Embora dietas de alto concentrado sejam comumente utilizadas para acabamento de cordeiros, informações sobre o efeito de teores mínimos de fibra em detergente neutro (FDN) sobre o desempenho de cordeiros são limitadas. O objetivo deste estudo foi avaliar os efeitos da inclusão de baixos teores de FDN em dieta de alto concentrado sobre desempenho, eficiência alimentar, características de carcaça, variáveis sanguíneas e ruminais de cordeiros em terminação. Vinte e quatro cordeiros machos, não castrados (peso vivo inicial de 24,55 ± 2,2 kg) foram distribuídos aleatoriamente em baias individuais, em delineamento inteiramente casualizado, com três tratamentos e oito repetições. Os tratamentos foram teores de FDN na dieta de 15, 20 e 25% com base na matéria seca. As dietas foram compostas de milho, farelo de soja, minerais e silagem de milho, e foram oferecidas duas vezes por dia, com controle diário do alimento ofertado e sobra para determinação da ingestão de matéria seca (IMS). Os animais foram pesados semanalmente e abatidos após 50 dias de confinamento, com peso vivo final de 40,48 ± 2,3 kg. Peso de carcaça quente e fria (PCQ e PCF), bem como o rendimento de carcaça quente e fria (RCQ e RCF) foram medidos. Após a evisceração, foram coletados fluido e conteúdo ruminal para determinação de ácidos graxos de cadeia curta e protozoários. Os dados foram submetidos à análise de regressão, utilizando o pacote estatístico SAS® (versão 9.0, 2002). Cordeiros alimentados com diferentes teores de FDN, apresentaram efeito linear crescente sobre a IMS e o consumo alimentar residual (CAR) conforme aumentou o teor de FDN na dieta. O ganho médio diário (GMD) e as demais variáveis de eficiência alimentar não diferiram estatisticamente entre os tratamentos. Os teores crescentes de FDN na dieta ocasionou diminuição do PCQ, RCQ e RCF, e não houve efeito significativo sobre as demais variáveis de carcaça. As variáveis sanguíneas e ruminais não foram alteradas pelos tratamentos, sugerindo que as dietas utilizadas com alto teor de concentrado e diferentes teores de FDN para cordeiros em terminação proporcionaram homeostase aos animais e ambiente adequado para fermentação ruminal. De modo geral, as dietas com teores baixos de FDN não alteraram o GMD, mas tiveram efeito sobre CAR, peso e rendimentos de carcaça aumentaram e não proporcionaram alterações fisiológicas e ruminais. / Although high concentrate diets are commonly used for finishing lambs, information about the effect of minimum levels of neutral detergent fiber (NDF) on performance is limited. The purpose of this study was to evaluate the effects of increasing dietary fiber levels on performance, feed efficiency and parameters of carcass, blood and rumen of finishing lambs fed high concentrate diet. Twenty four uncastrated male lambs (initial body weight of 24.55 ± 2.2 kg) were randomly assigned to 24 individual pens, in a complete randomized design with three treatments and eight replicates. Treatments were dietary NDF levels of 15, 20 and 25% based on dry matter. Diets were composed of corn, soybean meal, minerals and corn silage, and were offered twice a day with refusals daily measured to determine dry matter intake (DMI). Animals were weighed weekly and slaughtered after 50 d of feedlot, with body weight of 40.48 ± 2.3 kg. Hot and cold carcass weight (HCW and CCW) as well as hot and cold carcass yield (HCY and CCY) were measured. After evisceration, fluid and rumen contents were collected to determine fatty acid short chain and protozoa. Data were submitted to analysis of regression, using the statistical software SAS (version 9.0, 2002). Lambs fed with increasing levels of NDF had a linear efeect on IMS and residual feed intake (RFI). The average daily gain (ADG) and other food efficiency variables were not statistically different between treatments. Increasing levels of NDF in the diet caused a decrease in HCW, HCY and CCY, and there was no significant effect on other carcass variables. Blood and rumen variables were not affected by treatments, suggesting that the diets with high concentrate and different levels of NDF for finishing lambs provided homeostasis animals and adequate environment for rumen fermentation. In general, diets with low NDF did not alter the ADG, but had no effect on RFI, weight and carcass yield increased and did not provide physiological and ruminal changes.

Made available in DSpace on 2016-08-17T18:02:00Z (GMT). No. of bitstreams: 1 AMANDA BARROS BATISTA.pdf: 1067582 bytes, checksum: a004281fe7fc0a36012b4ff5035be83e (MD5) Previous issue date: 2007-06-26 / Analysis of discourses related to the process of classification and identification of flanelinhas who work in the public (and pay) system of rotative parking in São Luís Centre named Rotativo São Luís . The proposal of this research was to discuss what I call dynamic of classification of car guards, understood as the construction, by representatives of Car Guards Union, of classification and differentiation criteria between flanelinhas of the referred system, as well as the reasons and ways of employment of such criteria. I considered the process of classifying as capability of identify differentiations between individual and social groups, resulting, among other things, in unequal treatments or demands of behavior. In the interpretation of Pierre Bourdieu (1996, p. 110), this process would convert to what he calls social magic, once it would give existence to the nominated thing, establishing its borders and delimiting its limits. / Análises de discursos relativos aos processos de classificação e identificação de flanelinhas que trabalham no sistema público (e pago) de estacionamento rotativo, denominado Rotativo São Luís , no Centro da cidade de São Luís do Maranhão. A proposta da pesquisa foi discutir o que chamo de dinâmica de classificação dos guardadores de carro , entendida como a elaboração, por representantes do Sindicato dos Guardadores de Carro, de critérios de classificação e diferenciação entre flanelinhas do referido sistema, assim como quais as razões e formas de emprego de tais critérios. Considerei o processo de categorização como capacidade de identificar diferenciações entre indivíduos e grupos sociais, resultando, dentre outras coisas, em tratamentos desiguais ou exigências de comportamento. Na interpretação de Pierre Bourdieu (1996, p. 110), esse processo se converteria no que chama de magia social, vez que daria existência à coisa nomeada, estabelecendo fronteiras e delimitando limites.

Submitted by Renata Lopes (renatasil82@gmail.com) on 2016-09-09T11:53:36Z No. of bitstreams: 1 ramondelimabrandao.pdf: 13058175 bytes, checksum: 8f15186075cc4c49f725a8d4cfdf8c4a (MD5) / Approved for entry into archive by Diamantino Mayra (mayra.diamantino@ufjf.edu.br) on 2016-09-13T15:38:57Z (GMT) No. of bitstreams: 1 ramondelimabrandao.pdf: 13058175 bytes, checksum: 8f15186075cc4c49f725a8d4cfdf8c4a (MD5) / Made available in DSpace on 2016-09-13T15:38:57Z (GMT). No. of bitstreams: 1 ramondelimabrandao.pdf: 13058175 bytes, checksum: 8f15186075cc4c49f725a8d4cfdf8c4a (MD5) Previous issue date: 2011-09-16 / Em 1956 chegava o automóvel DKW-Vemag trazendo ao cotidiano das cidades brasileiras uma nova realidade: o carro nacional. Junto com ele vinham também novos modos de relacionamento entre automóvel e público, até então habituado aos carros estrangeiros, preferencialmente norte-americanos. Havia todo um imaginário em torno do automóvel que vinha desde o início do século XX, fortalecido após a Segunda Guerra Mundial.. Já no governo de Getúlio Vargas, entre 1951 e 1954, começava a se desenhar o esboço da indústria automobilística no Brasil com a F.N.M. – Fabrica Nacional de Motores, mas foi a partir do Programa de Metas do governo Juscelino Kubitschek, de 1955 a 1960 que teve início efetivamente a produção de automóveis no país. Os fatores que teriam determinado o êxito do carro nacional transitariam entre a própria história do automóvel até então e a estética predominante no período, conveniências empresariais na escolha dos modelos a serem produzidos e as circunstâncias políticas e econômicas, além da capacidade da mídia especializada em automóvel em criar e divulgar opiniões favoráveis ao carro nacional junto ao público brasileiro. / In 1956, the DKW Vemag car has brought to the daily life of Brazilian cities a new reality: the national car. Along with it came also new modes of relationship between car and public, until so accustomed to foreign cars, preferably American. There was a whole imaginary around the car that came from the early twentieth century, and that has been strengthened after the Second World War. In the government of Getulio Vargas, between 1951 and 1954, had began the drawing of the outline of the automotive industry in Brazil with the FNM - Fabrica Nacional de Motores, but it was from the Program Goals of Juscelino Kubitschek (1955 to 1960) that effectively had began the producing of cars in the country. The factors that would have determined the success of the national car passed through the history of the car until then, the predominant aesthetics in the period, business conveniences in the choice of models to be produced and the political and economic circumstances, besides the capacities of specialized media to create and disseminate favorable rewiews from the national car to the Brazilian public.

Submitted by Eliene Soares da Silva (eliene.silva@fgv.br) on 2012-11-26T14:59:25Z No. of bitstreams: 1 FINAL THESIS_Sven Kämmerer.pdf: 4409442 bytes, checksum: f0b4d51fcb5997ef130c873c65386e15 (MD5) / Approved for entry into archive by Eliene Soares da Silva (eliene.silva@fgv.br) on 2012-11-26T15:03:02Z (GMT) No. of bitstreams: 1 FINAL THESIS_Sven Kämmerer.pdf: 4409442 bytes, checksum: f0b4d51fcb5997ef130c873c65386e15 (MD5) / Made available in DSpace on 2012-11-26T15:16:15Z (GMT). No. of bitstreams: 1 FINAL THESIS_Sven Kämmerer.pdf: 4409442 bytes, checksum: f0b4d51fcb5997ef130c873c65386e15 (MD5) Previous issue date: 2012-09-27 / This thesis develops and evaluates a business model for connected full electric vehicles (FEV) for the European market. Despite a promoting political environment, various barriers have thus far prevented the FEV from becoming a mass-market vehicle. Besides cost, the most noteworthy of these barriers is represented by range anxiety, a product of FEVs’ limited range, lacking availability of charging infrastructure, and long recharging times. Connected FEVs, which maintain a constant connection to the surrounding infrastructure, appear to be a promising element to overcome drivers’ range anxiety. Yet their successful application requires a well functioning FEV ecosystem which can only be created through the collaboration of various stakeholders such as original equipment manufacturers (OEM), first tier suppliers (FTS), charging infrastructure and service providers (CISP), utilities, communication enablers, and governments. This thesis explores and evaluates how a business model, jointly created by these stakeholders, could look like, i.e. how stakeholders could collaborate in the design of products, services, infrastructure, and advanced mobility management, to meet drivers with a sensible value proposition that is at least equivalent to that of internal combustion engine (ICE) cars. It suggests that this value proposition will be an end-2-end package provided by CISPs or OEMs that comprises mobility packages (incl. pay per mile plans, battery leasing, charging and battery swapping (BS) infrastructure) and FEVs equipped with an on-board unit (OBU) combined with additional services targeted at range anxiety reduction. From a theoretical point of view the thesis answers the question which business model framework is suitable for the development of a holistic, i.e. all stakeholder-comprising business model for connected FEVs and defines such a business model. In doing so the thesis provides the first comprehensive business model related research findings on connected FEVs, as prior works focused on the much less complex scenario featuring only 'offline' FEVs.

Context. Building autonomous racing car controllers is a growing field of computer science which has been receiving great attention lately. An approach named Artificial Potential Fields (APF) is used widely as a path finding and obstacle avoidance approach in robotics and vehicle motion controlling systems. The use of APF results in a collision free path, it can also be used to achieve other goals such as overtaking and maneuverability. Objectives. The aim of this thesis is to build an autonomous racing car controller that can achieve good performance in terms of speed, time, and damage level. To fulfill our aim we need to achieve optimality in the controller choices because racing requires the highest possible performance. Also, we need to build the controller using algorithms that does not result in high computational overhead. Methods. We used Particle Swarm Optimization (PSO) in combination with APF to achieve optimal car controlling. The Open Racing Car Simulator (TORCS) was used as a testbed for the proposed controller, we have conducted two experiments with different configuration each time to test the performance of our APF- PSO controller. Results. The obtained results showed that using the APF-PSO controller resulted in good performance compared to top performing controllers. Also, the results showed that the use of PSO proved to enhance the performance compared to using APF only. High performance has been proven in the solo driving and in racing competitions, with the exception of an increased level of damage, however, the level of damage was not very high and did not result in a controller shut down. Conclusions. Based on the obtained results we have concluded that the use of PSO with APF results in high performance while taking low computational cost.

The mobility of people, freight and information is fundamental to economic and social activities such as commuting, manufacturing, distributing consumer goods and supplying energy. There are two major problems that arise as a result of mobility. The first is economic cost and the second is environmental impact which is of increasing concern in sustainable development due to emission levels, particularly as a result of car use. This study focuses on constructing a network of induced emissions (NOIEs) by using three models and checking the robustness of NOIEs under varying parameters and models. The three models are Stead’s model, the NAEI model, and Oguchi’s model. This study uses the Swedish city of Borlänge as the case study. Calculating CO2 emissions by constructing the NOIEs using Stead’s model appears to give an underestimation when compared to results from a NOIEs which applies Oguchi’s model. Results when applying the NAEI model in constructing a NOIEs also give an underestimation compared to a NOIEs applying Oguchi’s model. Applying the NAEI model is, however, more accurate than applying Stead’s model in constructing a NOIEs. The outcomes of this study show that constructing a NOIEs is robust using Oguchi’s model. This model is preferable since it takes into account more important variables such as driving behavior and the length of the road segments which have a significant impact when estimating CO2 emissions.

Les véhicules électriques et hybrides présentent des avantages considérables qui les rendent attrayants, mais ont un coût élevé limitant leur succès. Ce travail a pour but de contribuer à la baisse du coût des batteries lithium-ion, inducteur majeur du prix des véhicules électriques, en proposant et en évaluant des pistes d'optimisation. Pour cela, une visibilité fiable et détaillée de la structure de coût de ces batteries est un prérequis. C'est pourquoi une méthodologie de modélisation des coûts des batteries lithium-ion en lien avec la conception technique, ainsi que des référentiels économiques sur le procédé de fabrication et les matières ont été mis au point. La modélisation présentant une part d'incertitude, une méthode innovante d'évaluation de celle-ci a aussi été développée. L'utilisation de ce modèle de coût a permis la détection et l'évaluation de piste de progrès. Ainsi, une piste de progrès notable soulevée dans cette thèse porte sur un paramètre de conception négligé dans la littérature : l'épaisseur d'enduction de l'électrode. Ce modèle a aussi permis de confirmer un point déjà remarqué dans plusieurs publications : le poids considérable des matériaux actifs dans le coût total. Pour comprendre les raisons de ce fait, un modèle de coût de ces composés a été développé et a permis de mettre en lumière des voies de réduction. In fine, ce travail propose pour la première fois une modélisation détaillée jusqu'aux précurseurs des matériaux actifs de la structure de coût des batteries lithium-ion et indique des leviers de réduction. Ceci constitue un résultat remarquable, offrant de nouvelles clés pour l'optimisation technico-économique des batteries lithium-ion pour la traction automobile. / Electric and hybrid vehicles are particularly attractive. They offer several advantages, but at a high cost, which explains their current limited success. The purpose of this work is to contribute to the cost reduction of lithium-ion batteries, the main cost factor in electric vehicles. For the evaluation of cost reduction solutions, a clear and detailed comprehension of the structure of the battery cost is required. A complete environment for the cost modelling of cells for lithium ion batteries has also been developed: two cost models and two databases. This environment is made in order to precisely calculate the cost of a battery using the design parameters. Since there are uncertainties surrounding the cost modelling, an innovative method for the assessment of this uncertainty has also been developed. Using the cost model, several ways of improvement for lithium-ion batteries have been detected and quantified. Thus, a way to reduce the cost evaluated in this work is concerned with a design parameter neglected in the literature: the electrode coating thickness. This model has also confirmed a point already suggested on several papers: the preponderance of active materials on overall cost of lithium-ion batteries. To understand the reasons behind this fact, a cost model for active materials has been developed. New ways of cost reduction have been highlighted with this model. Finally, this work proposes for the first time a complete modelling of cells for lithium-ion batteries, detailed up to materials precursors. It also indicates several ways to reduce the cost of these batteries. This work gives to the community a comprehensive view on the cost structure, essential for the optimization of lithium-ion batteries.

A change is gradually taking place in the media industry. Traditional communication channels are being replaced by new, electronic, ones (Johnson, 2003). Segmented marketing is gaining popularity, as the mass-marketing model is becoming more or less obsolete (Kotler et al. 2001). At the same time, the consumers’ attention span is more divided than ever (Neff, 2004). These changes in the marketing environment demand a re-construction of the companies’ marketing efforts (Neff, 2004). They have to reach the customers online but also catch their scattered attention through different communication channels, both new and old ones (Halliday, 2004; Kotler et. al 2001). The subject for this study is this combination of new and old marketing methods. We decided to focus on the car-industry, since that industry both uses e-marketing and combine it with traditional marketing. Hence, the purpose of this thesis is to investigate the possible outcomes of the use of emarketing in combination with traditional marketing, within the car-industry. We investigated this matter from a business point-of-view, focusing on companies operating in Sweden. In order to gather information to this thesis, we conducted six interviews with representatives from different car-companies. The empirical study also includes secondary data from one car-company, this because we could not get an interview with this company. We decided to use interviews since it is a preferable method when investigating opinions and personal views (Andersson, 1994). We have identified three main outcomes of the combination of traditional marketing and emarketing. The first one is that companies can encourage their customers to become active, using this combination. The customer is, passively, receiving the advertisement thought traditional media, but can then decide to become active by visiting the company’s echannels. When online, the customer can continue to be active by interact with the content on the website. The second possible outcome, that we have identified, is the opportunity for companies to engage the customer in a two-way communication. The company can start the dialogue, using traditional marketing channels and the customer can answer by using e-channels. The third possible outcome of the combination of traditional- and e-marketing is that companies can use material gathered with electronic methods in their traditional marketing. / En förändring håller på att äga rum inom marknadsförings-industrin. De traditionella kanalerna håller på att få konkurrens av nya, elektroniska, medier (Johnson, 2003). Samtidigt håller den vedertagna massmarknadsföringsmetoden på att successivt ersättas med mer segmenterad marknadsföring (Kotler et al. 2001). Konsumenternas uppmärksamhet blir även allt mer splittrad på fler olika medier (Neff, 2004). Neff (2004) menar att denna förändring fodrar en omstrukturering av företagens marknadsföringsstrategier. Företagen måste dels nå konsumenterna där de finns idag, vilket bland annat på Internet eller spelandes TV-spel (Halliday, 2004). Samtidigt måste de fånga konsumenterna splittrade uppmärksamhet genom marknadsföringssatsningar på bred front i olika medier, både nya och gamla. (Halliday, 2004; Kotler et. al 2001). Det är just denna kombination av e-marknadsföring och traditionell marknadsföring som är fokus för denna uppsats. Vi har valt att studera bilindustrin eftersom de använder emarknadsföring i stor utsträckning och för att det inom branschen finns exempel på hur denna marknadsföring kombineras med traditionella metoder (Ford, 2005; Volvo, 2005). Syftet med uppsatsen är således att undersöka vilka möjliga effekter kombinationen av traditionell- och e-marknadsföring skapar för marknadsföringen inom bilindustrin. Detta fenomen kommer att undersökas med ett företagsperspektiv. Vi har studerat sju olika bilföretag som är verksamma i Sverige. Med syftet i åtanke har vi valt att göra en kvalitativ uppsats med intervjuer som primärkälla och litteraturstudier som sekundärkälla. Att använda oss av intervjuer som primärdatainsamlingsmetod är enligt Andersson (1994) effektivt för att få fram värderingar, upplevelser och tolkningar. Detta är viktigt då det rör sig om en kvalitativ undersökning. Vi har identifierat tre huvudsakliga möjliga kombinatoriska effekter. Den första är att företagen kan göra kunden aktiv genom att kombinera traditionell marknadsföring och e-marknadsföring. Kunden går då från att passivt ta del av reklambudskapet som levereras genom traditionell marknadsföring, till att aktivt besöka företagets e kanaler (hemsida, 3g-tjänst, e-post). Väl där kan de sedan interagera genom det aktiva innehåll som erbjuds på exempelvis hemsidan. Den andra av de kombinatoriska effekterna vi har identifierat är möjligheten till tvåvägskommunikation mellan företagen och kunden. Företaget uppmanar kunden till dialog genom traditionell marknadsföring. Kunden kan sedan följa denna uppmaning via företagets e-kanaler. Den tredje kombinatoriska effekten vi har hittat är att företag kan använda elektroniskt insamlad information om sina kunder till den traditionella marknadsföringen.

This is a Master Thesis at the Computer Science Program at Växjö University. It has been made at BSR in Växjö where the development of a diagnostic tool has been in the running since the beginning of 2008. Previously there was a base developed within the company which I was to use for developing the two layers that I was responsible for – ProtocolLayer and PresentationLayer. In the end it should lead to a XML-based diagnostic tool. The technologies used have been .NET with its language C# and XML. The future purpose for this tool is for it to be used within the company to receive important information about the cars when developing other BSR products. This thesis has focused on developing the tool to be working with the car manufacturer VOLVO and its protocols. The idea is that the diagnostic tool in the future could be extended to be working with all possible car manufacturers’ protocols and to enlighten the extensibility the project has been done using the product-line approach.

Une prédiction réaliste de la posture de conduite est requise tant pour la protection individualisée des conducteurs que pour la conception de véhicules, tout particulièrement lorsque des mannequins numériques (DHM) sont utilisés dans les premières phases de développement. Des plages étendues de réglage du volant et du siège sont disponibles dans les véhicules actuels, offrant aux conducteurs de nombreuses postures de conduite possibles. Ce travail de thèse vise à quantifier la variabilité intra- (i.e. la variabilité posturale pour un même conducteur) et inter-individu (i.e. la variabilité entre différents conducteurs), ainsi qu'à développer un modèle statistique de prédiction de posture de conduite. Les postures de conduite de 34 volontaires représentatifs de la population européenne ont été mesurées sur 5 véhicules différents. En faisant varier les ajustements initiaux du siège et du volant, une variabilité intra-individu de 22 ± 14 mm dans la direction longitudinale (x) et de 16 ± 12 mm dans la direction verticale (z) ont été observées pour la position du siège. En ce qui concerne la position du volant, une variabilité légèrement plus faible a été observée, 20 ± 15 mm en x et 13 ± 9 mm en z. La position du bassin dépend à la fois du type de véhicule et de l'anthropométrie du conducteur. Plus la hauteur d'assise du véhicule est basse, et plus le conducteur est grand, plus le siège est positionné bas et en arrière. Fait intéressant, l'angle du dossier par rapport à la verticale n'est affecté ni par l'anthropométrie du conducteur, ni par le type de véhicule. Un modèle statistique pour la prédiction de la posture de conduite basé sur les données expérimentales est proposé et comparé à d'autres modèles prédictifs existant. Les postures de conduite recueillies expérimentalement sont aussi comparées aux prédictions obtenues avec le mannequin numérique RAMSIS. Si l'on se base sur les valeurs de variabilité intra-individu pour la position des yeux et du bassin comme critère d'évaluation des prédictions de RAMSIS, seulement 16% et 30% des prédictions peuvent être considérées comme correctes. Différentes solutions pour améliorer les prédictions sont proposées / Realistic prediction of driving posture is required for both individualized protection and vehicle packaging especially when a digital human model (DHM) is used in early phase of a vehicle design. A large range of seat and steering wheel adjustments is available in today’s vehicles, offering many possibilities in driving position. The present PhD thesis aims at quantifying intra- (i.e. postural variability for a same driver) and inter-individual (i.e. variability between different drivers) variability and developing a statistical driving posture prediction model. Driving postures of 34 volunteers were recorded on 5 different vehicles, covering a large range of European drivers’ anthropometry and vehicle types. By varying initial adjustments and comparing road and laboratory conditions, we observed an intra-individual variation in the seat position, 22 ± 14 mm in longitudinal (x) direction and 16 ± 12 mm in vertical (z) direction on average. For steering wheel position, slightly smaller variations were also observed, 20 ± 15 mm in x and 13 ± 9 mm in z directions. As expected, hip position was strongly affected by both vehicle and driver’s anthropometry. Drivers sat lower and more backward for a taller driver and a higher seat. Interestingly, torso angle relative to the vertical direction was affected neither by vehicle nor by stature group. A statistical driving posture prediction model based on collected data is proposed and compared with other existing statistical models. Collected driving postures were also compared with the predictions by the digital human software modeling package RAMSIS. If we refer to the range of intra-individual variation in hip and eye locations for assessing RAMSIS predictions, only 30% and 18% of the predictions can be considered as good. Solutions for improving predictions are suggested