Improving Robotic Accuracy through Iterative Teaching

Industrial robots are required to interact with the surrounding environment to perform a given task (e.g., an assembly task). However, standard industrial robots are commonly position-controlled. Therefore, there is the need to implement an outer compliance controller to guarantee a safe interaction. Such compliance controllers require force/torque measurements to close the loop, and most of the industrial manipulators available on the market do not have embedded force/torque sensor(s), requiring additional efforts (i.e., additional costs and implementation resources) for such integration in the robotic setup. To provide a standard industrial sensorless position-controlled robot with the capabilities to execute an interaction task, the proposed paper defines an external joint torques observer for the implementation of an outer sensorless compliance controller. More in detail, exploiting the resulting position-controlled robot dynamics, an Extended Kalman Filter (EKF) is proposed to estimate the external joint torques. Exploiting such an estimation, an outer impedance controller can be designed, providing a position/velocity reference to the inner position controller. The described approach has been validated with experiments on a Franka EMIKA panda robot. A human operator interacts with the controlled robot, applying external wrenches (i.e., both Cartesian forces and torques). The resulting external joint torques are estimated making use of the proposed EKF, comparing the achieved results with the signals provided by the joint torque sensors of the Franka EMIKA panda robot (measurements used as a baseline for validation purposes). Experimental results show the capabilities of the proposed control framework in estimating the applied external joint torques while implementing a position control-based compliance controller.

<div class="htmlview paragraph">Several years ago some of the most prominent leaders in automotive industries cooperated to form a purely engineering group that had as its primary purpose developing a type of rigid-airship construction in which the public would have confidence. It was conceived that such an airship should be</div> <div class="htmlview paragraph"> <ol class="list nostyle"> <li class="list-item"> <span class="li-label">(1)</span> <div class="htmlview paragraph">Fireproof</div> </li> <li class="list-item"> <span class="li-label">(2)</span> <div class="htmlview paragraph">Weatherproof</div> </li> <li class="list-item"> <span class="li-label">(3)</span> <div class="htmlview paragraph">Durable and permanent in structure</div> </li> <li class="list-item"> <span class="li-label">(4)</span> <div class="htmlview paragraph">Navigable in practically all kinds of weather</div> </li> <li class="list-item"> <span class="li-label">(5)</span> <div class="htmlview paragraph">Economical in the use of buoyant gas and ballast</div> </li> </ol> </div> <div class="htmlview paragraph">To meet all of these requirements it was decided, after mature consideration, that a substantially all-metal construction was imperative. Development of the Metalclad airship has now reached a point where the general soundness of the design seems fully assured as</div> <div class="htmlview paragraph"> <ol class="list nostyle"> <li class="list-item"> <span class="li-label">(1)</span> <div class="htmlview paragraph">The structural and aerodynamic efficiencies have been established by both analytical and experimental methods</div> </li> <li class="list-item"> <span class="li-label">(2)</span> <div class="htmlview paragraph">The technical problems involved in the construction have been mastered to a certainty hitherto unapproached in any new design</div> </li> <li class="list-item"> <span class="li-label">(3)</span> <div class="htmlview paragraph">The general design of an airship of demonstration size, 200,000 cu. ft. or one-tenth the size of the Shenandoah, has been completed</div> </li> <li class="list-item"> <span class="li-label">(4)</span> <div class="htmlview paragraph">Full-sized structural members of every part of the framework have been built and tested to destruction revealing that the minimum safety factor is double that of the Shenandoah. The longitudinal strength of the metal hull will be more than four times as great as that of the Shenandoah</div> </li> <li class="list-item"> <span class="li-label">(5)</span> <div class="htmlview paragraph">The problem of riveting the metal hull-plating has been solved through the perfection of an automatic riveting-machine</div> </li> <li class="list-item"> <span class="li-label">(6)</span> <div class="htmlview paragraph">The problem of making the metal hull gas-tight has been solved with surprising efficiency indicating an osmosis of about one-tenth that through gold-beaters skin and only one-hundredth that through rubberized fabric</div> </li> <li class="list-item"> <span class="li-label">(7)</span> <div class="htmlview paragraph">A suitable coating to prevent corrosion has been satisfactorily tested</div> </li> <li class="list-item"> <span class="li-label">(8)</span> <div class="htmlview paragraph">A source of supply of aluminum alloys of dependable quality is assured</div> </li> <li class="list-item"> <span class="li-label">(9)</span> <div class="htmlview paragraph">Shop facilities for fabrication are available in Detroit</div> </li> <li class="list-item"> <span class="li-label">(10)</span> <div class="htmlview paragraph">Skilled metal-workers familiar with aluminum and its alloys are at hand</div> </li> </ol> </div> <div class="htmlview paragraph">These results depend upon certain fundamental principles that are described in the paper. In effect, the design is an entirely new one, but adheres to the fundamental unalterable principles underlying all sound engineering-work.</div> <div class="htmlview paragraph">The paper states that the Metalclad airship is the last step in the development of rigid airships and most certainly must be adopted if such a means of transportation is to be made available both for the arms of National Defense and for commercial purposes.</div> <div class="htmlview paragraph">Appendices that include extracts from studies and texts arranged to illustrate the subject matter in the main paper and furnish food for discussion supplement the paper. This material is partially elementary in form as limitations of space preclude any attempt at completeness.</div>

<div class="htmlview paragraph">The use of composite materials in the automotive industry has become increasingly widespread. With this increase in use, techniques for non-destructive testing (NDT) have become more and more important. Various optical NDT inspective methods such as holography, moiré techniques, and shearography have been used for material testing. Among these methods, shearography appears to be most practical. Shearography has a simple optical setup due to its “self-referencing” system, and it is relatively insensitive against rigid-body motions. Measurements of displacement derivatives, and thus strain directly, rather than the displacement itself is achieved through this method. Therefore shearography detects defects in objects by correlating anomalies of strain which are usually easier than correlating the anomalies of the displacement itself, as in holography.</div> <div class="htmlview paragraph">To date shearography has shown potential as a NDT tool for identifying defects in small structures. Applications of this technique in automotive inspection and production have been difficult because a high-powered laser typically needs to be used, which limits its application due to cost, and employee safety. In this presentation, a portable self-contained digital shearographic system using multi-laser diodes for the illumination source will be described. This system demonstrates a way to measure both small and large-scale structures with an economical portable shearographic system. Its application for NDT of composite materials in automotive and aerospace industries will be presented.</div>

<div class="section abstract"><div class="htmlview paragraph"><b>Background</b>: The Indian automobile industry, including the auto component industry, is a significant part of the country’s economy and has experienced growth over the years. India is now the world’s 3<sup>rd</sup> largest passenger car market and the world’s second-largest two-wheeler market. Along with the boon, the bane of road accident fatalities is also a reality that needs urgent attention, as per a study titled ‘Estimation of Socio-Economic Loss due to Road Traffic Accidents in India’, the socio-economic loss due to road accidents is estimated to be around 0.55% to 1.35% of India’s GDP [<span class="xref">27</span>] Ministry of road transport and highways (MoRTH) accident data shows that the total number of fatalities on the road are the highest (in number terms) in the world. Though passenger car occupant fatalities have decreased over the years, the fatalities of vulnerable road users are showing an increasing trend. India has committed to reduce road fatalities by 50% by 2030. In this context, the automotive industry as well as MoRTH have been taking multiple initiatives including those related to vehicular and road engineering as well as educational measures for raising awareness in the field of road safety.</div><div class="htmlview paragraph">With the intent of lowering road traffic accidents, the government and the ministry are constantly upgrading the requirements related to vehicles, infrastructures, and their implementation thereof. In this context, various future regulations are being deliberated. One such regulation in discussion pertains to requirements for the protection of the passenger car occupants in the event of a full-frontal collision with a focus on restraint systems (AIS 201). This will push manufacturers to design more sophisticated restraints that would help to reduce restraint-induced injuries. The draft version of the standard is available for public input/ discussion.</div><div class="htmlview paragraph">The key objective of the study documented herein is to consider various aspects of the draft standard (AIS 201) from the Indian perspective. This study investigates the research questions, enumerated below: <ol class="list nostyle"><li class="list-item"><span class="li-label">1</span><div class="htmlview paragraph">What should be the appropriate test speed for the full-frontal test based on Indian accident data?</div></li><li class="list-item"><span class="li-label">2</span><div class="htmlview paragraph">What is the suitable dummy configuration in terms of gender, seating position, and age to maximize occupant safety in full frontal accidents?</div></li><li class="list-item"><span class="li-label">3</span><div class="htmlview paragraph">Is the proposed ATD’s anthropometry (weight and height) suitable, based on the people involved in full frontal cases in India?</div></li><li class="list-item"><span class="li-label">4</span><div class="htmlview paragraph">What are occupant injury attributes in full-frontal accidents?</div></li></ol></div><div class="htmlview paragraph"><b>Key findings/ expected research findings</b>: India has a very different mix of road traffic users and road traffic fatalities compared to that in Europe (Refer to <span class="xref">Table 1</span>). Further, issues like seat belt usage are of utmost concern. The demographic for India is also very different from those of developed economies. With India being a country with a rather young population, male and female dummies for driver and front passenger positions should be looked upon. This calls for India-specific safety regulations and research work on automotive test dummies.</div><div class="htmlview paragraph"><b>Practical implications</b>: The study can potentially provide a suggestion for alignment of the regulatory requirements with the actual situations, thereby increasing the effectiveness of the standard.</div></div>

<div class="section abstract"><div class="htmlview paragraph">Residual brake torque (RBT) is generated in disc brakes as a result of contact between brake disc and brake pads when the braking pressure is not applied. Among the negative implications of RBT are, notably, dispensable additional fuel consumption as well as increased pad (taper) wear.</div><div class="htmlview paragraph">Several properties of the brake system have a direct influence on the level of residual torque [<span class="xref">1</span>].</div><div class="htmlview paragraph">A major effect is connected to the caliper properties determining the clearance gap. This is characterized by the default air gap between pads and disc and its distribution regarding vehicle inner and outer sides (piston and fist sides for floating type calipers).</div><div class="htmlview paragraph">Initial air gap is mainly influenced by the sealing grove design (between piston and housing, where the sealing ring is positioned). The retraction of the piston due to the sealing ring, also called rollback, mainly depends on the load case (e.g. applied pressure and temperature). Insufficient air gap will lead to residual clamping forces between pads and rotor and thus the friction coefficient itself influences residual brake torque directly.</div><div class="htmlview paragraph">In addition, there are also parameters which can exert influence on the residual brake torque, which are not caliper, but primarily rotor-related. These include axial thermal deformation, thermal coning effects, lateral runout (LRO) of the rotor due to geometrical tolerances and also LRO excited by tensioning the rotor to the wheel hub.</div><div class="htmlview paragraph">These influences on caliper drag are typically well known and understood at least qualitatively. To accomplish customer’s requirements according to RBT, the calipers are extensively tested (e.g. NEDC/WLTP, coast down, ATE) in different test procedures on dynamometers. Some test specifications contain ambitious requirements on the intended drag torque (e.g. less than 0.1 Nm).</div><div class="htmlview paragraph">In contrast to the requirements, other possible influencing parameters, e.g. disc deflection, caused by vehicle dynamics, is currently not included in any RBT-test on dynamometer. During e.g. curve driving, the lateral forces are generated between tire and road and can also be transferred into the rim/rotor/hub/bearing contact at the knuckle.</div><div class="htmlview paragraph">Additionally this is overlain by the wheel load. It must be assumed that the side forces and wheel load affect the deflection of the disc. Thus, this may also influence residual brake torque.</div><div class="htmlview paragraph">This paper shows Continental’s setup for application of wheel load and side forces on dynamometer. Based on previous results from vehicle test, the disc deflection during dynamic driving is characterized and the wheel load setup was enhanced to apply side forces. Different positions of side force and wheel load induction are compared.</div><div class="htmlview paragraph">Furthermore the setup is used to identify the influence of dynamic disc deflection on caliper drag. This is done with an exemplarily floating-type caliper (FN). Dedicated measurements illustrate the influence of left and right curve driving on the level of RBT.</div></div>

This paper introduces an enhanced method to analytically identify an unknown tool centre point (TCP) of standard industrial robots with six degrees of freedom. The method uses a mathematical closed form to determine the position and orientation (pose) of a mounted robot tool frame in relation to the robot flange frame. This unknown pose is represented by a homogeneous transformation that is calculated by performing two robot movements. The position and orientation of the robot is measured after each movement, which leads to an equation of the form , where represents the unknown homogeneous transformation from the robot flange to the TCP. The achievable accuracy in comparison to existing methods is enhanced by using relative movements with orthogonal rotational axes. This ensures optimal error propagation for solving the resulting equation and leads to a very accurate calculation of the unknown transformation. The described method was evaluated and tested on a standard industrial robot. All measurements to determine the position and orientation of the robot tool were done with a laser tracker. A typical application example from the field of automated machining demonstrates the use of the developed method. 

<div class="section abstract"><div class="htmlview paragraph">Vibration testing is an essential component of automotive product development, ensuring that components such as engines, transmissions, and electronic systems perform reliably under various operating conditions. The adoption of electronics in the automotive industry, particularly during the 1950s and 1960s, marked a shift in vibration testing approaches, moving from primarily low-frequency tests to methods that could address high-frequency vibrations as well. This evolution highlights the need for effective vibration fixture designs that can simulate real-world conditions, enabling manufacturers to detect potential weaknesses before products are integrated into vehicles. A key aspect of vibration testing is the identification of resonant frequencies within components. The coupled mass-spring-damper system, for example, can exhibit multiple resonances characterized by a Bode Diagram, where the Q factor technique is utilized to assess damping levels. Accurate vibration analysis can be achieved through various methodologies, including modal analysis and frequency response calculations, which help engineers understand how components will behave under different stimulus.</div><div class="htmlview paragraph">Furthermore, the use of advanced analytical tools, such as Finite Element Analysis (FEA) has become increasingly important in the automotive industry. These modern approaches allow for more precise and efficient vibration analysis, providing deeper insights into potential issues and enhancing overall product reliability.</div><div class="htmlview paragraph">By adhering to industry standards such as International Organization for Standardization standard i.e. (ISO) 16750-3, Society of Automotive Engineers standard i.e. (SAE) J1455, and Military standard (MIL-STD)-810G, manufacturers can ensure their products meet rigorous safety and durability requirements, ultimately leading to reduced warranty claims and increased customer satisfaction.</div><div class="htmlview paragraph">Utilizing FEA allows for virtual prototyping, which reduces the reliance on physical prototypes traditionally used to test and refine designs. This approach not only shortens the design-to-production cycle but also allows for comprehensive testing and optimization, ultimately resulting in a more efficient development process and lower costs associated with prototype creation.</div><div class="htmlview paragraph">The design process for vibration fixtures involves a cyclical approach where simulations guide modifications. By continuously analysing and adjusting designs based on performance data, engineers can refine fixtures to meet specific criteria such as cost efficiency, structural performance, and overall functionality. This iterative nature of design helps in exploring multiple configurations and ensuring that the final product achieves all desired performance targets within the constraints of the given package space.</div></div>

<div class="section abstract"><div class="htmlview paragraph">There is an ever growing demand for blind fastener in the aerospace industry. This demand is driven not only by the advantages of single sided installation, but also by the potential to fully automate their installation process.</div><div class="htmlview paragraph">Blind fasteners can easily be integrated with innovative end-effectors that combine drilling, installation and inspection systems, enabling the reduction of process cycle times and their associated cost savings.</div><div class="htmlview paragraph">Clearly the advantages of single sided installation are a key benefit, but it cannot be forgotten that currently the mechanical performance of these systems is reduced compared with conventional threaded or swaged parallel shank fasteners. There are other important drawbacks existing around them which could penalise significantly the optimised design and performance of the structures.</div><div class="htmlview paragraph">Specific key characteristics that take into account some of these drawbacks have been established by Airbus which will be referenced in this paper.</div><div class="htmlview paragraph">Recently some improvements in new system concepts based on the typical pull and threaded type versions have been achieved by the main aerospace fastener suppliers, based on better mechanical performance, improved cosmetic appearance of the fastener head, etc.</div><div class="htmlview paragraph">This paper will give a global view of the characteristics that are considered more important for evaluation of the next generation of blind systems to allow their optimised implementation on new applications as well as a chance to view some new systems developed by the Suppliers.</div></div>

In the manufacturing industry, spray painting is often an important part of the manufacturing process. Especially in the automotive industry, the perceived quality of the final product is closely linked to the exactness and smoothness of the painting process. For complex products or low batch size production, manual spray painting is often used. But in large scale production with a high degree of automation, the painting is usually performed by industrial robots. There is a need to improve and simplify the generation of robot trajectories used in industrial paint booths. A novel method for spray paint optimization is presented, which can be used to smooth out a generated initial trajectory and minimize paint thickness deviations from a target thickness. The smoothed out trajectory is found by solving, using an interior point solver, a continuous non-linear optimization problem. A two-dimensional reference function of the applied paint thickness is selected by fitting a spline function to experimental data. This applicator footprint profile is then projected to the geometry and used as a paint deposition model. After generating an initial trajectory, the position and duration of each trajectory segment are used as optimization variables. The primary goal of the optimization is to obtain a paint applicator trajectory, which would closely match a target paint thickness when executed. The algorithm has been shown to produce satisfactory results on both a simple 2-dimensional test example, and a non-trivial industrial case of painting a tractor fender. The resulting trajectory is also proven feasible to be executed by an industrial robot. <italic xmlns:mml="http://www.w3.org/1998/Math/MathML" xmlns:xlink="http://www.w3.org/1999/xlink">Note to Practitioners</i> —The work is motivated by the need to generate well performing robot trajectories in robotized spray-painting booths. The described method applies to cases where robotic spray painting is to be used for painting a surface with an even layer of paint at a specified thickness. The method generates and optimizes robot trajectories and is shown to be able to generate a satisfactory paint cover for simple test cases as well as more realistic industrial cases. For a user it could be implemented as is, or be obtained as a standalone service, but there are some prerequisites that need to be fulfilled to make use of the optimization method. It is assumed that the surface to be painted is available as a CAD-model and that physical testing has been performed to determine the characteristics of the paint and nozzle. These physical tests amount to spraying paint on a flat piece of material at a few different distances from the surface and measuring the cross section of the paint thickness. The resulting trajectory can be executed on any industrial painting robot that can handle linear motion commands.

&lt;div class="section abstract"&gt;&lt;div class="htmlview paragraph"&gt;The increasing adoption of battery electric vehicles (BEVs), driven by the EU's target of no internal combustion engine vehicles from 2035 onwards, is driving significant changes in the automotive industry. However, the high degree of electrification and the unique low-speed acceleration behavior of BEVs therefore lead to new challenges. Measuring the drivetrain power and efficiency in a reproducible way and obtaining meaningful results is one of the challenges.&lt;/div&gt;&lt;div class="htmlview paragraph"&gt;To address this challenge, a novel test method is developed that offers a simple and preferably modification-free approach to drivetrain power and efficiency measurements for BEVs, allowing for efficient and reproducible testing. Different paths for determining the drivetrain power with varied measurement efforts are presented and evaluated. The test method is designed to provide reliable and accurate results for BEVs.&lt;/div&gt;&lt;div class="htmlview paragraph"&gt;In this study, the effectiveness of the test method is shown by presenting the results of tests conducted with a VW e-up! on a Vehicle-in-the-Loop test bench and comparing them with data from previous studies. The results show that this approach offers a reproducible and meaningful way to measure power and efficiency in BEV’s drivetrains.&lt;/div&gt;&lt;div class="htmlview paragraph"&gt;In addition to the discussion of the results, insights into the measurement of BEV’s drivetrains are given. An outlook on future challenges and how to overcome these with the help of the presented test bench as well as the knowledge gained from the study completes the paper.&lt;/div&gt;&lt;div class="htmlview paragraph"&gt;Overall, the study offers insights into the development and testing of BEVs, providing a robust and reliable test method.&lt;/div&gt;&lt;/div&gt;

&lt;div class="section abstract"&gt;&lt;div class="htmlview paragraph"&gt;To grow the application space of polymer additive manufacturing (AM), the industry must provide an offering with improved mechanical properties. Several entities are working towards introducing continuous fibers embedded into either a thermoplastic or thermoset resin system. This approach can enable significant improvement in mechanical properties and could be what is needed to open new and exciting applications within the aerospace industry.&lt;/div&gt;&lt;div class="htmlview paragraph"&gt;&lt;b&gt;Introduction of Continuous Fiber Reinforced Polymer: A New Additive Manufacturing Path for Aerospace&lt;/b&gt; examines a couple of unsettled issues that are beginning to come to light regarding these materials and focuses on the ability to design and provide robust structural analysis for continuous fiber reinforced polymer AM—unsung aspects that can make or break this new technology as it finds its way into the aerospace market. Without solutions to them, adoption by the aerospace industry will be limited to point design applications, thus constraining the technology to being nothing more than a specialized tool.&lt;/div&gt;&lt;div class="htmlview paragraph"&gt;&lt;a href="https://www.sae.org/publications/edge-research-reports" target="_blank"&gt;Click here to access the full SAE EDGE&lt;/a&gt;&lt;sup&gt;TM&lt;/sup&gt;&lt;a href="https://www.sae.org/publications/edge-research-reports" target="_blank"&gt; Research Report portfolio.&lt;/a&gt;&lt;/div&gt;&lt;/div&gt;

&lt;div class="section abstract"&gt;&lt;div class="htmlview paragraph"&gt;With rising fuel prices, lightweight structures and materials (like composites) are receiving more attention. Composite materials offer high stiffness to weight and strength to weight ratios when compared with traditional metallic materials. Traditionally, composite materials were generally costly which made them only attractive to very limited industries (e.g., the defense industry). Advances in their manufacturing and new innovations have brought the cost of these materials down and made them reasonably competitive. They have gained more and more usage in the last 3 decades in the aerospace industry and have recently been gaining more usage in the automotive industry. In automotive design, they yield lighter structures which have positive impact on attributes like fuel economy, emission and others. Proper modeling and analyses need to be performed to make sure that other attributes (e.g. durability, noise, vibration and harshness or NVH) are assessed properly and remain competitive. Composite materials offered for real applications in the automotive industry vary from thermo-plastics to laminated and fiber-reinforced structures. This paper will focus on laminated beams and their applications in the auto industry.&lt;/div&gt;&lt;/div&gt;

&lt;div class="section abstract"&gt;&lt;div class="htmlview paragraph"&gt;Avionics industry is moving towards fly-by wire aircrafts with less reliance on mechanical systems leading to increase in the complexity of in-flight hardware elements. RTCA/DO-254 and EUROCAE ED-80 plays a vital role in the design assurance of airborne electronic hardware.&lt;/div&gt;&lt;div class="htmlview paragraph"&gt;RTCA/ DO-254 and EUROCAE ED-80 are the industry standards for Design Assurance Guidance for Airborne Electronic Hardware. The two different agencies FAA and EU regulate and apply this design assurance guidance to the regulatory law in CFR and EASA CS respectively. This paper discusses the need for DO-254 /ED-80 certification in Aerospace industry, the advantages and benefits to the avionics manufacturers. The paper presents the study made on similarities and differences between DO-254/ED-80. This paper simplifies the thin line of distinction on the classification of the product as a simple and complex hardware and also on the applicability of DO-254 for both simple and complex hardware based on FAA AC20-152, Order 8110.105 and EASA Certification Memo SWCEH- 001 for AEH.&lt;/div&gt;&lt;div class="htmlview paragraph"&gt;DO-254 suggests to use compliant tools or to show the history of the tool being previously used for design, synthesis and simulation. This is a key factor for trade off analysis of FPGA/ASIC based design vs non FPGA/ASIC based design.&lt;/div&gt;&lt;div class="htmlview paragraph"&gt;Due to the longevity of aircraft in commercial operation, avionics and aircraft systems need to be design to support a longer product life span. This makes component obsolescence, a challenge and forces products potentially go through redesign phase which may impact the design approval under DO-254/ED-80 an require updates and re-verification as well as the potential for re-certification. This paper provides some suggested guidance for taking credit from previous design DO-254/ED-80 baselines, which will help in reducing the recertification efforts. Discussion and thoughts are presented for leveraging the certification artifacts for current and future COTS, Hard IPs, Vendor COTS IPs and Soft IPs. This paper makes an attempt to show how to carry out an analysis on change impact assessment, applicability involved in various Development Assurance Levels against design/verification requirements.. Various pain points with respect to certification and reusability approach has been discussed Possible solutions to overcome areas of significant impact has been outlined in this paper.&lt;/div&gt;&lt;/div&gt;

&lt;div class="htmlview paragraph"&gt;The system that will be presented consists of a Crawling Portable Robot (CPR) for drilling large air frame components as a part of the whole assembly process of fuselage or wing type sub-structures.&lt;/div&gt; &lt;div class="htmlview paragraph"&gt;Currently, the drilling of such components is massively fulfilled manually in a very labour intensive and “craft-based” manner. The operations are conducted in cramped, dangerous conditions and often involve unhealthy postures. The alternative to this situation consists in the use of large fixed-base multi-axis machines mounted upon a foundation on the shop floor.&lt;/div&gt; &lt;div class="htmlview paragraph"&gt;These machines are quite expensive, and also have a number of operational limitations. Because of their large working envelope, it is difficult for these machines to hold close tolerances over the entire range of all movement axes of the machine. Hence, there is a need to probe and calibrate the machine to the workpiece one or more times during work operations with the consequent negative impact in productivity. Moreover, the machines also require permanent floor space and require the structure that is to be processed to be brought to the machine with the non-productive transit time that is incurred in this process.&lt;/div&gt; &lt;div class="htmlview paragraph"&gt;The innovation presented seeks to improve upon the situation described above by providing a portable multi-axis drilling robot. The system consists in a robot that is stored in a wheeled station designed for that purpose. Whenever its services are needed, the storage carriage is brought to the component being assembled, and the robot is fixed to the aeronautic component by its own vacuum cups. After self-referencing with the aid of a vision system, the drilling work is done inside the robot working volume. Once this finished, the robot can move and relocate autonomously to the next working volume on the panel by means of a walking or crawling system. Once the work on the full component is finished, the robot is taken down from the panel and placed again in the storage station.&lt;/div&gt;

&lt;div class="section abstract"&gt;&lt;div class="htmlview paragraph"&gt;The evaluations of ride comfort in gear shifting have been known as one of the dominant factors for vehicle quality assessment. However, those factors have not been assessed and analyzed objectively in-depth in conjunction and integration with general ride and handling parameters. In recent, the criteria set by customer have changed on account of heightened expectations, resulting in a growing demand for enhanced ride comfort. the quality of gear shifting experienced by a customer is evaluated subjectively on road leads to difficulty in arriving inferences and taking decisions due to variation in responses of people on the same situation.&lt;/div&gt;&lt;div class="htmlview paragraph"&gt;This study is involved the process of conversion from subjective to objective assessment on gear shifting quality by identifying the objective parameters for contributing the quality of gear shifting feel.&lt;/div&gt;&lt;div class="htmlview paragraph"&gt;Measuring and analyzing those parameters like lever travel, lever effort, and noise while shifting during dynamic condition at vehicle level on road with the use of digital data capturing by data acquisition from the sensors like Strain gauge, Accelerometer and potentiometers. The captured data has been analyzed and corelated to subjective ratings between intended vehicles.&lt;/div&gt;&lt;div class="htmlview paragraph"&gt;The same experiment has done at lab with the use of dynamometer and robotic arms, data are captured and correlated with on road dynamic measurement. As a result, the comparative report and experimental results are discussed in terms of gear shifting quality by triangular approach as follows: subjective evaluation - objective evaluation @ on road – Objective evaluation @ lab.&lt;/div&gt;&lt;/div&gt;