Daimler (Japan)

Being accessible and processible of the raw GNSS data of smartphones has been an innovation for low-cost GNSS positioning studies. With the release of world’s first smartphone with dual frequency GNSS chipset Mi8 by Xiaomi in May 2018, studies on smartphone-based positioning for engineering applications have gained great momentum. Considering these development dynamics, in this study, repeatedly collected Xiaomi Mi8 dual frequency static GNSS observations for two days in two-hour time span were processed using GipsyX and RTKLIB software with epoch by epoch kinematic Precise Point Positioning (PPP) method at different satellite elevation angles, and horizontal positioning accuracies were calculated. The PPP performance of dual frequency GNSS observations collected by Xiaomi Mi8 was investigated at different satellite elevation angles. The process outputs were compared with results analyzed by relative positioning method collected simultaneously with Topcon Hiper SR geodetic receiver by considering as a reference solution. According to the results, it was noted that the horizontal positioning accuracy of RTKLIB outputs has directly inverse relationship with increasing satellite elevation angles whereas GipsyX outputs have differences in this context. In the processing of Xiaomi Mi8 dual frequency observations with PPP method, it was concluded that GipsyX produced higher horizontal positioning accuracy than RTKLIB.

A good clustering algorithm can discover natural groupings in data. These groupings, if used wisely, provide a form of weak supervision for learning representations. In this work, we present Clustering-based Contrastive Learning (CCL), a new clustering-based representation learning approach that uses labels obtained from clustering along with video constraints to learn discriminative face features. We demonstrate our method on the challenging task of learning representations for video face clustering. Through several ablation studies, we analyze the impact of creating pair-wise positive and negative labels from different sources. Experiments on three challenging video face clustering datasets: BBT-0101, BF-0502, and ACCIO show that CCL achieves a new state-of-the-art on all datasets.

In this study, the efficiency of Gray Relationship Analysis (GRA), which is one of the methods of Multiobjective Decision Making (MDM) was analyzed in the Supplier Evaluation Process. In this context, in the theoretical part of the study, the methods used was mentioned, in the application part of the study a supplier evaluation study was carried out in a manufacturing business producing the sheet metal furniture. In order to conduct supplier A.KARAASLAN -. KARADA ALBAYRAK / KASBED, 2017; 19; 225-246 226 evaluation of this business, decision makers of the firm evaluated their suppliers in accordance with seven criteria, and then each criterion was weighed with the Analytical Hierarchical Process (AHP) technique. Then through GIA method, the suppliers were ranked in accordance with the evaluation scores. When classical method rankings were compared to GIA rankings: through classical method, T15-T16-T20 were ranked as the first getting the same score, that is they became the most remarkable suppliers, T8, T10, T12 and T18 were ranked as the fourth getting the same scores, T3, T6, T7 and T14 got the same score and were ranked as the 8th. As it is understood from these figures, there are not meaningful differences among the received scores. Through Gray Relationship Analysis (GRA) T18 was ranked as the first, T8 as the second, T15 and 16 were ranked as the third. While T15-T16 and T20 were ranked as the first through classical method, they were ranked as 3-3 and 17th through Gray Relationship Analysis. Similarly, while T18 was ranked as the first through Gray Relationship Analysis, it was ranked as the fourth through classical method. It was suggested by the evaluators that the evaluation carried out by gray relation analysis gives the better rankings.

For many years, software engineering researchers and practitioners have tried to determine, define, and redefine the role of software architects. But we still haven't reached a real consensus. The popularity of agile methods such as Scrum and Kanban, with their clear focus on team collaboration, threatens many roles traditionally assigned to individual experts. Some organizations are even challenging the raison d'etre of the software architect role. However, researchers' experiences developing connected-vehicle software revealed two reasons why successful projects still often assign architecture-related responsibilities to individual experts acting as software architects. First, the experts help effectively manage complexity; second, they act as knowledge multipliers when development must scale up.

<div class="section abstract"><div class="htmlview paragraph">Since the introduction of electronically controlled air suspension (ECAS) systems in the nineties, no major improvements have been made in the realm of controlling air suspensions in the heavy duty truck market. Despite the lack of improvement, a need exists for intelligently controlled air suspension systems, specifically systems which can be applied to 6x2 axle configurations in the North American market. This study outlines a concept proposal for a novel suspension control concept which encompasses traction control capabilities in addition to suspension control for improved fuel efficiency benefit. The major novelty of the concept is that, by utilizing specific axle configurations and tires, a shift in pressure from the driven to the non-driven axles may result in improvements in the overall fuel economy of the vehicle. The shift in pressure will allow ride height to be maintained while increasing fuel economy benefits if the tires used on the non-driven axles have lower rolling resistances than the tires used on the driven axles. To demonstrate the hypothesized benefits of the system, an estimate of fuel economy was derived through theoretical calculations and known data. Physical testing was conducted to verify the theoretical results. Fuel savings opportunities were identified through the calculated estimates and were further confirmed by full vehicle track tests. Tractors equipped with certain axle configurations (e.g. 6x2 axles) and tires (e.g. trailer tires on the non-driven axle) will experience a noticeable improvement in fuel economy which will ultimately lower fuel costs for operators and reduce the environmental impact of commercial vehicles.</div></div>

Philadelphia, mentioned amongst the seven churches of Asia in the Bible, was one of the cities from which Christianity began to spread.It was also the last metropolis of the ecclesiastical province of Lydia and, with the exception of the empire of Trebizond, was the last East Roman city in Anatolia to fall to the Turks.This study investigates the Late Antique and East Roman remains and their location within the ancient city centre of Philadelphia/Alaşehir in the lights of new observations.Unlike many Hellenistic-Roman long settled ancient cities in Anatolia that went into decline, or which were abandoned after Late Antiquity, Philadelphia was inhabited until about the last 60 years of East Roman Empire.Only a small number of remains from Late Antiquity and the East Roman period remain extant and unfortunately almost all of them are to a large extent damaged.One may nevertheless summarize the evidence as it follows: The remains are in three section of the city centre of Alaşehir: Gavurtepe Mound, Toptepe and the walled precinct.No traces of a settlement from the period in question have been found in the earliest settlement of Philadelphia, Gavurtepe, except for the burials.Similarly a number of burials have been uncovored in Toptepe as well as other remains which also indicate a settlement inhabited in Late Antiquity and the East Roman period.The walled precinct and Toptepe was clearly the city centre of Philadelphia in the Roman Imperial Period as in Late Antiquity and in the East Roman period.

Araştırmanın genel amacı; ilköğretimde drama dersinin öğretmen adaylarına kazandırdığı bireysel ve akademik kazanımları belirlemektir. Bu amaç doğrultusunda öğretmen adaylarının hem görüşleri hem de bu görüşlerinin nedenleri ortaya konmaya çalışılmıştır. Araştırma 2007-2008 öğretim yılında Çukurova Üniversitesi Eğitim Fakültesi sınıf öğretmenliği bölümünde okuyan ve ilköğretimde drama dersine devam eden toplam 258 dördüncü sınıf öğrencisi ile gerçekleştirilmiştir. Araştırmaya katılan öğretmen adaylarının 108’si erkek, 150’ı kız’dır. Veriler uygulanan ilköğretimde drama dersinin içeriği 12 drama oturumu ile gerçekleştirildikten sonra öğretmen adaylarına sorulan açık uçlu bir soru ile toplanmıştır. Bu sorunun cevabı öğretmen adaylarından yazılı olarak alınmıştır. Veri analizinde, nitel araştırma yöntemlerinden içerik analizi kullanılmıştır. Bulguları genel olarak incelediğimizde; öğretmen adaylarının görüşlerinden elde edilen kazanımlar karşılaştırıldığında, bireysel kazanımları akademik kazanımlardan daha çok vurguladıkları görülmüştür

<div class="htmlview paragraph">This paper describes the experimental results of performance and emission of a Mercedes-Benz OM 904 LA direct injection turbo-cooled diesel engine operating on a test bench, as part of studies supported by the Brazilian Biodiesel Program (Programa Nacional de Produção e Uso de Biodiesel). Several fuel blends, prepared with methyl and ethyl esters from soybean or castor vegetable oils and petrodiesel, were tested. Changes in full load performance parameters and emissions according to 13-modes Euro 3 cycle were evaluated. Complementary tests to quantify lubricant dilution and engine behavior at low-load high-speed condition were also developed.</div>

ABSTRACT The clutch actuation system is directly linked to vehicle easy of operation and ergonomics. For passenger cars, a comfortable pedal force is considered light when it is under 100 N and hard if over 130 N. For Commercial vehicles, about 170 N are considered acceptable. This work looks forward to obtain a pedal curve in Excel which simulates the real one and can low down actuation systems developing time. For in such way, it points to cares about master cylinder actuation geometry, stroke and pedal effort variations in the way that it is comfortable for the driver, works on low hydraulic pressure and is able to keep functionality during whole clutch plate and disc life. Some calculations about lever and master cylinder push rod dimensions are realized in the way of keeping actuation angles drawing limits. Empirical evaluations about losses in components (hydraulic and mechanical) for determination of stroke of pedal and pedal effort actuation are also done. The need of an over center spring to low down pedal effort is also point of discussion, determining compromise between product costs and easy of operation. This paper leads to a virtual curve which relates pedal effort with pedal stroke and is composed from system and over center spring curve. INTRODUCTION This work came up with the need of increasing project effectiveness in the way of increasing durability, reducing costs and communization of components spending the lowest time as possible in practical verifications and measures. The objective of this work is generating a theoretical pedal curve which represents the real one. The validation is made using practical measurements Nowadays, one of the biggest companies’ worries is about cost of product. The components communization and after market cost reduction are focused. For getting those targets, the project conception must be based on acquired experiences, risk methods analysis [1] and tests which represent the real application. The actual innovation speed increases the hardness of this process. New vehicle launches come up with high frequency. A project that, ten years ago, would take two years to be finished must, nowadays, go through in six months or even less when it is about after sales problems. When the theme is about wearing components like springs, dampers brake and clutch systems, the problem is more critical because they depend directly from the way the drives run the vehicle. Even severe test cannot always detect failure modes. At the project conception, beyond quality cares, its necessary to give special attention for ergonomics and easy of operation The maximum force during pedal actuation is named pedal force. It direct function from cover assembly pressure and system lever relations including pedal itself. It means that for a more powerful vehicle, the pedal force will increase. Growing the system relations can decrease pedal force, but will affect pedal stroke. [2] says that a comfortable passenger car pedal force must be between 100N and 130. For light commercial vehicle values between 150N and 180N are acceptable. The clutch pedal lever conception says that it must be operated for the driver left leg. It must be located about 80 mm from the middle of the driver seat to the right

<div class="htmlview paragraph">Loudness of sounds is often assumed to be an adequate indicator of the unwantedness, for general noise control purposes, of sounds. Experiments have shown, however, that for many sounds there are differences between some physical aspects of sound, and judgements of Loudness (soft/loud) compared to judgements of Noisiness (acceptable/unacceptable), which is sometimes called Perceived Noise or Perceived Noise Level, depending on the units used. Internal sound pressure level of two sets of vehicles, commercial and passenger cars, are used to calculate the acoustic parameters: Loudness in sones, according to Stevens and Noisiness in noys according to Kryter. The calculations are similar, but Kryter's Equal Noisiness Contours emphasize the high frequencies. We look for the degree of linear correlation of these acoustic parameters, applying to the experimental data least squares curve fittings. In addition we establish a ranking for both parameters using a specific set of vehicles. We use propagation of errors in the mathematical expressions regarding the acoustic parameters to discuss the divergencies in the ranking order, using a specific category of vehicles. We comment and discuss the results obtained, taking into consideration the overall values, their band contributions, the traditional acoustic parameters used in vehicle acoustics and subjective considerations found in the literature.</div>