Combitech AB

Sweden

Combitech AB

Sweden

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News Article | February 24, 2017
Site: globenewswire.com

Jon Fredrik Baksaas Född1954. Civilekonomexamen, NHH Norwegian School of Economics & Business Administration, Norge. Styrelseledamot: Svenska Handelsbanken AB. Innehav i Ericsson: Inget.* Huvudsaklig arbetslivserfarenhet och övrig information: Verkställande direktör och koncernchef för Telenor (2002-2015). Har innehaft tidigare positioner inom Telenorkoncernen sedan 1989, däribland vice verkställande direktör, finanschef och chef för TBK AS. Tidigare befattningar innefattar finanschef för Aker AS, finansdirektör för Stolt Nielsen Seaway AS och controller inom Det Norske Veritas, Norge och Japan. Ledamot i styrelsen för GSMA (2008-2016) och ordförande i styrelsen för GSMA (2014-2016).   Jan Carlson Född 1960. Civilingenjörsutbildning, Teknisk fysik och elektroteknik, Linköpings universitet. Styrelseordförande: Autoliv Inc. Styrelseledamot: BorgWarner Inc., Svenskt Näringsliv, Teknikföretagen och Trelleborg AB. Innehav i Ericsson: 7 900 B aktier.* Huvudsaklig arbetslivserfarenhet och övrig information: Verkställande direktör och koncernchef för Autoliv Inc. sedan 2007 och styrelseordförande för Autoliv Inc. sedan 2014. Har innehaft tidigare positioner inom Autolivkoncernen sedan 1999, däribland chef för Autoliv Europe, Vice President Engineering och chef för Autoliv Electronics. Tidigare befattningar innefattar verkställande direktör för Saab Combitech och Swedish Gate Array.   Eric A. Elzvik Född 1960. Civilekonomexamen, Handelshögskolan i Stockholm. Styrelseledamot: IMD Foundation, Lausanne, och Swiss Swedish Chamber of Commerce, Zurich, Schweiz. Innehav i Ericsson: 10 000 B-aktier.* Huvudsaklig arbetslivserfarenhet och övrig information: Finanschef och medlem av ABB-koncernens Group Executive Committee (2013-2017). Finanschef för enheten ABB Discrete Automation & Motion (2010-2012) och för enheten Automation Products (2006-2010). Tidigare befattningar inom ABB sedan 1984, däribland chefspositioner inom finans, företagsförvärv och nya investeringar.   * Antalet aktier motsvarar aktieinnehavet vid tidpunkten för kallelsen och omfattar innehav av närstående samt innehav av ADS, om några.


Andersson H.,Saab | Herzog E.,Saab | Johansson G.,Combitech AB | Johansson O.,Linköping University
Systems Engineering | Year: 2010

A Unified Modeling Language/Systems Modeling Language (UML/SysML) subset was the modeling notation selected for an aerospace systems engineering project at Saab Aerosystems. In this paper, the rationale for selecting UML/SysML is given, along with a description of the situation at the project planning stage regarding business conditions, method and tools support. The usage of use case, sequence, and activity diagrams are described as well as definition of functional chains with SysML. Furthermore, the connections to system implementation activities including code generation and simulation are discussed. The advantages and disadvantages of using UML/SysML from experience in an industrial context are reported. It is also described how UML/SysML is related to industrial research projects in the Model Based Systems Engineering (MBSE) methods and tools area. Introducing UML/SysML with a methodology and a supporting toolset in an operative organization require a clear strategy, including planning, just-in-time training, and mentor support. Finally, industrial needs for further development of SysML are discussed. © 2009 Wiley Periodicals, Inc.


Ryberg A.-B.,Combitech AB | Ryberg A.-B.,Linköping University | Nilsson L.,Linköping University
Structural and Multidisciplinary Optimization | Year: 2015

Spot welds are commonly used to join steel sheets in automotive structures. The number and layout of these spot welds are vital for the performance of the structure. However, reducing the number of spot welds will cut both production time and cost. This article presents three different methods of reducing the number of spot welds in automotive structures: ranking-based selection, topology optimization and size optimization of a parameterized model. The methods are compared in a simple example and it is found that the latter two methods have the best potential of reducing the number of spot welds. Topology optimization requires less preparation and computational effort as compared to size optimization of a parameterized model. However, the method is primarily suitable for studies where load cases involving linear systems are judged to be most important. Otherwise, size optimization of a parameterized model is probably a better choice. The topology optimization approach is successfully demonstrated in a full-scale industrial application example and confirms that the method is useful within contemporary product development. © 2015 Springer-Verlag Berlin Heidelberg


Ryberg A.-B.,Combitech AB | Ryberg A.-B.,Linköping University | Backryd R.D.,Linköping University | Nilsson L.,Linköping University
Engineering with Computers | Year: 2015

Automotive companies continuously strive to design better products faster and more cheaply using simulation models to evaluate every possible aspect of the product. Multidisciplinary design optimization (MDO) can be used to find the best possible design taking into account several disciplines simultaneously, but it is not yet fully integrated within automotive product development. The challenge is to find methods that fit company organizations and that can be effectively integrated into the product development process. Based on the characteristics of typical automotive structural MDO problems, a metamodel-based MDO process intended for large-scale applications with computationally expensive simulation models is presented and demonstrated in an example. The process is flexible and can easily fit into existing organizations and product development processes where different groups work in parallel. The method is proven to be efficient for the discussed example and improved designs can also be obtained for more complex industrial cases with comparable characteristics. © 2014, Springer-Verlag London.


Marklund J.,Combitech AB | Lofdahl L.,Chalmers University of Technology | Danielsson H.,Chalmers University of Technology | Olsson G.,LeanNova Engineering AB
SAE International Journal of Passenger Cars - Mechanical Systems | Year: 2013

Reducing resistance forces all over the vehicle is the most sustainable way to reduce fuel consumption. Aerodynamic drag is the dominating resistance force at highway speeds, and the power required to overcome this force increases by the power three of speed. The exterior body and especially the under-body and rear-end geometry of a passenger car are significant contributors to the overall aerodynamic drag. To reduce the aerodynamic drag it is of great importance to have a good pressure recovery at the rear. Since pressure drag is the dominating aerodynamic drag force for a passenger vehicle, the drag force will be a measure of the difference between the pressure in front and at the rear. There is high stagnation pressure at the front which requires a base pressure as high as possible. The pressure will recover from the sides by a taper angle, from the top by the rear wind screen, and from the bottom, by a diffuser. It is not necessarily the case that an optimized lower part of the rear end for a wagon-type car has the same performance as for a sedan or hatch-back car. This study focused on the function of an under-body diffuser applied to a sedan and wagon car. The diffuser geometry was chosen from a feasibility stand-point of a production vehicle such as a passenger car. The fluid dynamic function and theory of the automotive under-body diffuser working as a drag reduction device is discussed. The flow physics of the under-body and the wake was analyzed to understand the diffuser behaviour in its application to lift and drag forces on a vehicle in ground proximity. This work is mainly a numerical analysis that uses the traditional CFD approach from the automotive industry. Results from this study show a potential to reduce aerodynamic drag of the sedan car approximately 10%, and the wagon car by 2-3 %. The possible gain was much bigger for the sedan vehicle and the optimum occurs at a higher diffuser angle. This was most likely due to the fact that the sedan car in its original shape produced more lift force than the wagon, a wagon usually produces very little lift or even down-force. Lift forces were also reduced with the use of under-body covers with diffuser. The down-force increased, or lift force decreased, linearly with increased diffuser angle, and the trend was the same for both sedan and wagon rear ends. Flow analysis of the wake showed the importance of how the wake is balanced. © 2013 SAE International.


Backstrom M.,Combitech AB | Jordan U.,Swedish Defence Research Agency | Andersson D.,Chalmers University of Technology | Kim A.V.,RAS Institute of Applied Physics | And 2 more authors.
IEEE International Symposium on Electromagnetic Compatibility | Year: 2011

The possibility to protect electronics against High Power Microwaves (HPM) using an intentional electrical discharge triggered by the HPM pulse has been investigated. The case considered is a resonant slot, located e.g. in an antenna array or in a Frequency Selective Surface (FSS). The reduction of the pulse energy transmitted through the slot is regarded to be the most important parameter of merit. Experimental and theoretical research showed that a spark in the middle of a 46.3 0.1 mm resonant slot, induced by the incident HPM-pulse, gave a reduction of the transmitted pulse energy of about 24 dB. The studies showed that the investigated approach can provide a quite good level of protection that at least reduces the requirements on additional protection components such as limiters integrated in receivers located behind the slot. In order to achieve a sufficiently strong enhancement of the electric field to initiate breakdown in wide slots one presumably has to introduce a small pointed gap in the middle of the slot. This may in turn require that a radioactive sample is located close to the gap in order to produce a sufficient number of seed electrons necessary for triggering the discharge. © 2011 IEEE.


Henriksson M.,Swedish Defence Research Agency | Olofsson T.,Swedish Defence Research Agency | Olofsson T.,Combitech AB | Gronwall C.,Swedish Defence Research Agency | And 2 more authors.
Proceedings of SPIE - The International Society for Optical Engineering | Year: 2012

Tomographic signal processing is used to transform multiple one-dimensional range profiles of a target from different angles to a two-dimensional image of the object. The range profiles are measured by a time-correlated single-photon counting (TCSPC) laser radar system with approximately 50 ps range resolution and a field of view that is wide compared to the measured objects. Measurements were performed in a lab environment with the targets mounted on a rotation stage. We show successful reconstruction of 2D-projections along the rotation axis of a boat model and removal of artefacts using a mask based on the convex hull. The independence of spatial resolution and the high sensitivity at a first glance makes this an interesting technology for very long range identification of passing objects such as high altitude UAVs and orbiting satellites but also the opposite problem of ship identification from high altitude platforms. To obtain an image with useful information measurements from a large angular sector around the object is needed, which is hard to obtain in practice. Examples of reconstructions using 90 and 150° sectors are given. In addition, the projection of the final image is along the rotation axis for the measurement and if this is not aligned with a major axis of the target the image information is limited. There are also practical problems to solve, for example that the distance from the sensor to the rotation centre needs to be known with an accuracy corresponding to the measurement resolution. The conclusion is that that laser radar tomography is useful only when the sensor is fixed and the target rotates around its own axis. © 2012 SPIE.


Lunden O.,Swedish Defence Research Agency | Wellander N.,Swedish Defence Research Agency | Backstrom M.,Combitech AB
IEEE International Symposium on Electromagnetic Compatibility | Year: 2010

It is often claimed that it is the volume swept by the stirrers in relation to the reverberation chamber volume that is of importance for the efficiency of the stirrers. The impact of a change of the stirrer diameter is however approximately cubic compared with the change of the stirrer height. In this paper it is shown that it is mainly the periphery of the stirrers that contribute in the tuning of reverberation chambers. ©2010 IEEE.


Bergzen H.,Combitech AB
IET Conference Publications | Year: 2012

The Swedish Armed Forces use HF manpack radios to communicate between vehicles and base stations in international missions, such as ISAF in Afghanistan and the EU Nordic Battle Group 2011. During 2011 a major upgrade of the whole information system was planned including replacing the old 2G-ALE radios with the 3G-ALE based Harris RF-5800H manpack radio system. A number of enhancements to the 3G-ALE standard and to the IP handling have been added by Harris - and reported in [1], [2] and [3]-making the radio ideally suited in this type of missions. As part of that replacement a number of field trials were conducted in Sweden to verify that the radio system will be able to forward the requested traffic, which mainly consist of position reporting (Friendly Force Tracking) and secure voice communication. In order to increase the message transfer reliability, meaning the percentage of position reports received from a vehicle on the move, various means of antenna arrangements and types, frequency use, transmission schemes and diversity techniques were analyzed and tested. The paper presents the results from these field tests as reported in [4], [5] and [6].


Mattsson A.,Combitech. AB
Proceedings - International Conference on Software Engineering | Year: 2010

Current techniques for modeling software architecture lacks support for the modeling of architectural design rules, i.e. rules defined by the architect that have to be followed in the detailed design. This is a problem in the context of Model-Driven Development in which it is assumed that major design artifacts are represented as formal or semi-formal models. The PhD project presented in this paper addresses this problem by the definition of a method for modeling architectural design rules in a form that is easily interpreted by developers. A tool for automatic validation of the design model against the architectural rules has also been developed. The method is designed to be easy to learn and use for both architects and developers. As a part of the PhD project the method is also currently validated in a case study on an industrial development project. © 2010 ACM.

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