Esta pesquisa avaliou o efeito do uso de uma medida de desempenho alternativa à densidade no cálculo dos fatores de equivalência para caminhões típicos em rodovias de pista dupla do estado de São Paulo. A medida de desempenho investigada foi a velocidade dos automóveis e os fatores de equivalência foram calculados pelo método do equivalente médio, que considera mais de um tipo de caminhão na corrente de tráfego, representa melhor a interação entre caminhões e permite o uso de simulação de tráfego para determinação dos equivalentes. Como este método de cálculo considera uma composição fixa de caminhões, o tráfego de caminhões em rodovias paulistas de pista dupla foi caracterizado em função de dois aspectos: (1) o fluxo veicular em dias úteis típicos e (2) o desempenho das configurações de caminhões, a partir da relação massa/potência. O modelo de simulação utilizado nesta pesquisa foi o CORSIM, o mesmo modelo usado no HCM-2000. Para tanto, o CORSIM foi calibrado para as condições observadas em rodovias paulistas de pista dupla. A calibração foi realizada em duas etapas, ambas baseadas em algoritmos genéticos: a primeira etapa focou no modelo de locomoção dos caminhões, resultando erros médios da ordem de 5%; a segunda visou à lógica de car-following, que define o comportamento dos motoristas. A versão calibrada do CORSIM para as condições paulistas apresentou erros médios de 6,32% na calibração e de 6,58% na validação. Os equivalentes veiculares foram calculados para diferentes magnitudes de greides, comprimentos de rampas, porcentagens de caminhões, velocidade de fluxo livre e níveis de serviço, tanto para a velocidade dos automóveis como para a densidade. Como resultado final, observou-se que o uso da velocidade dos automóveis como medida de desempenho implica em equivalentes veiculares muito elevados. Desta forma, a capacidade de tráfego e o nível de serviço estimado utilizando estes equivalentes foram piores do que utilizando os equivalentes veiculares obtidos com a densidade como medida de desempenho. / The objective of this research was to evaluate the use of a measure of impedance alternative to density to obtain passenger-car equivalence factors for typical trucks on multilane highways in the state of São Paulo. The impedance investigated was the passenger-car speed, and the equivalence factors were obtained through the average equivalent method since it considers different types of trucks within the traffic flow, is capable to represent interactions among trucks adequately, and allow the use of traffic simulation. Since the estimation method employed is based on a fixed truck population, the truck flow on multilane highways in the state of São Paulo was characterized based on two aspects: (1) a typical traffic flow, considering the traffic flow on typical weekdays, (2) the truck performance based on mass/power ratio. The simulation model employed was CORSIM, the same model used in the HCM-2000, and it was calibrated for the conditions observed in multilane highways in the state of São Paulo. The calibration was carried out using genetic algorithms and involved two steps. The first one focused on the truck motion model and produced average errors around 5%. The second one focused on the car-following logic that defines the drivers\' behavior. The CORSIM calibrated for the state of São Paulo highways produced average errors of 6.32% at the calibration stage and average errors of 6.58% at the validation stage. Passenger-car equivalents were calculated for different grade levels, grade lengths, trucks percentages, free-flow speeds and leves of service using passenger-car speed and density as the impedance measure. It was observed that, when compared to density, the use of passenger-car speed as a measure of impedance results in higher values for the equivalence factors. It means smaller capacities and worse estimates for level of service.

Esta pesquisa avaliou o efeito do uso de uma medida de desempenho alternativa à densidade no cálculo dos fatores de equivalência para caminhões típicos em rodovias de pista dupla do estado de São Paulo. A medida de desempenho investigada foi a velocidade dos automóveis e os fatores de equivalência foram calculados pelo método do equivalente médio, que considera mais de um tipo de caminhão na corrente de tráfego, representa melhor a interação entre caminhões e permite o uso de simulação de tráfego para determinação dos equivalentes. Como este método de cálculo considera uma composição fixa de caminhões, o tráfego de caminhões em rodovias paulistas de pista dupla foi caracterizado em função de dois aspectos: (1) o fluxo veicular em dias úteis típicos e (2) o desempenho das configurações de caminhões, a partir da relação massa/potência. O modelo de simulação utilizado nesta pesquisa foi o CORSIM, o mesmo modelo usado no HCM-2000. Para tanto, o CORSIM foi calibrado para as condições observadas em rodovias paulistas de pista dupla. A calibração foi realizada em duas etapas, ambas baseadas em algoritmos genéticos: a primeira etapa focou no modelo de locomoção dos caminhões, resultando erros médios da ordem de 5%; a segunda visou à lógica de car-following, que define o comportamento dos motoristas. A versão calibrada do CORSIM para as condições paulistas apresentou erros médios de 6,32% na calibração e de 6,58% na validação. Os equivalentes veiculares foram calculados para diferentes magnitudes de greides, comprimentos de rampas, porcentagens de caminhões, velocidade de fluxo livre e níveis de serviço, tanto para a velocidade dos automóveis como para a densidade. Como resultado final, observou-se que o uso da velocidade dos automóveis como medida de desempenho implica em equivalentes veiculares muito elevados. Desta forma, a capacidade de tráfego e o nível de serviço estimado utilizando estes equivalentes foram piores do que utilizando os equivalentes veiculares obtidos com a densidade como medida de desempenho. / The objective of this research was to evaluate the use of a measure of impedance alternative to density to obtain passenger-car equivalence factors for typical trucks on multilane highways in the state of São Paulo. The impedance investigated was the passenger-car speed, and the equivalence factors were obtained through the average equivalent method since it considers different types of trucks within the traffic flow, is capable to represent interactions among trucks adequately, and allow the use of traffic simulation. Since the estimation method employed is based on a fixed truck population, the truck flow on multilane highways in the state of São Paulo was characterized based on two aspects: (1) a typical traffic flow, considering the traffic flow on typical weekdays, (2) the truck performance based on mass/power ratio. The simulation model employed was CORSIM, the same model used in the HCM-2000, and it was calibrated for the conditions observed in multilane highways in the state of São Paulo. The calibration was carried out using genetic algorithms and involved two steps. The first one focused on the truck motion model and produced average errors around 5%. The second one focused on the car-following logic that defines the drivers\' behavior. The CORSIM calibrated for the state of São Paulo highways produced average errors of 6.32% at the calibration stage and average errors of 6.58% at the validation stage. Passenger-car equivalents were calculated for different grade levels, grade lengths, trucks percentages, free-flow speeds and leves of service using passenger-car speed and density as the impedance measure. It was observed that, when compared to density, the use of passenger-car speed as a measure of impedance results in higher values for the equivalence factors. It means smaller capacities and worse estimates for level of service.

The primary function of an automobile rear View Mirror is to provide the driver with a clear vision interpretation of all objects to the rear and side of the vehicle. The rear View Mirror is a bluff body and there are several problems associated with the rear View Mirror. These include buffeting, image distortion (due to aerodynamically induced and structural vibration), aerodynamically induced noise (due to cavities and gaps) and water and dirt accumulation on Mirror glass Surface. Due to excessive glass vibration, the rear View Mirror may not provide a clear image. Thus, vibrations of Mirror can severely impair the driver's vision and safety of the vehicle and its occupants. The rear View Mirrors are generally located close to the A-pillar region on the side window. A conical vortex forms on the side window close to A-pillar due to A-pillar geometry and the presence of side rear View Mirror and flow separation from it makes the airflow even more complex. The primary objective of this work is to study the aerodynamic pressures on Mirror Surface at Various speeds to determine the effects of aerodynamics on to Mirror vibration. Additionally, the Mirror was modified by Shrouding around the external periphery to determine the possibility of minimisation of aerodynamic pressure fluctuations and thereby vibration. The Shrouding length used for the analysis was of 24mm, 34mm and 44mm length. The mean and fluctuating pressures were measured using a production rear side View Mirror fitted to a ¼ quarter production passenger car in RMIT Industrial Wind Tunnel. The tests were also conducted in semi-isolation condition to understand influence of the A-pillar geometry. The mean and fluctuating pressures were converted into non-dimensional pressure coefficients (Cp and Cprms) and the frequency content of the fluctuating pressure was analysed. The results show that the fluctuating aerodynamic pressures are not uniformly distributed over an automobile Mirror Surface. The highest magnitude of fluctuating pressure for the standard Mirror was found at the central bottom part of the Mirror Surface. The highest magnitude of fluctuating pressure for the modified Mirror was found at the central top part of the Mirror Surface. As expected, the modification has significant effect on the magnitude of fluctuating pressure. The results show that an increase of Shrouding length reduces the magnitude of the fluctuating pressure. The frequency-based analysis was done to understand the energy characteristics of the flow, particularly to its phase, since it is the out of phase components that usually cause Mirror rotational vibration. The spectral analysis showed that the magnitude of the energy distribution reduces with increase of shrouding length throughout the frequency range. Flow visualisation was also used to supplement the pressure data. The effects of yaw angles were not included in this study, however, are thought to be worthy of further investigation. On road testing and the variation of mirror locations might have some effects on the fluctuating pressures. These need to be investigated in the future work. The quarter model used in this study was a car specific. However, for more generic results, a simplified model with variable geometry can be used in future study.

Works on Car Wrecking deals with the possibilities of environmentally friendly disposal or recycling of individual parts of a passenger car. The aim of this diploma thesis is to describe the possibilities of liquidation or recycling of individual car parts made from different materials, to describe the necessary duty of the given vehicle during permanent decommissioning of the traffic inspectorate, to carry out the practical liquidation of the selected car wreck, to describe the procedure of dismantling the car wreck and to express weight its individual parts. I believe that I will acquire other valuable theoretical and practical knowledge, which I will apply in the technical practice.

Este trabalho visa avaliar o impacto de veículos pesados na qualidade de serviço de rodovias de pista dupla através de equivalentes veiculares. Para isso, foram feitas estimativas dos fatores de equivalência veicular em rodovias paulistas de pista dupla, com três ou mais faixas de tráfego em cada sentido. Essas estimativas foram obtidas a partir de dados empíricos coletados separadamente para cada faixa de tráfego, em intervalos de curta duração (5 ou 6 minutos). Foram utilizadas 53.655 observações, coletadas em oito estações de monitoramento, nos anos 2010 e 2011. O fator de equivalência foi calculado para cada intervalo através de uma equação obtida a partir do método de Huber, admitindo-se que a qualidade de serviço é a mesma para todas as faixas de tráfego naquele intervalo. Foi considerado como fluxo básico o da faixa da esquerda, nos intervalos em que são detectados apenas automóveis, e fluxo misto o da faixa da direita, em que passam automóveis e caminhões. Os resultados sugerem que: (1) em uma parte signicativa do tempo (52%), a qualidade de serviço não é a mesma em todas as faixas da rodovia; (2) o impacto marginal dos caminhões decresce à medida que a porcentagem de caminhões na corrente aumenta; e (3) as diferenças que existem no fator de equivalência em função do nível de serviço são menos evidentes em rampas mais íngremes, onde o efeito das limitações de desempenho dos caminhões é mais notado. A comparação deste estudo com outras duas pesquisas, em que foram utilizados dados gerados em simuladores de tráfego para estimar os fatores de equivalência, mostrou que as estimativas dos equivalentes veiculares obtidos usando dados empíricos são consistentemente maiores que as obtidas através de simulação. / The objective of this study is to evaluate the impact of heavy vehicles on the quality of service on Brazilian expressways (freeways and divided multilane highways), using passenger-car equivalents (PCEs) for heavy vehicles (trucks and buses). PCE estimates for expressways with three or more traffic lanes in each direction were obtained using traffic data collected over short time intervals (5 or 6 minutes) on expressways in the state of São Paulo. A total of 53,655 speed-flow observations, made at eight permanent trac sensor installations during 2010 and 2011, were used in this study. A PCE estimate was calculated for each time interval, using an equation derived from Huber\'s method, based on the assumption that the quality of service is the same across all traffic lanes during the time interval over which the traffic data is collected. Basic flow (passenger cars only) was assumed to be the observed traffic flow on the lane closest to the median, whereas mixed flow (passenger cars and heavy vehicles) was assumed to be the observed traffic flow on the lane closest to the shoulder. The results indicate that: (1) in a signicant portion of the time (52% of the observations) the quality of service is not the same across all traffic lanes; (2) the marginal impact of heavy vehicles decreases as the fraction of heavy vehicles in the traffic stream increases; and (3) the variations in PCE estimates due to the level of service are less evident on steeper grades, where the effect of heavy vehicles\' poorer performance is greater. PCE estimates obtained in this study were compared with PCEs obtained using simulation. The results indicate that PCE from empirical data are consistently higher than those estimated from simulation results.

The thesis is focused on verifying the pro-cyclical relationship of sales of new passenger cars in the Czech Republic and Slovakia and the subsequent evaluation of the impact of macroeconomic variables in the period from the first quarter of 2005 to the third quarter of 2015. In total, there are four different models estimated of multiple linear regressions of car sales, where for the Czech R. the estimation of different sectors of households and firms is available as well. By comparing the Czech R. and Slovakia regarding aggregate sales, fuel prices and gross domestic products are especially crucial and the pro-cyclical relationship is successfully verified. The economic crisis at the turn of 2008-2009 hit especially Slovakia, while the effect in the Czech R. was offset by a positive shock to fuel prices. For the model of households the procyclical relationship is denied unlike from the model of firms, shock to GDP therefore only deviate sales to firms. For Czech R. is also confirmed a significant relationship of the sales with interest rate or population growth.

The subject of this master’s thesis is a design of a single-purpose assembly machine for automotive industry. The assembled component is a part of a headlight of a passenger car consisting of a heatsink, a PCB and a reflector which are mutually connected by screws. The result of the thesis is detailed 3D model of the single-purpose machine made in Creo Parametric software and drawing documentation of the designed machine.

The subject of this is the design of a family autonomous vehicle, which is designed to transport four to five people. The work contains an analysis of current vehicles as well as concepts on the basis of which the direction in the field of mobility can be deduced. The aim of this thesis is to create an interior design that takes into account the expected social, technological and economic development.

Personbilsflottan står för en stor andel av de globala CO2-utsläppen och genom vidare implementering av alternativa drivmedel kan transportsektorn i framtiden bli mer hållbar. Tekniken kring elbilar vad gäller bland annat batteriets kapacitet och bilens prestanda har under de senaste decenniet gjort stora framsteg där elbilen idag är direkt konkurrerande med en bil driven på fossila bränslen i många avseenden. Denna rapport kartlägger de drivande faktorer och hinder som elektrifieringen av personbilsflottan står inför utifrån tre perspektiv; elbilens batteri, laddningsinfrastrukturen och politiska styrmedel. Metoden för arbetet har varit en litteraturstudie samt en enkätstudie där resultatsammanställningen av varje perspektiv underströk vilka de kritiska faktorerna är. Vad gäller elbilsbatteriet visar resultaten att prisutvecklingen tillsammans med den tekniska utvecklingen av batterierna är en stor drivande kraft. Däremot är den begränsade körsträckan och batteriets känslighet vad gäller degradering av batterihälsa ett hinder. Fortsättningsvis visar resultaten att laddning som till stor andel kommer ske i hemmet är en stor drivande kraft som minimerar vikten av de hinder som består i höga investeringskostnader och påfrestningar på elnätet. Enkätstudiens resultat visar att individer ej uppfattar elbilens kortare körsträcka eller laddning som ett problem i lika stor utsträckning som litteraturstudien föreslog. Det framgick att en stor drivande kraft är politiska styrmedel då resultatet stödjer att en klar majoritet av enkätdeltagarna skulle köpt en elbil om köpkostnaden hade varit densamma som för en bensin-/dieseldriven bil. En diskussion om omställningen till el i utsläppstunga industrier inklusive transportsektorn visar att störst förändring kan ske i länder så som Sverige, Finland och Island där ländernas elmix till stor andel utgörs av renproducerad el. Avslutningsvis konstateras det att synergieffekter av utvecklingen bör tas till vara på och applicerar i andra industrier där en utökad elektrifiering är möjlig. / The passenger car fleet accounts for a large proportion of global CO2 emissions and through further implementation of alternative fuels, the transport sector can become more sustainable in the future. The technology of electric cars in terms of performance and battery capacity has, in the last decade, made great progress where the electric car today is directly competing with a car driven on fossil fuels in many respects. This report identifies the driving factors and obstacles that the electrification of the passenger car fleet faces from three perspectives; electric car battery, charging infrastructure and political instruments. The method for the work has been a literature study as well as a survey study where the results compilation of each perspective emphasized what the critical factors are. With regard to the electric car battery, the results show that the price trend together with the technical development of the batteries is a major driving force. However, the limited mileage and the sensitivity of the battery to degradation of battery health is an obstacle. Continuing, the results show that charging, which to a large extent will take place in the home, is a major driving force that minimizes the weight of the obstacles that consist in high investment costs and stress on the electricity grid. The results of the survey show that individuals do not perceive the shorter driving distance or charge of the electric car as a problem to the same extent as the literature study suggested. It turned out that a major driving force is political instruments as the result supports that a clear majority of the survey participants would have bought an electric car if the purchase cost had been the same as for a gasoline / diesel driven car. A discussion of the transition to electricity in emission-heavy industries, including the transport sector, shows that the greatest change can take place in countries such as Sweden, Finland and Iceland, where the countries' electricity mix is ​​largely made up of clean electricity. Finally, it is stated that synergy effects of the development should be exploited and applied in other industries where increased electrification is possible.

近來LED在日常生活中的照明應用如火如荼，幾乎到處可見到它的蹤跡。由於不但輕薄短小，更具節能環保特性，因此發展潛力無限，已被視為取代傳統照明的明日之星。 從較小功率的訊號指示燈運用開始，隨著開發與製造技術的提升，逐漸擴展應用到液晶電視背光板，而後家用照明、商業照明，進而車用照明等更高發光效率、更大功率、更廣色域的運用領域，儼然已成照明主流。 然而，在車用領域，雖然照明的需求非常多，諸如方向燈、煞車燈、標示燈、儀表燈、閱讀燈、晝行燈、霧燈、頭燈等，都是LED潛在的應用市場，但各家車廠在追求時尚與科技感的同時，亦無法忽略安全與耐久性的考量。尤其是在同時具有高度車廠品牌識別功能的頭、尾燈及晝行燈照明方面。 因此，從LED照明供應商至車廠，無不花費巨資、卯足全力，競相研發、推廣，如何及時將LED新產品引進到車上，以能更快更多地擄獲潛在車主歡心，取得整體商品價值與銷售市占提升的相輔相成效果。 本研究之目的，正是針對引進新產品LED照明的國產小客車，以產業龍頭公司個案為例，探討如何結合產品、訂價、通路、促銷，以及人員、流程、有形展示等7Ps行銷組合(marketing mix)策略，達到促進LED新產品在國產小客車市場的擴大應用。 本研究除了將針對企業市場競爭策略，及行銷策略組合的理論基礎加以探討外，也將同時對LED小客車的產業環境，以及個案公司有關LED國產小客車市場競爭策略、行銷策略與業務規劃等一併進行了解與分析，冀望藉此進一步推移出未來國產小客車用照明市場中，LED新產品引進及銷售的提升與發展方向。