En motorisation, les problèmes liés à la compatibilité ‘matériaux-liquides de refroidissement’ sont complexes du fait de leur nature et de leur fonction, mais ils peuvent être résolus en modifiant la forme des pièces pour contrôler l’écoulement ou par l’addition d’inhibiteurs de corrosion efficaces. Ceux-ci sont très utilisés dans l’industrie automobile et doivent sans cesse être optimisés et adaptés à l’évolution des matériaux. Et, pour répondre aux contraintes actuelles de consommation et d’environnement, de plus en plus de motoristes optent pour l’aluminium ou ses alliages. Dans ce travail nous avons caractérisé le comportement en corrosion d’un alliage Al-Mn et d’un nouveau matériau, dit ’’matériau sandwich’’ constitué d’un cœur en alliage Al-Mn recouvert par placage sur chaque face d’une mince plaque d’alliage Al-Si et donc de structure Al-Si/Al-Mn/Al-Si en contact avec un liquide de refroidissement commercial dénommé Glaceol D. Celui-ci contient dans sa formulation un inhibiteur de corrosion, le tolytriazole. Cette étude de caractérisation comportementale de ces matériaux a été menée à partir de tests électrochimiques stationnaires classiques (suivi de potentiel en temps, tracés de courbes potentiodynamiques, détermination de résistances de polarisation), couplés à des observations métallographiques. Les principaux paramètres retenus ont été d’une part l’influence d’un prétraitement de surface du métal, et les conditions physicochimiques du milieu d’étude comme la teneur en produits actifs (en choisissant la dilution du Glaceol D, on fixe la teneur en inhibiteur), la nature de l’eau de dilution (permutée ou enrichie en NaCl) et la température : soit maintenue constante (entre la température ambiante et 80°C) soit en cyclage thermique. D’autre part, et ceci a permis d’établir la supériorité de comportement du matériau sandwich, nous avons, pour comparaison, testé aussi dans nos conditions de concentration et de température, l’aluminium pur 99,99%. Outre cet inhibiteur classique et industriellement utilisé, contenu dans la formulation du produit commercial recommandé par l’entreprise automobile franco-roumaine ’’Dacia-Renault’’, nous avons tenté une nouvelle approche originale en testant l’efficacité d’un inhibiteur vert – extrait de plantes : l’Allium Sativum (ou ail), dont le principal composant actif est l’allicine. Par son groupement fonctionnel de type thiosulfinate R-S(=O)-SR, et les atomes électrodonneurs que sont le soufre et l’oxygène disposant de doublets non liants, ce composé possède les caractéristiques d’un produit filmogène et entre dans la catégorie des nouveaux types d’inhibiteurs verts investigués depuis quelques années. / For motorization, problems related to the compatibility ‘materials cooling liquids’ are complex because of their nature and function. They can be solved either by changing the shape of some parts of engine in order to obtain a better flow, or by introduction of effective corrosion inhibitors. And these later that are very used in the automotive industry, must be always optimized and adapted to the evolution of the materials. Today, the demands connected with carburant consummation and environment lead more and more operators to opt for aluminum and its alloys. In this work, we have characterized the corrosion behavior of Al-Mn alloy and of a new material, namely ''sandwich material'' consisting in a core of Al-Mn alloy veneered on both sides by a thin layer of Al-Si alloy and therefore with a structure Al-Si/Al-Mn/Al-Si in contact with commercially coolant, namely Glaceol D. The later one contains in its composition tolytriazole, as a corrosion inhibitor. This study of behavioral characterization of these materials was carried on using conventional stationary electrochemical techniques as the open circuit potential measurements, the potentiodynamic recordings, the determination of polarization resistance, coupled with metallographic observations. The main parameters considered were the influence of a pretreatment of metal surface and physic–chemical conditions of environmental study as the content of active compounds (by choosing the dilution of Glaceol D, the content of inhibitor is fixed), the nature of the dilution water (deionized or added of NaCl) and temperature: this latter one was chosen either stationary (between room temperature and 80°C) or as a thermal cycling. On the other hand, and that has allowed to establish the better behavior of the sandwich material, we tested the 99.99% pure aluminum, in the same conditions of concentration and temperature. In addition to this traditional and industrially used inhibitor, which is in the composition of the commercial product recommended by the French – Romanian company “Dacia-Renault”, we tried a new original approach by testing the effectiveness of a “green inhibitor” - a plant extract: Allium Sativum (or garlic), where the main active ingredient is allicine. By its functional group type thiosulfinate RS(= O)-SR, and the sulfur and oxygen atoms with non-binding electronic doublets, this compound has the characteristics of a film-forming product and can be put into the category of new types of “green” inhibitors investigated during the last few years.

裕隆企業集團創辦人嚴慶齡先生與夫人吳舜文女士，本著工業報國的理念，於1953年創立裕隆汽車製造公司，發展代表「火車頭」的汽車工業，希望「為中國人裝上自己的輪子」。1987年，裕隆集團由董事長吳舜文女士帶領，自創台灣第一個國人自行設計車身的汽車品牌－Feeling101(飛羚101)，然而並未妥善規劃的品牌策略，最終宣告失敗。 2003年起，裕隆集團董事長嚴凱泰憑藉著多年來與日本日產汽車(NISSAN)技術合作累積的組裝與研發能力、代理與經銷中華汽車的通路與營運管理能力，輔以2005年政府獎勵國內廠商自創品牌的契機、充分利用台灣的IT產業優異的能力，以及策略聯盟等資源的累積之下，於2007年成立納智捷汽車股份有限公司(以下簡稱納智捷)，推出自有汽車品牌LUXGEN，以SUV與MPV的車款切入車市，並同時以海外市場為目標，佈局全球通路。 裕隆集團不將角色侷限於汽車製造商，而是以企業思維在汽車產業鏈上耕耘，透過子公司建置、併購以及技術合作等模式，擴充其核心資源與能力。 LUXGEN將汽車定位為「移動價值鏈」。有別於傳統休旅車以家庭溫馨為宣傳主軸，納智捷以科技、生活、樂趣等創新定位，重新詮釋SUV與MPV休旅車，並結合集團內的造車技術，以及台灣國際知名的IT技術，創造出納智捷獨特的品牌價值。 裕隆集團歷經近五十個年頭，透過資產與能力的累積，企業策略逐漸由整合式策略邁向多角化的策略，其中，汽車本業的垂直與水平整合更為顯著。在垂直面上，裕隆集團已將汽車業價值鏈，從上游製造整車、中游行銷、下游行銷通路，甚至到汽車產業的週邊服務拓展完備；而在水平整合部分，早期由兩大汽車中心廠－裕隆汽車與中華汽車，擔綱製造與整車的核心，近年來轉以合資或技術合作方式，代理裕隆日產、東風裕隆等至集團名下，達成企業的多品牌策略。 LUXGEN透過以科技智慧的差異化定位，以品牌商身分向前整合通路，透過LU特有的汽車生活館，以體驗行銷的模式與消費者建構品牌意象與品牌價值。在可控制的通路管理制度下，間接節省企業營運成本，維護品牌形象。 本研究也發現，納智捷在進入國內外市場係透過海內外的策略聯盟、技術合作廠商與合資合作廠商等，來建立產品的功能與效益；部分的技術專利也透過技術合作取得。也就是說，策略聯盟與合作夥伴，支撐與豐沛了LUXGEN自創品牌的資源與效益。 2011年11月，LUXGEN高層管理幹部出訪俄羅斯約莫兩週，計畫將以CKD的方式拓展歐亞市場；2011年12月，LUXGEN又於台北國際世貿車展發表了最新的轎車產品－Neora，以「Cross over」的思惟，欲切入競爭最激烈的轎車市場。LUXGEN的知名度與外銷市場規模，已透過創立初期積極參與的國際車展加速：於國內的銷售量迄今已晉升為國內第七名。 LUXGEN是裕隆集團第二次自創品牌，由董事長嚴凱泰承接創辦人的使命。本研究在於剖析裕隆集團自創品牌的歷史因素與動機，以及如何運用競爭優勢，以各項企業策略的角度支撐自有品牌LUXGEN。 / With the spirit of “contribution to the country by developing industry.” , Mr. Tjing-Ling Yen, founder of Yulon Group, was accompanied by his wife, Mrs. Vivian Wu Yen, established Yulon Motor Co. in 1953. The company engaged in the production of automobiles, and led relevant companies to boost Taiwan's auto-related industry which was a capital and technology intensive one. In 1987, Yulon Group, led by the chairman of Mrs. Vivian Wu Yen, created the car brand－Feeling101, which was the first self-designed body of car in Taiwan. However, not well-planned brand strategy failed ultimately. Since 2003, Mr. Kenneth K.T. Yen , chairman of Yulon Group ,with long term technical and R & D cooperation with NISSAN ,and been agency of Mitsubishi for years, has accumulated capabilities in car assembly, distribution , and operational management. Supported by government policy for encouraging companies who build its own brand in 2005, Yulon launched his own car brand LUXGEN, and found LUXGEN automobile Co., Ltd. (hereinafter referred to as LUXGEN) in 2007, entering the automobile market with SUV and MPV cars focused on overseas markets and global distribution channels by taking full advantages of Taiwan`s excellent IT technology and alliance strategy. Yulon Group not only positioned itself in an automobile manufacturer, but also put a lot of efforts on the value chain of the automotive industry by setting up subsidiaries, acquisitions, and technical cooperation etc. to expand its core competences and capabilities. LUXGEN define the car as a “mobile value chain.” Unlike traditional sport utility vehicles (SUVs) for the promotion of family-groups , LUXGEN interpret the automobile features as technologic, life, fun , and innovative etc. creating a unique brand equity and customer value. LUXGEN is the second own brand, by the founder, Mr. Kenneth K.T. Yen undertake the mission. This study is to clarify the historical factors and motivations of building own brand of Yulon Group, and analyze how Yulon use competitive advantages, its` own resources, group`s equities, and corporate strategy to support its own brand LUXGEN.

La presente tesis doctoral quiere contribuir al conocimiento del proceso de desarrollo de la industria automovilística en España mediante la elaboración de una historia económica y empresarial de FASA (FASA-Renault), desde su constitución, en 1951, hasta 1985, momento en que tanto la empresa como el sector en su conjunto se encuentran ya en su madurez. El estudio de FASA es pertinente y relevante, ya que estuvo presente desde los inicios del despegue del sector y representó un 24% de la producción acumulada durante el período. La mayor novedad de la investigación es la explotación de unas fuentes directas de información hasta el presente no exploradas –Actas del Consejo de Administración y las Actas de la Junta General de Accionistas– o infrautilizadas –Memorias de Actividad. Los principales trabajos que han analizado el proceso de desarrollo de la industria automovilística en España son los de Jordi Catalan y José Luis García Ruiz. Jordi Catalan sostiene que entre los factores explicativos del despegue sobresale la aplicación de políticas estratégica. Por su parte García Ruiz resta importancia al posible efecto de las políticas aplicadas. El primer objetivo del trabajo es aportar evidencia empírica que refuerce la hipótesis sobre el papel propulsor de las políticas industriales estratégicas de corte proteccionista en los procesos de industrialización de los países en fase de actualización en la línea trazada por las investigaciones de Ha-Joon Chang. Sin embargo, aunque las políticas aplicadas pueden explicar parte del desarrollo de una industria, no justifican el éxito de una empresa en concreto. Por ello, el segundo objetivo del trabajo es establecer los factores determinantes del proceso de crecimiento de FASA. La hipótesis examinada es que el éxito de FASA provino de la materialización de la triple inversión descrita por Chandler y que ello fue posible por la transferencia de recursos y capacidades por parte de Renault. La tesis doctoral consta de una introducción, a modo de capítulo inicial, más otros cuatro capítulos en los que se ofrece una historia económica y empresarial de FASA que sigue un orden cronológico y adopta una perspectiva evolutiva. En el primer capítulo se expone el proceso de constitución de la empresa y se analizan los años en que se ensambló el Renault 4CV. En el siguiente capítulo, que transcurre entre 1958 y 1965, se estudia la transformación de FASA de simple planta ensambladora a auténtica fabricante de automóviles de turismo. En el tercer capítulo, que abarca de 1965 a 1974, se analiza el proceso de transformación de FASA-Renault en una gran empresa mediante la realización de la triple inversión. Finalmente, en el último capítulo se analiza la trayectoria de FASA-Renault durante la crisis de la estanflación. En primer lugar, el trabajo ha aportado nueva evidencia empírica que refuerza la hipótesis de Chang conforme la mayor parte de economías en proceso de actualización han empleado políticas activas para la promoción del desarrollo económico. La evidencia aportada en los dos primeros capítulos muestra como fue la política industrial consistente en reservar el mercado del automóvil a los fabricantes instalados, la condición necesaria que forzó a Renault a ceder las licencias de producción. Es importante resaltar que para Renault su óptimo era vender directamente en España la producción realizada en Francia, mientras que su second best era montar en Valladolid los conjuntos completos fabricados en Billancourt. Además, fue la obligatoriedad de incorporar unos amplios porcentajes de producción doméstica la que obligó a Renault a ceder la producción de componentes estratégicos como el motor. La evidencia aportada en los capítulos tercero y cuarto valida la hipótesis conforme el éxito de FASA-Renault se sostuvo en la materialización de la triple inversión –en producción, comercialización y managment– que Chandler relaciona directamente con el auge de la gran empresa industrial moderna. Asimismo, los datos analizados señalan que fue la transferencia de recursos financieros, humanos y técnicos por parte de la régie Renault la que posibilitó que la compañía castellana alcanzara las capacidades competitivas necesarias, situándose en el mismo nivel de desarrollo que las factorías francesas. Merced a ello FASA-Renault se convirtió en el principal centro de producción de automóviles Renault fuera de Francia. / The aim of the Ph.D. dissertation is to contribute to improve our knowledge of the development process in the automotive industry in Spain. This research undertakes an economic history of the firm “FASA-Renault” between its foundation in 1951 and 1985 when the Spanish economy was about to join the EEC. In the analysis of the firm through the thesis, a chronological structure and an evolutionary perspective is adopted. The study of FASA is relevant: throughout the period examined, the firm produced on average up to a 24% of the total volume of cars manufactured in Spain. The objective is twofold. First, in chapters 1 and 2 empirical evidence of the role of strategic policy on the industrialization of developing countries is provided. The results go in line with the hypothesis drawn by Chang (1994, 2002). Market protection was the necessary condition that forced Renault to transfer its technology and its production licenses to FASA. More importantly, the optimum for Renault was to sell in Spain the cars that were produced in France, while its second best was to assemble in Spain the complete sets manufactured in the France. Second, in chapters 3 and 4 the key factors for FASA-Renault’s success are established. Following Chandler (1990), it is possible to argue that the accomplishments of the firm came from the realization of the triple investment in production, commercialization and management. As a result, FASA became the main Renault production center outside France.

This research investigates the problem of constrained sequencing of a set of jobs on a conveyor system with the objective of minimizing setup cost. A setup cost is associated with extra material, labor, or energy required due to the change of attributes in consecutive jobs at processing stations. A finite set of attributes is considered in this research. Sequencing is constrained by the availability of two elements ??orage buffers and conveyor junctions. The problem is motivated by the paint purge reduction problem at a major U.S. automotive manufacturer. First, a diverging junction with a sequence-independent setup cost and predefined attributes is modeled as an assignment problem and this model is extended by relaxing the initial assumptions in various ways. We also model the constrained sequencing problem with an off-line buffer and develop heuristics for efficiently getting a good quality solution by exploiting the special problem structure. Finally, we conduct sensitivity analysis using numerical experiments, explain the case study, and discuss the use of the simulation model as a supplementary tool for analyzing the constrained sequencing problem.

Through analysis of the impact of international automobile manufacturers to enter the China market factors, summarized in its mode of entering the Chinese market to explore the automotive industry in Taiwan to enter the Chinese market is likely to choose. The study found that lower costs and increase the diversity of products to major automobile manufacturers are two main factors, which entered the Chinese market, the time difference will lead to the same entry mode, but joint ventures and wholly-owned is still the main mode.

Thesis (M.B.A.)-Business Studies Unit, Durban Institute of Technology, 2005 xi, 86 leaves / This study encompasses the triangulation of research methods in order to determine the impact of a piece rate incentive scheme on employee output within the South African context. The existing body of knowledge tends to reflect the conditions found in developed countries such as the USA, Canada and the UK, very little research appears to have been conducted in the South African context.

More than a decade since the democratic transition in 1994, South Africa still grapples with incredibly high levels of unemployment. An underperforming manufacturing sector has hampered economic growth and job creation in a country with a large pool of low and semi-skilled labour. In response to these challenges the South African government has initiated a guiding framework (NIPF) and action plan (IPAP) spearheaded by a sectoral and geographic focus to place the country on a more labour-intensive industrial growth path. Given this context, it is instructive to note that industrial clustering has been identified as critical to the sustainable development of industry in both developed and developing economies. Whilst the role of industrial clustering in assisting industrial development is well documented, this paper aims to further interrogate the impact of industrial clustering on another critical developmental issue, employment. Using the Durban Automotive Cluster (DAC) as a case study, the primary objective of this research is to interrogate the impact of industrial clustering on firm-level employment. A mixed-method methodology is utilised in the study, collecting both primary and secondary data from face-to-face interviews conducted with nineteen firm-level representatives and two DAC representatives. The research findings and analysis conclude that on average, the impact of the DAC on firm-level employment is positive, although largely indirect. In particular, small or firms with low degrees of production-related technological intensity on their production perceive the impact of the DAC on their firm-level employment most positively. The majority of member firms believe the DAC has either helped sustain or in some cases grow their firms’ employment levels. The only variable that has had a more positive impact on firm-level employment is the MIDP, with labour market policies perceived to have had the most negative impact on employment. The study suggests that greater communication between the DAC and local and national governments to ensure each stakeholder’s objectives are better aligned to ensure growth of the industry (to stimulate job creation). This process will not be simple and will depend heavily on the country’s ability to address critical macro-constraints that the study has shown to hinder employment growth amongst the DAC firms. Whilst the findings relate specifically to the automotive industry in KwaZulu-Natal, the relevance of the findings extends well beyond the automotive sector. The study provides key lessons for South Africa’s sectoral and geographically focused industrial policy focus that aims to achieve industrial development and employment growth in South Africa. / Thesis (M.Dev.Studies)-University of KwaZulu-Natal, Durban, 2012.

This research and documentation project of surviving Indianapolis automobile factories examines the importance of Indianapolis, Indiana, as a center of automobile manufacturing in its early days. Automobile factories appeared in the city as early as 1895, and were often an outgrowth of bicycle or carriage-building companies. This followed a national trend. As the industry grew, Indianapolis firms continued to produce low-volume, high-quality cars instead of the more popular, low-cost cars being produced by Ford and other Michigan-based manufacturers. The recession of 1921 and the Great Depression of 1929 decimated the market for expensive cars and by 1937 all Indianapolis-based firms were out of the automobile business. A number of their production facilities remain and are employed in a variety of uses. This project documents these buildings and recommends a range of adaptive re-uses based on successful conversions. / Department of Architecture

Techn. Universiẗat, Diss.--Berlin, 2003.

Submitted by Milena Rubi (milenarubi@ufscar.br) on 2017-08-16T13:51:09Z No. of bitstreams: 1 OLIVEIRA_Lucas_2017.pdf: 31861080 bytes, checksum: 769153c2235f9364002c2a30e617b603 (MD5) / Approved for entry into archive by Milena Rubi (milenarubi@ufscar.br) on 2017-08-16T13:51:16Z (GMT) No. of bitstreams: 1 OLIVEIRA_Lucas_2017.pdf: 31861080 bytes, checksum: 769153c2235f9364002c2a30e617b603 (MD5) / Approved for entry into archive by Milena Rubi (milenarubi@ufscar.br) on 2017-08-16T13:51:21Z (GMT) No. of bitstreams: 1 OLIVEIRA_Lucas_2017.pdf: 31861080 bytes, checksum: 769153c2235f9364002c2a30e617b603 (MD5) / Made available in DSpace on 2017-08-16T13:51:27Z (GMT). No. of bitstreams: 1 OLIVEIRA_Lucas_2017.pdf: 31861080 bytes, checksum: 769153c2235f9364002c2a30e617b603 (MD5) Previous issue date: 2017-03-22 / Não recebi financiamento / The production strategy has been considered important to obtain advantages over competitors. Its content is made up of competitive priorities and decision categories (or areas) that should develop such priorities. Among these categories, there is the organizational structure that should have characteristics that foster the priorities adopted by the organization. In this context, the present work seeks to identify which is the competitive priority of the companies in the auto parts sector of the city of Sorocaba and how the organizational structure can favor its development. Through a qualitative study, using the methodology of study of multicases, the organizational structures that favor the development of one or more competitive priorities were identified and compared. In the four companies studied it was observed that the competitive priority is quality. In these companies, the characteristics of the organizational structure that favor this competitive priority are the high degree of formalization of the activities, the decentralization of the decisions, training, the awareness of the leaders on the importance of quality, and the incentive to the formal and informal communication in the group work and meetings. / A estratégia de produção tem sido considerada importante para a obtenção de vantagens frente aos concorrentes. Seu conteúdo é formado pelas prioridades competitivas e pelas categorias (ou áreas) de decisão que devem desenvolver tais prioridades. Entre essas categorias, tem-se a estrutura organizacional, assim, ela deve possuir características que fomente as prioridades adotadas pela organização. Neste contexto, o presente trabalho procura identificar qual é a prioridade competitiva das empresas do setor de autopeças da cidade de Sorocaba e como a estrutura organizacional pode favorecer seu desenvolvimento. Por meio de um estudo de natureza qualitativa, com o uso do método estudo multicasos, foram identificados e comparados os aspectos das estruturas organizacionais que favorecem o desenvolvimento de uma ou mais prioridades competitivas. Observou-se que nas quatro empresas estudadas, a principal prioridade competitiva é a qualidade. Nestas empresas, as características da estrutura organizacional que favorecem essa prioridade competitiva são o alto grau de formalização das atividades, a descentralização das decisões, o treinamento, a conscientização dos líderes sobre a importância da qualidade e o incentivo à comunicação formal e informal através do trabalho em grupo e reuniões.