concerning to the operation with private pickup point because in Bauru there is only this type of operation. The results indicate that the proposed simulation model reproduces adequately the taxi demand and supply in medium sized cities. It is also presented a comparative analysis between existent system and other operation systems simulated. The analysis shows that a significative cost saving is obtained if the operation system is changed in Bauru. It is concluded that the proposed model may constitute an important tool to analyze and evaluate the different operational policy and indicate the most adequate one for the medium sized cities.

O trabalho desenvolvido tem como objetivo aplicar metodologias de otimização de suspensão para veículos de passageiro e comerciais leves, baseando-se em parâmetros de dirigibilidade e conforto veicular, através do uso de simulação numérica computacional. São apresentadas métricas objetivas utilizadas para a avaliação de um veículo com relação ao seu desempenho em termos de dirigibilidade e conforto e é proposta uma nova métrica global conjunta. São desenvolvidos no trabalho modelos analíticos para quantificar as métricas de dirigibilidade. Os resultados obtidos foram comparados com medições experimentais e resultados de modelos multicorpos mais complexos, atingindo o nível de correlação necessário para os propósitos deste trabalho. Alguns dos modelos analíticos desenvolvidos são contribuições inovadoras deste trabalho, não tendo correspondente anterior na literatura. É apresentada a modelagem dinâmica vertical que possibilita avaliar as métricas de conforto, cuja aplicação foi feita em conjunto com os modelos analíticos de dirigibilidade desenvolvidos, obtendo-se uma avaliação global conjunta. Três ferramentas de otimização são apresentadas e avaliadas na aplicação ao problema de otimização global. A análise comparativa dos resultados dos métodos de otimização permite identificar qual método mais adequado com relação ao desempenho computacional, praticidade de uso e disponibilidade de informação. Finalmente, demonstra-se que a aplicação da otimização numérica proporciona resultados efetivos para melhoria do produto, trazendo ganhos de tempo e custo no desenvolvimento de um novo projeto. / This work is intended to apply suspension set-up optimization methodologies to passenger vehicles and pick-up trucks based on their ride and handling parameters through the use of numerical computational simulation. Metrics used to evaluate a vehicle regarding its performance in terms of ride and handling are shown and a new global single metric for ride and handling is proposed. Analytical models are developed to quantify the vehicle handling metrics. The results obtained were compared with experimental measurements and the results of more complex multibody models, achieving the correlation level required for the purposes of this work. Some of the analytical models herein developed are new contributions from this work and were not previously available in the literature. The vertical dynamic model that allows the computation of the ride comfort metrics is shown, and its application simultaneously with the analytical handling models developed allows the calculation of the proposed global single ride and handling metric. Three different optimization techniques are presented and studied in order to compare their performance for the proposed problem. The comparative analysis among the optimization results allows determining where each method is more adequate with respect to computational performance, usage friendliness and information availability. Finally, it is shown that the application of numerical optimization is effective to improve the product performance, with gains in terms of development time and cost for a new project.