Neste trabalho analisa-se o comportamento de duas configurações de liners através da percolação com solução de \'K\'CL\'. São utilizadas amostras de solo compactadas, do interior do estado de São Paulo, provenientes da Formação Corumbataí, combinadas a um geocomposto bentonítico (GCL) de fabricação nacional. São utilizados ensaios em coluna de percolação em dois corpos-de-prova, nas configurações: solo compactado acima do GCL e solo compactado abaixo do GCL. Esses ensaios permitiram a determinação da condutividade hidráulica e dos parâmetros de transporte dos materiais estudados. Dessa forma, compara-se o comportamento desses materiais combinados com os resultados obtidos por Musso (2008), que adotou a configuração independente. Após o início da percolação com solução \'K\'CL\' a condutividade hidráulica (\'K\') das duas configurações apresentou comportamento crescente. No entanto, este aumento no \'K\' não afetou o desempenho hidráulico dos materiais, e a condutividade hidráulica mostrou-se com valores da ordem de \'10 POT.-11\' m/s. O fator de retardamento da configuração na qual o GCL encontra-se acima da camada de solo compactado se mostrou maior com relação à outra configuração analisada. No geral, considerou-se que esta configuração apresentou melhor desempenho como liner composto. Na comparação dos resultados obtidos nesta pesquisa com os apresentados por Musso (op. cit.) a condutividade hidráulica não diferiu, e as configurações de liner compostos apresentaram maiores fatores de retardamento do que o liner do solo compactado isoladamente. / This research analyzes the behavior of two sets of liners subjected to the percolation of \'K\'CL\' solution. Samples of compacted soil from Corumbataí Formation, combined with a geosynthetic clay liner (GCL) of brazilian manufacture were used. Column percolation tests were used in two specimens, in the settings: compacted soil above the GCL and compacted soil below the GCL. These tests allowed the determination of hydraulic conductivity and transport parameters of the materials under study. Thus, the behavior of these composite liners was compared with the results obtained by Musso (2008), which tested the independent configuration. After the start of percolation of the \'K\'CL\' solution the hydraulic conductivity (\'K\') of the two settings showed an increase. However, this increase in \'K\' did not affect the hydraulic performance of materials, and the hydraulic conductivity was observed with values of about \'10 POT.-11\' m/s. The retardation factor of the configuration in which the GCL is above the layer of compacted soil was larger in relation to the other configuration analyzed. Overall, it was considered that this configuration showed better performance as composite liner. Comparing the results with those presented by Musso (2008), the hydraulic conductivity didn\'t differ, and the composite liners had higher retardation factors than the liner of compacted soil alone.

Ce travail s’inscrit dans le développement de formulations performantes et processables pour les liners de réservoirs de stockage hyperbare. Une large gamme de formulations à base polyamide et polyépoxyde a ainsi été synthétisée en conditions contrôlées, représentatives du procédé de rotomoulage. Les systèmes polyamide ont été modifiés par copolymérisation statistique et les polyépoxydes par une phase dispersée micro- ou nano-structurée avec des thermoplastiques de haute Tg ou des copolymères blocs. Les propriétés morphologiques, thermiques, mécaniques et barrière de chaque formulation ont été caractérisées et confrontées au cahier des charges du matériau. En parallèle, l’influence des conditions opératoires et de la formulation sur les rhéocinétiques de polymérisation, de cristallisation, de gélification et/ou de séparation de phase a ainsi été établie. L’ensemble de ces résultats a été mis à profit afin d’identifier des relations structures – propriétés – processabilité en vue de l’application. Afin de valider le potentiel des formulations retenues, ces dernières ont été rotomoulées en conditions opératoires variables avec un suivi in situ de l’écoulement et ex situ de la viscosité. Ce travail a permis d’établir les fenêtres de processabilité de chaque formulation et de comprendre l’origine des défauts d’écoulement. / The aim of this present study is to develop efficient and processable formulations for the liners of high pressure storage tank. A wide range of formulations based on polyamide and polyepoxide has been synthesized under controlled conditions representative of the rotomolding process. The polyamide system has been modified by copolymerization and the polyepoxyde system by a micro- or nano-structured dispersed phase with high Tg thermoplastics or block copolymers. The morphological, thermal, mechanical and barrier properties of each formulation were characterized and compared to the specifications of the material. In parallel, the influence of operating conditions and formulation on the rheokinetics of polymerization, crystallization, gelation and / or phase separation has been established. All of these results have been exploited to identify structure - property - processability relationships for the application. To validate the potential of selected formulations, they were rotationally molded in variable operating conditions with flow monitoring and rheological measure. This work has established the processing windows of each formulation and has allowed an understanding of the origin of flow defects.

Le développement de structures de plus en plus légères et présentant des rapports performances/coût toujours plus élevés est un enjeu permanent dans le domaine des transports. Les matériaux polymères présentent des caractéristiques particulièrement bien adaptées à ces besoins. Ce travail de thèse repose sur le développement d’un matériau polymère destiné à être utilisé en tant que liner de réservoir de stockage d’oxygène liquide (LOX). L’objectif est de démontrer une réduction des masses de l’ordre de 20 à 30%, en comparaison avec des structures métalliques. Pour les besoins de l’application, le matériau à développer se doit de présenter une bonne compatibilité au LOX, une faible perméabilité aux gaz, des propriétés mécaniques suffisamment élevées à basse température ainsi qu’une bonne aptitude à la mise en forme par rotomoulage. La première partie de ces travaux a porté sur la compatibilité au LOX des polymères. En tenant compte des théories proposées dans la littérature, des nanocomposites à matrice polyamide 6 (PA6) ont été élaborés et caractérisés afin d’atteindre les performances recherchées. L’influence de différents paramètres supposés régir la tenue à l’oxygène liquide des matériaux polymères a ensuite été déterminée. Les nanocomposites obtenus présentent globalement une bonne compatibilité avec le LOX. Cette étude a également permis de mettre en évidence que les résultats sont fortement dépendants des paramètres liés à l’échantillonnage. Dans un second temps, la processabilité par rotomoulage de ces nanocomposites PA6 a été évaluée. Les propriétés rhéologiques et de stabilité thermique ont notamment été étudiées. Quelques essais de rotomoulage sur les systèmes les plus pertinents ont également été réalisés et ont démontré des résultats encourageants. Dans une dernière partie, les propriétés barrière aux gaz de ces systèmes PA6 ont été étudiées. Les perméabilités mesurées ont été interprétées en tenant compte de la morphologie des mélanges. En particulier, cette étude montre que les nanocomposites à base de PA6 et de graphite lamellaire présentent des performances adaptées pour l’application en raison de l’effet de tortuosité induit par la charge. Les propriétés mécaniques en traction uniaxiale des systèmes élaborés ont finalement été déterminées et confrontées aux spécifications requises. Les résultats obtenus montrent que les caractéristiques mécaniques sont tout à fait adaptées pour une utilisation en tant que liner de réservoir de stockage d’oxygène liquide. / In the field of transport, the development of lighter, cheaper and more efficient structures is a recurrent challenge. Polymer materials are good candidates for these applications due to their characteristics quite suitable for requirements. This Phd work aims at developing a thermoplastic material which will be used as an internal liner of a liquid oxygen (LOX) storage tank. The objective is to demonstrate a 20 % to 30 % weight saving, compared to metallic structures. To be used in this kind of application, the thermoplastic material must be LOX compatible, processable by rotational moulding and display a low gas permeability as well as good mechanical properties at low temperatures. In a first part, LOX compatibility of polymers was studied. Taking into account theories proposed in the literature, polyamide 6 (PA6) nanocomposites based on LCP, fluoride and graphite fillers were processed and characterized in order to reach desired properties. The influence of several parameters having an impact on LOX behaviour of polymers was then investigated. The nanocomposites show overall good compatibility with liquid oxygen. This study also demonstrates that LOX sensitivity largely depends on the preparation of samples. The processability of nanocomposites by rotational moulding has then been investigated. Rheological properties and thermal stability have especially been studied. Some rotational moulding trials were carried out on the most relevant systems and demonstrate promising results. Finally, the gas transport properties of PA6 nanocomposites were studied. Measured gas permeability was discussed as a function of the morphology of blends. In particular, this study shows that PA6 nanocomposites filled with lamellar graphite present convenient performances which are due to the tortuosity effect induced by the filler. Mechanical properties of filled systems were finally determined and compared with set requirements. The results show that mechanical characteristics are quite relevant for use as internal liner of LOX storage tank.

The aim of this thesis was to investigate the difference between containerboard materials strength and stiffness properties in tension and compression, how the mechanisms behind compressive and tensile properties are affected by the relative humidity of the ambient air and how the relative humidity affects the compressive response of the fibre network. These properties are used to predict the lifetime performance of corrugated boxes and to prevent early collapses of the boxes and thereby waste or harm of the transported goods inside. The work also discusses the methods used to evaluate the different properties and how reliable the results are. The experimental part includes testing of linerboard and fluting materials from both virgin and recycled fibres, which have been conditioned at 50% and 90% relative humidity. The compression tests were filmed to evaluate if different compression failure modes can be related to the strength and stiffness of the material. The results indicated that the compressive strength and stiffness differ from the strength and stiffness values in tension at 90% relative humidity. Compressive strength is lower in both 50% and 90% relative humidity compared with the tensile strength. However, the compression stiffness shows a higher value than the tensile stiffness at 90% relative humidity. The study of the method for evaluating the compressive behaviour of the paper does not present a complete picture on what type of failure the paper actually experience.

Flexible plastic liners are sometimes installed into new and existing oil and gas pipelines to prevent corrosion of the pipe wall. A practical difficulty of this method is that the plastic liners are permeable to gases, which can collect and form an annular space between the liner and the pipe. If the operating pressure in the pipe decreases then the collected gas can cause the liner to collapse and block the pipe. One method for overcoming this problem is to insert vents at intervals along the liner to allow the gas to escape into the pipe during depressurisation. However, there is concern that this arrangement might lead to excessive corrosion beneath the vent where the pipe wall is exposed. The rate of corrosion is expected to be controlled by the vent size but this principle needs to be confirmed by experiment. The work described in this thesis is aimed at investigating this corrosion by experiment for a range of conditions typical of oil and gas production. A novel crevice corrosion cell was designed, consisting of an X100 carbon steel plate and a sheet of transparent Perspex, separated by a thin gasket. A small hole in the Perspex simulated a liner vent and allowed carbon dioxide to reach the steel surface. Tests were carried out in 3.5% NaCl solutions saturated with carbon dioxide at 1 bar partial pressure. Corrosion rates along the length of the annular space were measured using the Linear Polarisation Resistance (LPR) technique on pairs of insulated X100 electrodes set into the plate. The corrosion rates within the annular space have been shown to be small compared to those in the bulk solution and to diminish rapidly with distance from the vent. Mathematical modelling, based on the transport of carbon dioxide, is described to explain these findings and support the experimental work. The effectiveness of the LinerVentTM, installed over the vent, in a turbulence pipeline was demonstrated. The benefit of applying cathodic protection within the annular space was also demonstrated. The results are discussed in terms of the fundamental corrosion principles and their practical implications

Heat management is an essential part of combustor design, as operating temperatures within the combustor generally exceed safe working temperatures of the materials employed in its construction. Two principal methods used to manage this heat are impingement and film cooling. Impingement heat transfer refers to jets of impinging fluid delivered by orifices integrated into internal structures in order to remove undesired heat. This mode of heat transfer has a relatively high effectiveness, making it an attractive method of heat management. As such, a considerable number of studies have been done on the subject providing a substantial body of useful knowledge. However, there are innovative cooling configurations being used in gas turbines which generate compressibility and temperature ratio effects on heat transfer which are currently unexplored. Presented here are data showing that these effects have a significant impact on heat transfer and new correlations are presented to account for temperature ratio and Mach number effects for a range of conditions. These findings are significant and can be applied to impinging flows in other areas of a gas turbine engine such as turbine blades and vanes. Film cooling refers to the injection of coolant onto a surface through an array of sharply angled holes. This is done in a manner that allows the coolant to remain close to the surface where it provides an insulating layer between the hot gas freestream and the cooler surface. In order to improve turbine efficiency, research efforts in film cooling are directed at reducing film cooling flow without decreasing turbine inlet temperatures. Both impingement cooling and film cooling are heavily utilized in combustor liners. Frequently, cooling air first impinges against the back side of the liner, then the spent impingement fluid passes through film cooling holes. This arrangement combines the convective heat transfer of the impinging jets convection as the coolant passes through the film cooling holes and the benefits that come from having a thin film of cool air between the combustor wall and the combustion products. In order to improve the understanding of internal cooling in gas turbine engines, the influence of previously unexplored physical parameters such as compressible flow effects and temperature ratio in impingement flows and variable blowing ratio in a film cooling array must be examined. Prior to this work, there existed in the available literature only an extremely limited exploration of compressibility effects in impingement heat transfer and the results of separately examining the effects of Mach number and Reynolds number. The film cooling literature provides no information for a full array of film cooling holes along a contraction at high blowing ratios. Exploring these effects and conditions adds to the body of available data and allows the validation of numerical predictions.

Nas últimas décadas, questões sobre o controle de emissões em motores à combustão interna e sobre a redução de consumo de combustível vêm sendo debatidas globalmente, com claros desdobramentos em especificações de controles mais restritos, a fim de permitir a comercialização de novos motores à combustão interna a consumidores mais exigentes, que presam pela qualidade de vida e meio ambiente. Mesmo com a introdução de novas tecnologias, os motores ainda apresentam uma grande perda da energia gerada por conta do atrito mecânico. Com base neste contexto, os projetos dos novos motores visam uma melhor eficiência térmica e mecânica, com auxílio de soluções de engenharia que possam beneficiar o desempenho dos motores, resultando em uma melhor queima do combustível e menor atrito. Um dos contribuintes mais relevantes para o atrito num motor é o sistema pistão-anel de pistão-camisa de cilindro que é o foco de muitos trabalhos em busca da redução das perdas por atrito. As propriedades dos filmes à base de carbono tipo diamante (Diamond-Like Carbon - DLC) são bem conhecidas por apresentam alta resistência ao desgaste e baixo coeficiente de atrito, tornando-se adequados para diferentes aplicações tribológicas. O presente trabalho discute a viabilidade técnica de se aplicar um filme DLC amorfo hidrogenado, com gradiente de composição química, sobre a superfície interna brunida de camisas de cilindro para redução do atrito. A metodologia aborda duas espessuras de filme: 2,5 e 12,5 μm, depositadas pelo processo de deposição química em fase vapor assistida por plasma (PACVD), como alternativa para redução do atrito do motor e, consequentemente, redução no consumo específico de combustível, e ainda na redução do desgaste dos anéis de pistão e da superfície de trabalho da camisa de cilindro. Comparando camisas de cilindro com mesma rugosidade na superfície interna, denominadas camisas de referência (sem revestimento interno) e camisas recobertas com filme DLC, testes de bancada com movimento recíproco de contato mostraram redução do coeficiente de atrito (COF) em até 19%. Testes de motor ciclo Otto e Diesel em banco de prova com dinamômetro conferiram, respectivamente, uma redução da pressão média efetiva de atrito (FMEP) do motor em até 12% e consumo específico de combustível (BSFC) em até 2,5% em rotações de 1000 a 1400 rpm. / In the last few decades questions about emissions level control for internal combustion engines as well as fuel consumption reduction have been debated in a global bases with clear deployments in more restricted control specifications to allow the commercialization of new internal combustion engines to more restrictive markets that look for a better life quality and environment. Even with the introduction of new technologies the engines still present a significant loss of energy due to the mechanical friction. With base in this context, the new development projects seek for high mechanical-thermal efficiency linked with engineer that can benefit the engine performance with a better combustion process and reduced friction as well. One of the most relevant contributors for the friction in an engine is the piston-piston ring-cylinder liner system which has been the focus of many research works with focus on reduce engine friction losses. The properties of Diamond-Like Carbon films (DLC) are well-known such as superior wear resistance and low friction coefficients that makes suitable for many different tribology applications. This work evaluates the application of a graded hydrogen amorphous DLC film with applied over cylinder liner running surface. The methodology approach two coating thickness: 2.5 and 12.5 μm, deposited by the plasma assisted chemical vapor deposition process (PACVD) as the alternative solution for engine friction reduction and thus a reduction on brake specific fuel consumption (BSFC), and a improved wear resistance behavior of the piston rings and cylinder liner contact surfaces as well. By using baseline parts without inner DLC coating and DLC coated parts with similar running roughness surfaces, comparative reciprocating bench tests showed a tendency of coefficient of friction (COF) reduction in up to 19%. In a same trend, fired gasoline and diesel engine tests showed a friction mean effective pressure reduction (FMEP) in to 12% and small brake specific fuel consumption (BSFC) in up to 2.5% at low engine speed range respectively.

Os metais potencialmente tóxicos são elementos de natureza não biodegradável, fácil absorção pelos organismos e com grande capacidade de bioacumulação e que, normalmente, estão presentes nos lixiviados de aterros sanitários. Por conta disso, as barreiras de baixa permeabilidade nessas estruturas são elementos fundamentais para proteção ambiental. Essas barreiras, comumente, são feitas de solos argilosos compactados (CCL), por atender aos requisitos de condutividade hidráulica (K) e retenção de contaminantes. Na ausência de solos argilosos, viabilizar o uso de solos arenosos para esta aplicação é de grande interesse. Por conta disso, a presente pesquisa teve por objetivo aplicar uma técnica de melhoria à solos arenosos, adicionando cimento e argila, para avaliar o comportamento de K e o Fator de Retardamento (Rd) de contaminantes nas misturas solo-cimento-caulim (SCC) e solo-cimento-bentonita (SCB). Para isso, foram realizados os ensaios de: caracterização física, físico-química e mineralógica do solo, dos materiais argilosos e das misturas; ensaio de coluna para avaliar K com a percolação de água e solução de CuCl2.2H2O (0,012M e 0,024M) e o Rd do Cu2+; e o ensaio de equilíbrio em lote (batch test), nas concentrações de 0,005M, 0,012M e 0,024M, para avaliar o Rd obtido e comparar com o Rd do ensaio de coluna. Ao avaliar K com a percolação de água, observou-se que se o teor de umidade aplicada for acima da umidade ótima da mistura, a eficiência da compactação é comprometida e faz com que os valores de K sejam maiores. As misturas SCB e SCC atenderam os requisitos de K normatizados para aplicação como barreiras de fundo em aterros sanitários, com valores médios de 3,7x10-10 e 5x10-10 m/s, respectivamente. Durante a percolação da solução contaminante, houve redução de K em SCC, e os valores se mantiveram estáveis ou com aumentos pouco expressivos em SCB. A adição de cimento fez com que a capacidade de troca catiônica das misturas se reduzisse, no entanto, tornou-as alcalinas, favorecendo a precipitação do Cu2+. Ao contrário dos CCL que tem a sorção como principal mecanismo de retenção de contaminantes, nas misturas SCC e SCB é a precipitação, para o caso de elementos sensíveis a mudanças de pH como o Cu2+. Isso foi observado pelos precipitados formados durante os ensaios de coluna e no batch test, pela demora para saída de Cu2+ nos efluentes do ensaio de coluna e pelos valores de Rd obtidos em ambos os ensaios para SCC e SCB. Como as duas misturas apresentaram desempenhos similares, nota-se que as características mineralógicas dos materiais argilosos tiveram pouca influência no desempenho de K e Rd das misturas, provavelmente relacionado aos efeitos expressivos do cimento para redução de K e ao favorecer a precipitação do Cu2+. Quando comparadas as barreiras de CCL e aos geocompostos bentoníticos, as misturas SCC e SCB apresentaram desempenhos similares e, por vezes, mais elevados quanto ao Rd, apesar de apresentar valores de K mais altos, mas que ainda assim atendem a norma. Logo, as misturas solo-cimento-argila mostrou ser uma alternativa com bom desempenho para aplicação de solos arenosos como barreiras de baixa permeabilidade. / Potentially toxic metals are non-biodegradable elements that are easily absorbed by organisms and have a high bioaccumulation capacity and are also present in the slurry of landfills. Because of this, the low permeability barriers in these structures are fundamental elements for environmental protection. These liners are commonly made from compacted clayey soils (CCL) because they meet the requirements of hydraulic conductivity (K) and retention of contaminants. In the absence of clayey soils, the use of sandy soils for this application is of great interest. Therefore, the present research aimed to apply an improvement technique to a sandy soil, adding cement and clay, to evaluate the aspects of K and the retardation factor (Rd) of contaminants in the soil-cement-kaolin (SCC) and soil-cement-bentonite (SCB). For this, the following tests were performed: physical, physico-chemical and mineralogical characterization of soil, clay materials and soil-cement-clay mixtures; column assay to evaluate K with the percolation of water and CuCl2.2H2O solution (0.012M and 0.024M) and Rd of Cu2+; and the batch test at concentrations of 0.005M, 0.012M and 0.024M were used to evaluate the Rd obtained and compare with Rd of the column assay. When evaluating K with water percolation, it was observed that if the moisture content applied is above the optimum humidity of the mixture, the compaction efficiency is compromised and causes the K values to be higher. SCB mixtures and SCC met the standard K requirements for application as background liners in sanitary landfills with a mean value of 3.7x10-10 and 5x10-10 m/s, respectively. During percolation of the contaminant solution, there was reduction of K in SCC, and the values remained stable or with a little expressive increases in SCB. The addition of cement caused the reduction of cation exchange capacity of the mixtures, however, made them alkaline, favouring the precipitation of Cu2+. Unlike the CCL, that has the sorption as the main mechanism of retention of contaminants, in the SCC and SCB mixtures is the precipitation, in the case of elements sensitive to changes of pH, like Cu2+. This was observed by the precipitates formed during the column tests and the batch test, the delay for Cu2+ exit in the column assay effluents and the Rd values obtained in both SCC and SCB tests. As the two mixtures presented similar performances, it isnoted that the mineralogical characteristics of the clayey materials had little influence on the K and Rd performance of the mixtures, probably related to the expressive effects of the cement for K reduction and favouring the precipitation of Cu2+. When CCL liners and bentonite geocompounds were compared with SCC and SCB mixtures, the soil-cement-clay mixtures showed similar and sometimes even higher performances for Rd, despite having higher K values than these but still meeting the standard. Therefore, soil-cement-clay mixtures showed to be a good performance alternative for the application of sandy soils as low permeability liners.

本文是採取羅斯諾(James Rosenau)的國內外環境分析、霍斯提(K.J.Holsti)的外交政策分析架構及傳統的歷史途徑研究法，經由蒐集史料、整理史料，以分析伊朗從1979年回教革命後至1992年的外交政策與對外關係之發展。 　　本文第一章是緒論，第二章除論述伊朗的權力結構外，且將伊朗外交政策之環境因素，依國內環境及國際關係兩方面加以分析。第三章探討伊朗的政策取向、國家角色及國家目標。第四章及第五章則針對伊朗外交政策的行為與策略，分別按國際層面與區域層面加以探討。第六章則就本文研究所得進行整理與分析，以期達到解釋及預測伊朗外交政策的最後目的。 　　本文研究心得是： 　　一、決策者因素，尤其是何梅尼(Aytollah Ruhollah Khomeini)為主之執政者的意識形態，方是主導伊朗外交政策的關鍵所在。伊朗在1979年革命後的外交政策反映出，什葉派(Shiia)回教革命領袖為追求回教的正義與公平，不惜與強權對抗的心態。至於這種心態來自於過去什葉派「被壓迫者」的自我認知及以往強權對伊朗的侵略、壓迫所致。隨著兩伊戰爭之發展及伊朗逐漸陷於外交困境，使伊朗回教領袖間對於如何以回教教義解釋外交政策產生岐見，而有所謂「強硬派」（或稱「激進派」）及「溫和派」（或稱「務實派」）之別。但基本上，回教執政團體仍未擺脫善惡兩極化之回教世界觀。 　　二、由於伊朗屬於「回教革命基地」的國家角色，且推行「非東非西」的的不結盟外交政策．因此在外交行為上極力貶損、對抗美蘇兩大超級強國，以期樹立伊朗在國內外之回教徒心目中不畏強權的領導者形象。如1979年美國使館人質事件及蘇聯在1979年入侵阿富汗事件中，都有伊朗對抗兩超強之意義。但如此一來，造成美國認定伊朗之中東活動有礙美國在此區之利益，而將伊朗視為恐怖主義支持國。 　　三、在中東地區，無論是黎巴嫩問題、兩伊戰爭或者與「海灣合作理事會」(Gulf Cooperation Council, GCC)會員國關係上，伊朗本著「革命輸出」的目標，希望對抗以色列並協助建立更多中東回教政權，而支持激進派回教團體，從事暴力活動。如此，導致當地政府對伊朗懷有戒心，也影響伊朗在兩伊戰爭期間的武器取得及外交奧援，相對地不利其在戰爭中的表現。 　　四、在兩伊戰後，伊朗國內經濟重建及冷戰結束後的全球和解壓力可能將促使伊朗回教執教者以更務實的外交政策來面封國際社會，然而國內經濟狀況及強硬勢力的起伏也將是決定伊朗未來外交政策是否能持續開放的重要因素。

<p>About ten years ago Volvo Cars could see that car manufactures began to introduce rear wheel arch liners made of non-woven fabrics or some kind of laminate which are mostly common today. Volvo Cars have also seen that competitors now are beginning to develop the front wheel arch liners more and more and expect a development equal to the one for the rear wheel arch liners. This is why we are set to optimize the front wheel arch liner.</p><p>For development of mechanical products such as car parts, a discursive method is most suitable to follow. For example systematical concept development which we have used in our work.</p><p>From a technical point of view, our results shows that the penta laminate used for the wheel arch liner on Mercedes Benz S-class is by far the best material. Unfortunately it is rather expensive which of course affects its result in a negative way when cost is taken in to consideration. When including cost, the solid plastic is actually rather economical.</p><p>After assessment of the result in total we are however convinced that Volvo Cars should concentrate on further research of penta laminate and open negotiations with different suppliers regarding a material of this kind.</p><p>Regarding the geometry, the tests and studies that Volvo Cars have performed earlier on splash shields clearly shows the usage of the part and further research done by our selves does not point at any problems with a splash shield integrated in the wheel arch liner.</p> / <p>För ungefär tio år sedan kunde Volvo Cars se att biltillverkare började introducera bakre hjulhus tillverkade av ”non-woven” fibrer eller någon form av laminat vilket idag är högst vanligt. Volvo Cars har också sett att konkurrenter nu börjar utveckla främre hjulhus mer och mer och räknar med en utveckling liknande den för bakre hjulhus. Detta är anledningen till att vi har fått uppgiften att optimera det främre hjulhuset.</p><p>För utveckling av mekaniska produkter så som bildelar, är en diskursiv metod mest lämpad att följa. Till exempel systematisk konceptutveckling som vi har valt att använda i vårt arbete.</p><p>Sett ur ett tekniskt perspektiv, visar våra resultat att pentalaminatet som används för hjulhusen på Mercedes Benz S-klass, är det överlägset bästa materialet. Tyvärr ar det ganska dyrt vilket naturligtvis påverkar dess resultat negativt när hänsyn tas till kostnader. När vi även ser till kostnaderna, är faktiskt den rena plasten mycket ekonomisk. Efter bedömning av det totala resultatet, är vi helt övertygade om att Volvo Cars borde koncentrera sig på fortsatta undersökningar av pentalaminat och inleda förhandlingar med olika underleverantörer angående material av denna typ.</p><p>Angående geometrin, visar Volvo Cars’ sedan tidigare genomförda tester och studier att en splash shield fyller en viktig funktion och vidare undersökningar genomförda av oss själva pekar inte på några problem med en i hjulhuset integrerad splash shield.</p>