This work deals with the design of right and left torque vectoring control used in heavy commercial vehicle powertrains. The beginning of the work is focused on the description of the active differential system and on the clutches used in the automotive industry. Then the basic parameters of the experimental vehicle are defined and the choice of the clutch conception is made. Subsequently, calculations of geometric parameters of clutches and verification of their heat capacity is made. Conceptual design of the control mechanism is discussed in the last chapter. The aim of the work is the draft of the possible type of control mechanism for the given system with the possibility to use the information obtained for the further development of this system.

No description available.

The thesis is performed in order to improve the curvic coupled engagement of a dog clutch situated in the transfer case of a truck. The dog clutch is used to engage the so called all-wheel-drive system of the truck. If the driver tries to engage the all-wheel-drive when truck’s rear wheels already skid, due to a slippery surface a relative rotational speed in the dog clutch will occur. This relative rotational speed will cause the dog clutch to bounce back of itself before engagement, or to not engage at all. The dog clutch has been redesigned to prevent this. Dynamic simulations using MD Adams have been made for the existing model, for the models created in previous works, and for the new model in order to figure out which of them will show the most stable engagement, at high relative rotational speed. The implemented simulations show that better results can be obtained. Separation into two parts of the disc pushed by the fork, shows that dog clutch’s engagement is faster and more stable, comparing to the original model and the other created models. The new model shows better coupling in the whole range of the relative rotational speed from 50 up to 120rpm.

The control of the flagellar motor in Rhodobacter sphaeroides was investigated. Unlike most flagellar motors which are controlled by reversing the direction of rotation, the R. sphaeroides motor is controlled via a stop-start mechanism. Advanced optical microscopy was employed alongside genetic, biochemical, and behavioural techniques. High-resolution measurements of rotating beads on flagellar stubs revealed that the R. sphaeroides motor is similar to its E. coli counterpart, rotating counterclockwise at comparable torques/speeds (1,300 pNnm/rad at stall torque), and exhibiting transient step changes in speed. The mean stop duration, mean stop frequency (number of stops per s), and run bias (fraction of time spent rotating) of wild-type at steady-state were 0.66 ± 1.01 s, 0.31 ± 0.19 s-1, and 0.80 ± 0.20, respectively. Manipulating signal inputs to the motor genetically, or by exposing cells to chemotactic stimuli revealed that (i) without chemotactic stimulation the motor rotates continuously, (ii) phosphorylated CheYs are required to stop the motor, and (iii) the chemotaxis system cannot control the speed of rotation of the motor (termed chemokinesis) as previously reported. Complementation studies revealed that CheY3, CheY4, and CheY5 are functionally equivalent. The copy numbers per cell of important CheYs were found to vary greatly under the conditions tested (<1,000, ~3,000, ~60,000 for CheY3, CheY4, and CheY6 respectively). To determine how CheY-P binding causes the motor to stop, external force (viscous flow or optical tweezers) was applied to chemotactically stopped motors. CheY-P binding might either cause the torque-generating units to disengage from the rotor, analogous to a clutch, or trigger the rotor to jam, analogous to a brake. The rotor resisted re-orientation during a chemotactic stop implying that the motor was held in a locked state. The value of torque resisting forward motion (keeping it locked) was estimated to be 2-3 x stall torque (2,500-4,000 pNnm/rad). Furthermore beads attached to flagellar stubs stop at fixed angles for several seconds, showing no large-scale Brownian motion. Step analysis revealed that these stop events occur at 27-28 discrete angles around the motor, which most likely reflect the periodicity of the rotor (i.e. copies of FliG). This represents the first experimental resolution of steps in the rotation of a wild-type bacterial flagellar motor with a full complement of torque-generating units.

A evolução dos sistemas de transporte no modal rodoviário tem criado novas demandas operacionais devido à crescente concorrência e aumento da pressão para a redução de custos. Em face dessas novas demandas, muitas delas advindas da globalização, geraram uma mudança no perfil da frota de veículos comerciais pesados no mercado brasileiro. Frotas que anteriormente eram compostas por veículos comerciais pesados 4x2 (4 pontos de apoio no solo com tração em 2 pontos) operando com carretas de três eixos com capacidade de transporte de 45 toneladas, passaram a ser gradativamente substituídas por aquelas compostas por veículos comerciais pesados 6x2 (6 pontos de apoio no solo com tração em 2 pontos) com carretas do tipo bi-trem e rodo-trem com capacidade de transporte de 57 e 74 toneladas respectivamente. Esta mudança foi acompanhada pelo aumento da pressão do custo de aquisição dos veículos comerciais pesados, com isso, verificou-se que os principais frotistas brasileiros passaram a adaptar eixos de apoio nos veículos 4x2, aumentando assim as solicitações mecânicas impostas ao sistema de embreagem. Neste trabalho desenvolve-se, portanto, um estudo sobre as falhas ocorridas no sistema de acionamento de embreagem por cilindro escravo concêntrico no mercado brasileiro, avaliando-se a seleção de materiais empregados na construção do sistema através de ensaios químico-laboratoriais e testes de funcionalidade através de ensaios em condições reais de operação com veículos comerciais pesados devidamente instrumentados, mantendo o foco nos novos parâmetros operacionais impostos pelo novo perfil da composição tratora. Como resultado, apontam-se duas alternativas para a solução das falhas encontradas no mercado brasileiro: 1. Proposição de nova solução técnica construtiva para o sistema de acionamento da embreagem a fim de aumentar a robustez do componente de maior suscetibilidade às falhas. 2. Proposição de um modelo matemático para a predição do intervalo mínimo de manutenção para o sistema de acionamento da embreagem por cilindro escravo concêntrico. / The evolution of highway transportation of goods in the brazilian market has created new operation requirements due to the increased competition allied to the cost reduction demands. This new demands, most of them coming from globalization, have generated a significant change on the profile of heavy commercial vehicles. Fleets that were mainly composed of 4x2 tractors coupled to three wheeled semi-trailers with towing capacity of 45 tons, were in small steps exchanged by new compositions of tractors 6x2 coupled to bi-trains and road-trains with total towing capacity of 57 and 74 tons, respectively. This change have been followed by the new purchasing demands from fleet owners by lowering acquisition costs of new heavy commercial vehicles, as a consequence, most of 4x2 trucks have been adapted with tag-axles in order to increase towing capacity, which means increasing the stresses over the clutch system. On this research, a case study is developed about failures on clutch systems actuators by the concentric slave cylinder concept in the brazilian market. The research is developed by the evaluation of types of materials selected to the system components through chemical test and functionality tests carried on actual operation conditions on instrumented vehicles, keeping always the focus on the new operational demands imposed by the new profile of vehicle compositions (bi-trains and road-trains). As a final result, two alternatives are appointed to solve the failures in the brazilian market: 1. By the determination of the most failure susceptible component, it is possible to propose a mathematical and theoretical model to determine the minimum maintenance interval to the clutch actuation system by concentric slave cylinder concept. 2. Proposition of a new technical construction to the system in order to increase the robustness of the component most susceptible to the failures.

Os revestimentos orgânicos de embreagem são compostos basicamente por matriz orgânica, cargas, lubrificantes sólidos e fibras de reforço. A matriz orgânica possui função estrutural e tem grande influência nas propriedades tribológicas do sistema, isto é, no coeficiente de atrito e taxa de desgaste tanto do material de atrito, quanto do contra-corpo metálico. Baseado nas normas ambientais para indústria automobilística, o presente trabalho estuda a viabilidade de substituir a resina fenólica, utilizada como matriz estrutural na composição de revestimentos de embreagem, por termoplásticos de engenharia especiais. O principal objetivo da substituição é a eliminação do fenol livre no produto final, e conseqüentemente a geração de um refugo classificado, de acordo com a norma NBR 10004, como não perigoso. Plásticos de engenharia especiais apresentam alta temperatura de uso contínuo e manutenção das propriedades mecânicas em altas temperaturas e são, geralmente, empregados em materiais que suportam alta pressão, tais como engrenagens, freios, rolamentos e embreagens. Avaliou-se a influência da velocidade de deslizamento e da carga normal no comportamento tribológico tanto do compósito de resina fenólica (base de comparação) como dos compósitos de resina poli (amida imida) e resina poli (éter éter cetona) quando estes deslizavam a seco em um contra-corpo usinado de ferro fundido cinzento, mesmo material utilizado nas placas de pressão. Foram avaliadas características térmicas e mecânicas dos compósitos, por meio de análises termogravimétricas, dinâmicomecânica e dureza. Após os ensaios tribológicos, as superfícies desgastadas dos corpos poliméricos e dos contra-corpos metálicos foram avaliadas por meio de microscopia ótica, microscopia eletrônica de varredura e composição química. Embora os compósitos de resina PAI e resina PEEK sejam classificados como produtos não perigosos, a substituição não é viável pois, nas condições de velocidade de deslizamento e carga normal estudadas, os compósitos de resina PAI e resina PEEK apresentaram menor resistência ao desgaste em comparação ao compósito de resina fenólica. / Organic clutch friction facings are basicly composed of an organic matrix, fillers, solid lubricants and reinforcing fibers. An organic matrix has a structural function and has a large influence over the tribological properties of the system (coefficient of friction and wear rate in both, friction material as for the metal counterpart). Based on the automotive industry environmental standards, this analysis studies the viability of substituting the phenolic resin, used as the structural matrix in the clutch facing composition by high performance polymers. The principle objective for this substitution is to eliminate the free phenol in the final product and consequently produce a classified non-dangerous waste in accordance to the NBR 10004 norm. High performance polymers have high temperature working resistance when in continuous use and also maintain their mechanical properties and are normally used in products that support high pressures, such as gears, brakes, bearings and clutches. The influence of the sliding speed and the normal load under tribological behaviour was evaluated for phenolic composites (comparative basis) and for poly (amide imide) composites and poly (ether ether ketone) composites when these slip under dry conditions against a grey iron machined counterpart, the same material as used for pressure plates. Thermal and mechanical characteristics of the composites, obtained by thermogravimetric analysis, dynamic-mechanical and hardness were analysed. After the tribological tests the worn surfaces of the composites samples and of the metallic counterparts were evaluated with optical microscopy, electro scanning microscopy and chemical composition. The environmental characteristics of these materials classify both materials as not being dangerous, but under the sliding speed and load studied the PAI and PEEK composites showed lower wear resistance than the phenolic composites.

A biologia reprodutiva dos Amphisbaenia é uma das menos estudadas entre os répteis, havendo na literatura informações sobre o ciclo reprodutivo, dimorfismo sexual e fecundidade de poucas espécies do grupo, além de informações pontuais acerca de oviposturas. A histologia das vias genitais, da mesma forma, foi pouco estudada, tornando difícil uma melhor caracterização dos ciclos de machos e fêmeas. No Brasil são encontradas cerca de um terço das espécie do grupo, distribuídas por regiões com diferentes características macroclimáticas. Este trabalho teve por objetivo caracterizar o ciclo reprodutivo de machos e fêmeas de onze espécies brasileiras da família Amphisbaenidae, com base em dados de dissecção e histologia, e analisá-los comparativamente tendo como referência a filogenia molecular já proposta para as Amphisbaenidae do Brasil. Objetivou-se ainda realizar uma análise preliminar da relação entre os ciclos reprodutivos observados e variações sazonais de temperatura e precipitação. Para tanto, foram analisados espécimes depositados em coleções zoológicas, que tiveram suas gônadas e órgãos urogenitais examinados e medidos. Foram ainda realizadas análises histológicas de ovidutos, testículos, ductos deferentes e rins de espécimes coletados em diferentes meses do ano, para análise de sua morfologia e caracterização dos ciclos espermatogênico, de estocagem de esperma e de atividade do segmento sexual renal. Foram ainda analisados espécimes e lâminas histológicas de duas espécies da família Blanidae e uma da família Trogonophidae, permitindo uma melhor discussão das características observadas tendo como referência a filogenia do grupo. Foram analisados também dados de dimorfismo sexual de tamanho do corpo e de fecundidade. Os machos de quatro espécies de Amphisbaenidae amostradas apresentaram ciclos reprodutivos assazonais, com períodos de repouso não sincrônicos entre os indivíduos. Os machos de outras sete espécies de Amphisbaenia, duas de Blanidae e uma de Trogonophidae apresentaram ciclos sazonais. Todas as sete espécies para as quais o ciclo das fêmeas pôde ser caracterizado são sazonais nesse aspecto. Os ciclos de machos foram comparados quanto à época e duração das fases de espermatogênese, estocagem de esperma e atividade secretora do segmento sexual renal, tendo sido obtidas evidências de relação entre essas características e a filogenia do grupo. As fases reprodutivas das espécies de Amphisbaenia brasileiras são mais extensas em comparação com aquelas observadas em Blanidae e Trogonophidae. Também se obtiveram evidências preliminares da relação entre sazonalidade dos ciclos reprodutivos e variações anuais de temperatura e precipitação. Em sete espécies de Amphisbaenidae, foi observado dimorfismo sexual quanto ao comprimento rostro-cloacal ou ao comprimento da cauda. A fecundidade das fêmeas varia entre um e quatro ovos, na maioria das espécies analisadas, mas pode chegar a sete em Amphisbaena mertensi e nove em Amphisbaena trachura. / The reproductive biology of the Amphisbaenia is one of the less known among reptiles. In the literature, there are information on the reproductive cycle, sexual dimorphism, and clutch size for few species, and scarce data on clutches of eggs. Similarly, the histology of the genital tract was studied in few species, which makes difficult to characterize properly the reproductive cycles of males and females. Almost one third of the species of the group occur in Brazil, in regions with different climates. This study aimed to characterize the reproductive cycle of males and females of eleven Brazilian species of the family Amphisbaenidae, based on the dissection and histological analysis of gonads and genital ducts, and to compare the obtained data with regard to the molecular phylogeny already proposed for the Brazilian species of this family. It also aimed to analyze preliminarily the relation between the observed reproductive cycles and seasonal variations of temperature and precipitation. Specimens from zoological collections were analyzed to examination and measuring of the gonads and urogenital organs. Samples of the oviducts, testis, ductus deferens and kidneys from specimens collected in various months were also analyzed using light microscopy to characterize the cycles of spermatogenesis, sperm storage, and activity of the sexual segment of the kidney. Specimens and histology slides of two Blanidae species and one Trogonophidae species were also analyzed, allowing a better discussion of the characteristics of the reproductive cycles referring to the phylogeny of the group. Sexual size dimorphism and clutch size were also analyzed. The males of four Amphisbaenidae species presented aseasonal reproductive cycles, with testicular recrudescence and rest phases not synchronized among individuals. The males of the other seven Amphisbaenidae species, two Blanidae species and one Trogonophidae species presented seasonal reproductive cycles. The seven species for which the reproductive cycles of females could be characterized are seasonal in this regard. The male reproductive cycles were compared considering seasonality and the length of spermatogenesis, sperm storage and secretory activity of the sex segment of the kidney. Evidence of relation between the reproductive cycle characteristics and the phylogeny of the family Amphisbaenidae was obtained. The reproductive seasons of Brazilian Amphisbaenia are longer than those observed in Blanidae e Trogonophidae. Preliminary evidence on the relation between reproductive cycle seasonality and annual variations of temperature were also obtained. Seven Amphisbaenidae species presented sexual dimorphism in snout-vent length or caudal length. Clutch size varies from one to four eggs in most species, but reaches seven eggs in Amphisbaena mertensi and nine in Amphisbaena trachura.

New technology in the automotive industry is the key to success. Therefore, it is appreciated when people come with new design ways to solve problems. This leads to innovation in the automotive industry that will lead to better and more environmentally friendly cars. This report presents a concept on a pushing counter lever spring which provides the same characteristics of force curve as a diaphragm spring in a pressure plate of a car has. The mechanism is to be used for long-term testing and evaluating clutch pedals. The work describes the development process and the manufacture of a prototype. The program Creo (CAD / 3D) is largely used to construct the components. As are the subprograms Mechanism Design and Simulate to simulate the movement and loads. Excel is a great help at the theoretical calculation of the mechanism and to evaluate the theory behind the concept. The result shows how to simulate a diaphragm spring in the pressure plate in a car for long-term testing of clutch pedals. The goal is to accurately mimic the force curve of a diaphragm spring, in order to design better pedals, and thus reduce the weight on the pedals to in turn reduce fuel consumption to protect the environment is one of the most important factors of all in the automotive industry.

A evolução dos sistemas de transporte no modal rodoviário tem criado novas demandas operacionais devido à crescente concorrência e aumento da pressão para a redução de custos. Em face dessas novas demandas, muitas delas advindas da globalização, geraram uma mudança no perfil da frota de veículos comerciais pesados no mercado brasileiro. Frotas que anteriormente eram compostas por veículos comerciais pesados 4x2 (4 pontos de apoio no solo com tração em 2 pontos) operando com carretas de três eixos com capacidade de transporte de 45 toneladas, passaram a ser gradativamente substituídas por aquelas compostas por veículos comerciais pesados 6x2 (6 pontos de apoio no solo com tração em 2 pontos) com carretas do tipo bi-trem e rodo-trem com capacidade de transporte de 57 e 74 toneladas respectivamente. Esta mudança foi acompanhada pelo aumento da pressão do custo de aquisição dos veículos comerciais pesados, com isso, verificou-se que os principais frotistas brasileiros passaram a adaptar eixos de apoio nos veículos 4x2, aumentando assim as solicitações mecânicas impostas ao sistema de embreagem. Neste trabalho desenvolve-se, portanto, um estudo sobre as falhas ocorridas no sistema de acionamento de embreagem por cilindro escravo concêntrico no mercado brasileiro, avaliando-se a seleção de materiais empregados na construção do sistema através de ensaios químico-laboratoriais e testes de funcionalidade através de ensaios em condições reais de operação com veículos comerciais pesados devidamente instrumentados, mantendo o foco nos novos parâmetros operacionais impostos pelo novo perfil da composição tratora. Como resultado, apontam-se duas alternativas para a solução das falhas encontradas no mercado brasileiro: 1. Proposição de nova solução técnica construtiva para o sistema de acionamento da embreagem a fim de aumentar a robustez do componente de maior suscetibilidade às falhas. 2. Proposição de um modelo matemático para a predição do intervalo mínimo de manutenção para o sistema de acionamento da embreagem por cilindro escravo concêntrico. / The evolution of highway transportation of goods in the brazilian market has created new operation requirements due to the increased competition allied to the cost reduction demands. This new demands, most of them coming from globalization, have generated a significant change on the profile of heavy commercial vehicles. Fleets that were mainly composed of 4x2 tractors coupled to three wheeled semi-trailers with towing capacity of 45 tons, were in small steps exchanged by new compositions of tractors 6x2 coupled to bi-trains and road-trains with total towing capacity of 57 and 74 tons, respectively. This change have been followed by the new purchasing demands from fleet owners by lowering acquisition costs of new heavy commercial vehicles, as a consequence, most of 4x2 trucks have been adapted with tag-axles in order to increase towing capacity, which means increasing the stresses over the clutch system. On this research, a case study is developed about failures on clutch systems actuators by the concentric slave cylinder concept in the brazilian market. The research is developed by the evaluation of types of materials selected to the system components through chemical test and functionality tests carried on actual operation conditions on instrumented vehicles, keeping always the focus on the new operational demands imposed by the new profile of vehicle compositions (bi-trains and road-trains). As a final result, two alternatives are appointed to solve the failures in the brazilian market: 1. By the determination of the most failure susceptible component, it is possible to propose a mathematical and theoretical model to determine the minimum maintenance interval to the clutch actuation system by concentric slave cylinder concept. 2. Proposition of a new technical construction to the system in order to increase the robustness of the component most susceptible to the failures.

Normally the trucks with four wheel drive option will be running in rear wheel drives and the front wheels will be rotating freely. In extreme tough driving conditions, the risk for getting stopped or slipping the rear wheels in mud is high. When the driver tries to engage the four wheel drive option and due to the difference in relative rotational speed of the dog clutch parts, there is a risk for slipping off or bouncing back of the dog clutch. After studying the importance of gear geometry and a few parameters, the team ended up with a new design and the performance of the design found satisfactory when simulated in MSC ADAMS.