Bakgrund: Nattarbete utgör en hälsorisk ur flera aspekter och har flera konsekvenser liknande de som ohälsosamma matvanor har. Bland lastbilschaufförer förekommer långa körningar där hälsosamma matvanor inte främjas. När arbetet sker under natten förskjuts sömnen och enligt dygnsrytmen infaller en naturlig trötthet vilket kan orsaka problem i form av olyckor. Dygnsrytmen styr även hunger och ämnesomsättning. Syfte: Att undersöka arbetsmåltider och det möjliga sambandet med upplevd trötthet hos lastbilschaufförer under både dagkörningar och nattkörningar. Metod: En webbaserad enkät delades ut på ett företag samt i en Facebookgrupp och besvarades av 43 lastbilschaufförer. Resultat: Resultaten visade att det var kaffe, vatten, smörgåsar och sötsaker som intogs i högst utsträckning. Majoriteten av måltider intogs i lastbilen under körning och under nattkörningen intogs måltider främst vid kl. 20 samt 02. För att motverka trötthet intogs koffein. Samband visade att den upplevda tröttheten ökade när intaget av mat och dryck i lastbilen under körning ökade. Samband visade också att den upplevda tröttheten ökade när intag av mat och dryck vid kl. 00-02 minskade. Ytterligare samband visade att den upplevda tröttheten ökade när möjligheten att själv kunna bestämma tid för mat och dryck minskade. Slutsats: Chaufförers möjligheter att lämna lastbilen samt att själv välja när de vill äta och dricka är relevant att förbättra då det finns ett samband mellan detta och den trötthet chaufförerna upplever under sina körningar, både under dag och natt. Arbetsgivare har möjlighet att utforma arbetsorganisationen så att förbättringar kan underlättas. / Aim: To investigate work meals and the possible correlation to sleepiness among truck drivers during both day driving and night driving. Method: A web-based survey was distributed at a company and in a Facebook group. 43 truck drivers responded. Results: The results showed that the most common intake was coffee, water, sandwiches, and sweets. Most of the foods and drinks were consumed inside the truck, while driving. During the night drive foods and drinks were consumed mostly at 8 pm and 2 am. Caffeine was used to counteract sleepiness. Self-reported sleepiness increased as eating or drinking inside the truck, while driving, increased. Sleepiness also increased as eating or drinking at 12 pm-2 am decreased. Another association showed that sleepiness increased as having the option to choose when to eat or drink decreased.  Conclusion: Because of the associations found, it is highly relevant to improve truck driver’s opportunities to leave the truck and to have better options in choosing when to eat or drink. Employers have the possibility to make organisational changes to make improvements easier.

This diploma thesis deals with a proposal how to improve technology of mainte-nance of trucks and buses of ICOM transport branch in Humpolec. Main aim of this diploma thesis is the analysis of current technology of maintenance, especially the oil system and it´s modification. This aim was reached by suggestion of the new technol-ogy of oil system, technical eguipment and elaboration of new technical methods. Modern and efficient technology of oil system for trucking and repairation is the solution of this topic. That is the set of processes with operating system (monitoring) whitch guarantees safe, enviroment storage of oils, greases and antifreezer, their de-cantation and precise dosing during distribuion.

This thesis discusses the design replacement solution current hydraulic actuator stroke for low-lift truck to be completely electric. The aim is to propose the most optimal compensation due to the conservation of existing properties. To use this truck transportation in industries where the emphasis on increased health protection from potential leaks operating fluids.

The notorious fuel consumption and environmental impact of conventional diesel refuse collection trucks (D-RCTs) encourage collection fleets to adopt alternative technologies with higher efficiency and lower emissions/noise impacts into their fleets. Due to the nature of refuse trucks’ duty cycles with low driving speeds, frequent braking and high idling time, a battery-electric refuse collection truck (BE-RCT) seems a promising alternative, taking advantage of energy-saving potentials along with zero tailpipe emissions. However, whether or not this newly-introduced technology can be commercially feasible for a collection fleet and/or additionally mitigate GHG emissions should be examined over its lifetime explicitly for the specific fleet. This study evaluates the performance of a D-RCT and BE-RCT in a collection fleet to assess the potential of BE-RCT in reducing diesel fuel consumption and the total GHG emissions. A refuse truck duty cycle (RTDC) was generated representing the driving nature and vocational operation of the refuse truck, including the speed, mass, and hydraulic cycles along with the extracted route grade profile. As a case study, the in-use data of a collection fleet, operating in the municipality of Saanich, British Columbia (BC), Canada, are applied to develop the representative duty cycle. Using the ADVISOR simulator, the D-RCT and BE-RCT are modeled and energy consumption of the trucks are estimated over the representative duty cycle. Fuel-based Well-to-Wheel (WTW) GHG emissions of the trucks are estimated considering the fuel (diesel/electricity) upstream and downstream GHG emissions over the 100-year horizon impact factor for greenhouse gases. The results showed that the BE-RCT reduces energy use by 77.7% and WTW GHG emissions by 98% compared to the D-RCT, taking advantage of the clean grid power in BC. Also, it was indicated that minimum battery capacity of 220 kWh is required for the BE-RCT to meet the duty cycle requirements for the examined fleet. A sensitivity analysis has been done to investigate the impact of key parameters on energy use and corresponding GHG emissions of the trucks. Further, the lifetime total cost of ownership (TCO) for both trucks was estimated to assess the financial competitiveness of the BE-RCT over the D-RCT. The TCO indicated that the BE-RCT deployment is not financially viable for the examined fleet unless there are considerable incentives towards the purchase cost of the BE-RCT and/or sufficient increase in carbon tax/diesel fuel price. From the energy useevaluation, this study estimates the required battery capacity of the BE-RCT for the studied fleet, and the TCO outputs can assist them in future planning for the adoption of battery-electric refuse trucks into their collection fleet where the cost parameters evolve. / Graduate

The implementation of an energy recovery system for retreiving otherways wasted energy is an effective method for reducing the overall energy consumption of a mobile machine. In a fork lift, there are two subsystems that can be effectively modified for recovering energy. These are the driveline and the lift/lower function of the mast. This study focuses on the latter by studying a recovery system whose main component is a hydraulic transformer consisting of a hydraulic motor, a variable displacement pump and an induction motor. Since the flow rate/pressure - ratio can be modified, the utilization of the hydraulic transformer enables downsizing of the accumulator volume. However, the decrease of the gas volume leads to an increase in the compression ratio of the accumulator, which in terms leads to higher gas temperatures after charging and consequently to higher thermal losses during holding phase. In order to reduce these losses, a thermally regenerative unit was implemented to the gas volume of an accumulator to reduce the temperature build up during charging. In this study, the effect of improving the thermal characteristics of the accumulator to the efficiency of the whole energy recovery system is investigated by means of measurements.

A critical maneuver for a heavy vehicle is braking with different friction on the left and right hand side of the vehicle, called μ-split. This results in an unwanted yaw torque acting on the vehicle. During this situation, the driver maintains the lateral stability and follows the desired path by corrective steering. In anautonomous heavy vehicle the system must handle this situation by itself. The purpose of this thesis is to analyze how an autonomous vehicle can detect a μ-split situation and then use steering control to maintain its path and stability. Two methods for detecting a μ-split situation are presented where one is based on vehicle kinematics, this detector utilizes the difference in wheel speed between the left and right hand side of the vehicle. The other detector is based on lateral vehicle dynamics, this method uses a sliding mode observer to detect unexpected changes in the yaw rate signal. The detectors were tested in a real vehicle and the results showed that the kinematic detector was fast but had a small risk of false detection, while the dynamic detector was slower but more robust. An analysis of the desired steering behavior showed that the steady state during μ-split braking is to drive with a non zero body slip. If a kinematic path follower is used with kinematic error dynamics this will lead to a contradicting behavior since the body slip is equal to the heading error during straight line braking, assuming that the velocity vector of the vehicle is parallel to the path. Simulations showed that during a μ-split situation the Linear Quadratic pathfollower based on kinematic error dynamics manages to follow the path with a non zero body slip while keeping the path errors small. It has also been shown how the detection of a μ-split situation can be used to change control strategy. By introducing active yaw control or change the tuning on the controller after a detection a better result could be achieved.

This report is the result of a Master’s Degree Thesis done at the Royal Institute of Technology, KTH, during October 2014 to April 2015. The project was commissioned by Lidl in collaboration with Stockholms Stad and Integrated Transport Research Labs at KTH, and is a part of the Off-peak project. The Aim of the project was to help Lidl perform quieter street unloadings during off-peak hours. The unloading, today, is done with electrical pedestrian trucks and roll containers. Information was gathered about the current equipment and the current method of unloading was studied through observations. There were three problematic areas identified: the uneven ground, the hardware and the user. These were studied further on a pedestrian truck which was borrowed from Lidl for the thesis work. A market study was performed to see what solutions existed on the market. Information was also gathered on Off-peak projects in other cities and what the benefits of such projects could be. Study visits were made to Toyota-BT in Mjölby and Karnag in Täby to gather further knowledge. A meeting was held with K.Hartwall at Integrated Transport Research Lab to discuss their current solutions. The three problematic areas were discussed during a midterm meeting. Two of them were selected for future work: an add-on module to keep the fork carriage from rattling and an aid for the drivers of the trucks that shows the noise level. Many iterations of brainstorming, testing and evaluating led to the final results. The testing showed that the module that was supposed to keep the fork carriage from rattling didn’t have the desired results. The choice was then made to develop a spring solution to keep the forks from bouncing of each other. This led to the development of a leaf spring solution that is mounted on the underside of the fork carriage. The development of an aid for the drivers led to the Noise Advisor which is a sound level meter that sits on the side of the trucks mast and gives visual feedback to the driver. / Denna rapport är resultatet av ett examensarbete utfört på Kungliga Tekniska Högskolan, KTH, från oktober 2014 till april 2015. Projektets uppdragsgivare var Lidl och det utfördes i samarbete med Stockholms Stad och Integrated Transport Research Labs på KTH, som en del av Off-peak projektet. Målet med projektet var att hjälpa Lidl utföra tystare gatulossningar under off-peak tider. Lossningen idag sker med hjälp av elektriska ledtruckar samt rullburar. En bakgrundsstudie genomfördes där den nuvarande utrustningen och metoden för gatulossning studerades genom observationer på plats. Då identifierades tre problemområden: den ojämna marken, utrusningen och användaren. Dessa studerades vidare på en ledtruck och några rullburar som lånades in från Lidl. En marknadsundersökning utfördes för att se vilka lösningar som redan fanns på marknaden. Andra off-peak projekt i andra städer studerades och vilka fördelar de medförde. Studiebesök gjordes på Toyota-BT i Mjölby och Karnag i Täby för att samla ytterligare kunskap. Ett möte hölls med K.Hartwall på Integrated Transport Research Lab för att diskutera deras nuvarande lösningar. De tre problemområdena diskuterades under ett avstämmningsmöte som hölls i mitten av projektet. Då valdes två av dessa områden: en tilläggsmodul som ska motverka att gaffeln skramlar och en dosa som ger feedback till förare om ljudnivån när hen kör den. Många iterationer av brainstorming, tester och utvärderingar ledde till det slutliga resultatet. Testen visade att påbyggnadsmodulen, som var tänkt att förhindra gaffeln från att skramla, inte gav något bra resultatet. Då gjordes valet att utveckla en lösning som med hjälp av en fjäder förhindrar att gafflarna slår mot varandra. Detta ledde till utvecklingen av en lösning med en bladfjäder som monteras på undersidan av gaffeln. Utvecklingen av ett hjälpmedel till förarna ledde till Noise advisor som är en ljudnivåmätare som sitter på sidan av ledtrucken och ger en visuell feedback till föraren.

<p>Alternate power sources in automotive class-8 trucking industry is a major focus of research in recent days. Green house gasses, oxides of Nitrogen(NOx), Oxides of Sulphur(SOx), hydrocarbons and particulate matter are major concerns contributing to the shift in alternate fuel strategies. Another direct relation to move to an alternate power strategy is the reduction in net fuel consumption which in turn implicitly improves the emission components.</p> <p>A holistic approach is needed while designing a modern class-8 vehicle. A variety of system architecture, control algorithms, diagnostic levers are needed to be manipulated to achieve the best of blends amongst Total Cost of Ownership (TCO), Drivability, Fuel</p> <p>Economy, Emissions Compliant, Hauling Capacity, etc. The control and system levers are not mutually exclusive and there is a strong correlation amongst all these control and system components. In order to achieve a consensus amongst all these levers to achieve a common objective, is a challenging and complex problem to solve. It is often required to shift the algorithm strategy to predictive information based rather than reactive logic. Predictively modulating and manipulating control logic can help with better fuel efficient solution along with emissions improvement. A further addition to the above challenge is when we add a fleet of vehicle to the problem. So, the problem now is to optimize a control action for a fleet</p> <p>of vehicles and design/select the correct component size. A lot of research has been done and is still underway to use a 48V hybrid system with a small battery using a simple charge sustaining SOC control strategy. This will make the system light enough not to compromise on the freight carrying capacity as well as give some extra boost during the high torque requirement sections in the route for a better fuel and emissions efficient solution. In this work a P2 type 48V hybrid system is used which is side mounted to the transmission via a gear system. The selection of the system and components enables the usage of different control strategies such as neutral coasting and Engine off coasting. This architecture with a traditional 12-15L Internal combustion engine along with a mild 48V hybrid system provides the most viable selection for a long haul class-8 application and is used in this work. It is also possible to identify other component sizes along with architectures for new configurations. The framework in this research work can help develop the study for different component sizing. While this research work is focused towards building a framework for achieving predictive control in a 3 truck platooning system using multi-agent based control, the other supporting work done also helps understand the optimal behavior of the interacting multiple controls when the corridor information such as road grade and route speed limit are known a-priori, in a single vehicle. The build up of this work analyzes an offline simulation of a 4 control optimal solution for a single hybrid truck and then extend the optimal controls to a 3 truck platoon. In the single truck, this research will help identify the interacting zones in the route where the various control actions will provide the best cost benefits which is fuel economy. These benefits are associated as a function of exogenous look ahead information such as grade and speed limit. Further it is also possible to identify the optimal behavior and the look ahead horizon required for achieving that. In other words the optimal behavior and benefits associated with the global solution can be accomplished by implementing rule based control system with a look ahead horizon of 2-5 km. If this would not have been the case then it is almost impossible to design a predictive controller based on the entire route information which can stretch up to hundreds of kilometers. Optimal algorithms of such prediction horizon are not feasible to be implemented in real time controllers. This research work will also help understand the interaction between different active control actions such as predictive speed modulation, gear shift, coasting and power split with passive control levers such as slow down due to hybrid regeneration, hybrid boost during coasting, etc. This will help in architecting a system involving component specifications, active optimal control, look ahead information, hybrid system strength, etc, working in close interaction with each other. Though we analyze these predictive behavior for a single vehicle as a supporting work the prime objective is to include these predictive levers in a platooning system using an agent based method. This multi-agent based technique will help analyze the behavior of multiple trucks in a platoon in terms of fuel efficient safe operation. The focus of this research work is to not directly come up with a controller or strategy but rather to understand the optimality of this control levers for a multi-vehicle platoon system given a look ahead information is available. The research shows that predictive information will help in gaining fuel economy for a platoon of class-8 mild hybrid trucks. It also highlights the challenges in doing so and what needs to be traded off in order to achieve the net fuel benefit.</p>

När landsvägar sopas rent från grus samlas inte alltiddetta upp utan sopas istället ned i diket, vid förekomstav vägräcken ackumuleras gruset över tid undervägräcket. Detta leder till att avrinningen av vattenförsvåras vilket kan leda till att vattenmassor samlas påvägbanan, detta leder till en försämrad trafiksäkerhet.Arbetet med att avlägsna detta grus är idagtidskrävande och leder till att framkomligheten påvägen begränsas. På uppdrag av AB Mählers och Sönerskapades ett produktkoncept som skall kunna utföra ettförebyggande underhåll för att undvika det mertidskrävande arbete som utförs idag. Konceptet byggerpå två stycken roterande sopborstar som med enöverbryggande konstruktion placeras på vardera sidaav vägräcket. Konceptet avses att placeras på ettbefintligt sidoplogfäste som finns i AB Mähler &amp; Sönerexisterande produktutbud. För att ta fram detta koncepthar olika metoder nyttjats: intervjuer med identifieradeintressenter har utförts, befintliga lösningar har söktsoch olika koncept har skapats. De genererade konceptenhar betygsatts och eliminerats tills ett koncept kvarstår.Detta koncept har itererats tre gånger för att söka olikalösningar på problemställningen. / When country roads are swept clean from gravel, thegravel is not always collected, but is instead sweptdown into the trench. In the presence of guardrails thegravel accumulates over time under the guardrail. Thismakes the drainage of water more difficult which canlead to water masses accumulating on the roadway,which leads to impaired road safety. The work ofremoving this gravel is today time-consuming and willlimit the accessibility off the road. On behalf of ABMählers and Söner, a product concept was created thatwill be able to carry out preventive maintenance toavoid the more time-consuming work being donetoday. The concept is based on two rotating brusheswhich with a bridging construction are placed on eachside of the guardrail. The concept is intended to beplaced on an mount for a snowplough that currentlyexists in AB Mähler &amp; Söner's product range. Todevelop this concept, different methods have been used:interviews with identified stakeholders have beencarried out, existing solutions have been sought anddifferent concepts have been created. The generatedconcepts have been graded and eliminated until oneconcept remains. This concept has been iterated threetimes to seek different solutions to the problem. / <p>Betyg 2020-07-27</p>

In 2009–2010, the prevalence of obesity among U.S. adults was 40%, and the prevalence was 69% among long haul truck drivers. Researchers have not established a clear relationship between working environment and weight among truck drivers. This quantitative cross-sectional study, using an ecological framework, evaluated the relationship between the working environment (sleep performance, food choices, driving environment, and activity level) and weight severity (e.g., body mass index [BMI]) among long haul truck drivers. One hundred and twenty six adults (46 + 10, years of age), including both genders (male = 97 and females = 29) completed an online questionnaire evaluating their weight and work environment. BMI ranged between 19.7– 77.0 (35.4 + 11.0) kg/m2 among respondents. None of the respondents were underweight, 20 were healthy weight, 28 were overweight, and 78 were obese. Using multiple regression analysis, no statistically significant associations were found between the working environment and weight severity. Statistically significant (p < 0.05) mean differences between weight groups were found using a 1-way ANOVA. Regarding physical activity level, there was a statistically significant difference between the overweight and obese Class II groups (M = 1.034, p = .026). There was also a statistically significant difference between the overweight and obese Class III groups (M = -.506, p < 0.001) regarding physical activity within the prior month. The findings of this study support the need for further research to advance the knowledge of associations between weight groups and physical activity among this population, which could promote positive social change by guiding public health officials and trucking industry stakeholders toward effective interventions to reduce BMI among long haul truck drivers.