Made available in DSpace on 2016-03-15T19:42:06Z (GMT). No. of bitstreams: 1 Pedro de Almeida Latorre.pdf: 2795470 bytes, checksum: 230d89dc26d61644b66d62f69b8cf298 (MD5) Previous issue date: 2011-01-31 / Discusses the mythical study of the car through the movies passing at the same time by the history of cars using like main basement the theory of Roland Barthes. Reports, understands and gives form to the myth by exploring it as a cultural phenomenon, establishing a relation-ship between the mythical of the car and movies. Shows how the vehicle has an important role in helping to build the characters and the atmosphere of the film. Presents and analyzes vari-ous trends in automotive customization, relating them to the context of contemporary culture and showing them as tools for automotive creation myth. Emphasizes the questions discussed earlier, culminating in a proposal to use the myth as creative element in the design process. Relates to the current design process for permeating concepts as form and function, Gestalt, design thinking, experience design, emotional design, and semantics in product design. It also demonstrates a possible interdisciplinary methodology based on emotional design that adds to existing concepts and methodologies to facilitate the identification or production of myth / Este trabalho aborda o estudo da mítica no carro através do cinema simultaneamente passan-do pela história dos automóveis, utilizando como principal embasamento a teoria de Roland Barthes. Relata, entende e dá forma ao mito, explorando-o como fenômeno cultural, estabele-cendo uma relação entre a mítica do automóvel e o cinema. Mostra como o veículo tem um papel importante no cinema ajudando a construir os personagens e a ambientação do filme. Apresenta e analisa diversas tendências de personalização automotiva, relacionando-as ao contexto da cultura contemporânea e demonstrando-as como ferramentas para a criação do mito. Enfatiza as questões anteriormente abordadas, culminando em uma proposta de utilizar o mito como elemento criativo no processo de design, relacionando-o com o atual processo de design, por meio de conceitos como: forma e função, Gestalt, Design Thinking, Design de Experiência, Design Emocional e semântica no design de produto. Demonstra, também, uma possível metodologia interdisciplinar baseada no design emocional que se soma às metodolo-gias e conceitos existentes no intuito de facilitar a identificação ou a produção do mito

It is well known that young men constitute a high-risk group in terms of accidents involving both themselves and others. But comparatively little is known about the roles of gender, masculinity and automobility in reproducing or subverting such particularly risky performances of identity. The study aims to contribute to a deeper understanding of how gender, primarily masculinity, is interrelated with car-related identities, practices and material constructions. Contributing with qualitative insights, this study explores the ways in which gendered individuals and cars co-constitute one another in a particular context, the community of Swedish car modifiers. By using an ethnographic approach, this thesis investigates the lives of young and middle-aged car enthusiasts who invest considerable time, money, skill and passion in modifying, showing and driving their cars. The material stems from fieldwork carried out at car shows, in cars, on online modified-car forums and in garages between 2006 and 2008. In total, 53 men and 14 women between the ages of 19 and 60 make up the informants. The study shows how gender, in particular masculinity, is reproduced and negotiated in the modifiers’ attempts to become “unique” subjects through making their own versions of the car. Cars are not only a means of self-expression and constructing identity, but serve to build community and regulate relations between, primarily, men through competition at car shows and when driving. The study examines the reproduction of craftsmanship as a purified ideal that distinguishes car modifiers as a “special kind” of men, a figure that takes its form through intersecting imaginaries of Swedishness, class and masculinity. To rely on one’s own ideas and hands represented a more authentic way of creating one’s dream car in a heavily commercialised culture. Constructions of masculinity in driving are explored in its profoundly embodied, emotional and dangerous aspects developed in the context of men, cars and risk-taking. The personalised car is shown to generate different forms of risk-taking, which are also productive of counter-discourses on dangerous and risky driving. / Det är välkänt att unga män utgör en särskild högriskgrupp vad gäller trafikolyckor som involverar både dem själva och andra. Samtidigt brister kunskapen om hur genus, maskulinitet och motorkulturer samverkar för att stärka eller undergräva sådana former av risktagande och identitetsskapande. Den här studien syftar till att bidra till en fördjupad förståelse om hur genus, särskilt maskulinitet, är sammanvävt med bilrelaterade identiteter, praktiker och materiella konstruktioner. Med en kvalitativ forskningsansats utforskas de sätt som individer och bilar samkonstitueras i ett specifikt sammanhang, nämligen bland svenska bilbyggare/bilentusiaster. Med en etnografisk ansats studeras unga och medelålders bilentusiasters intresse för sina bilar, som de lägger ner ansenliga summor pengar, tid, kunskap och passion i att bygga om, visa och köra. Studien baseras på ett fältarbete som genomfördes mellan 2006 och 2008 på bilshower, i bilar, i internetbaserade bilgemenskaper och i garage. Totalt har 53 män och 14 kvinnor mellan åldrarna 19 och 60 deltagit i studien. Studien visar att genus, särskilt maskulinitet, både återskapas och förhandlas när bilbyggarna använder bilen för att skapa sig själva som unika subjekt. Bilar är för bilentusiasterna inte bara ett uttryckssätt, utan är även centrala för att skapa samhörighet, samt för att reglera relationer mellan främst män genom att tävla på bilshower och bilkörning. I en alltmer kommersiell kultur framstår hantverksidentiteten av särskild vikt för görandet av maskulinitet. Studien undersöker återskapandet av hantverksskicklighet som ett ideal vilket urskiljer bilbyggarna som en ”särskild sorts” män, skapad genom sammanflätade föreställningar om svenskhet, klass och maskulinitet. De sätt som genus skapas genom bilkörning är intimt sammanlänkat med förkroppsligade och emotionella band till bilen, något som främst utforskats i relation till hur bilbyggarna förhandlar risk och fragilitet i relation till sina ombyggda bilar. Den personifierade bilen ger upphov till olika former av risktagande, vilka även skapar motdiskurser mot ett reproducerande av farlig och riskfylld bilkörning.

Responsible for one in eight tonnes of national CO₂ emissions, the passenger car sector is pivotal to delivering on UK climate change commitments to avoiding warming of more than 2°C. This thesis provides a clear and quantitative framing of emissions reduction at the sectoral level, by disaggregating global cumulative emissions budgets and pathways associated with a range of probabilities of exceeding 2°C. The relatively low level of abatement currently planned for the UK car sector, it is argued, needs to be significantly increased for the following reasons: (i) a scientific basis in cumulative emissions for sectoral mitigation makes carbon budgets, rather than end point targets (e.g. 2050), of the first importance; (ii) the currently high probability (63%) of exceeding 2°C underpinning the current UK carbon budgets is inconsistent with the UK government’s commitment to avoiding ‘dangerous climate change’; (iii) short-term emissions growth in industrialising countries considerably reduces remaining emissions space for industrialised countries; (iv) very limited scope exists for any large sector to cut emissions by less than the national mean rate of decarbonisation at higher rates of mitigation (around 10% p.a. by the 2020s). The consequences for emissions space in other sectors if international aviation and shipping mitigate less than the mean are quantified. For UK car sector emissions to remain consistent with a low probability of exceeding 2°C while observing these limitations, this analysis finds that planned sectoral mitigation over the coming decade needs to be increased fourfold. Means to address this expected abatement shortfall using readily available technology are investigated using a fleet emissions model to compare the effect on cumulative emissions of changes in a range of fleet parameters (including mean new car bulk emissions factors, vehicle age-proportionate annual distance travelled, and rates of fleet growth and turnover). Pushing existing car technology to the limit of expected short term efficiency gains is found to be insufficient to deliver a pathway with better than 56% probability of exceeding 2°C. Without reduction in aggregate demand for vehicle kilometres in the short term, lower probabilities of 2°C are placed beyond reach. The possibility of rapid step changes in levels of per capita car use is explored in qualitative interviews using narrative storyline scenarios. A range of coercive and voluntary interventions is considered in relation to their potential to overcome the structural and behavioural constraints to rapid transformation of personal travel.

The aim of the theoretical part of this thesis is to describe different dimensions and elements of marketing strategy of a company and present different steps companies are recommended to take during planning and preparing a marketing strategy. The practical part describes the analysis of the Volkswagen AG program for used cars Das WeltAuto. The analysis focuses on the international marketing strategy that the program follows in the markets where it operates and describes its main elements, goals and implementation. The ultimate aim of this thesis is to analyze the process of integration of different brands on the level of a big corporation and to research the process of implementation of a marketing strategy for special used car program Das WeltAuto on an international level.

Orientador: Franco Giuseppe Dedini / Dissertação (mestrado) - Universidade Estadual de Campinas, Faculdade de Engenharia Mecânica / Made available in DSpace on 2018-08-22T04:27:38Z (GMT). No. of bitstreams: 1 Eckert_JonyJavorski_M.pdf: 14458146 bytes, checksum: b2eb0f5d4618d1873858f49c66965bec (MD5) Previous issue date: 2013 / Resumo: Dinâmica veicular é o estudo das interações entre o veículo, condutor e o ambiente bem como as reações de carga, sendo esta dividida em 3 grandes áreas: dinâmica longitudinal, vertical e lateral. Existem variações entre os métodos propostos pela literatura para o cálculo da dinâmica longitudinal do veículo, sendo que o objetivo deste trabalho é, por meio de simulações, compararem os resultados obtidos pelas diversas metodologias. Por meio de um modelo gerado com auxílio do programa de análise dinâmica de multicorpos Adams®, juntamente com o Simulink Matlab®, foram implementados os métodos de cálculo propostos pela literatura de forma a simular o comportamento de um veículo em função de uma demanda de potência gerada por meio do padrão de velocidades imposto pelos ciclos das normas brasileiras NBR6601 e NBR7024. Os resultados encontrados foram comparados por meio da correlação linear entre as curvas de torque resultantes do modelo dinâmico, possibilitando uma avaliação entre os resultados encontrados pelos diferentes métodos. Também foram avaliados o consumo de combustível, a influência da variação da massa do veículo e da estratégia de condução no comportamento dinâmico do veículo, bem como modelos complementares referentes a veículos híbridos e o efeito da adição de um modelo de embreagem no conjunto simulado / Abstract: Vehicular dynamics is the study of interactions between vehicle, driver and load reactions. The vehicular dynamics is divided into three areas: longitudinal, vertical and lateral. There are variations between the methods proposed in the literature to calculate the longitudinal dynamics of the vehicle. The purpose of this study is, through simulations; compare the results obtained by different methods. By means of a model generated by Adams® (Software of Multibody Dynamics Analysis) together with Simulink Matlab® were implemented the calculation methods proposed by literature to simulate the behavior of a vehicle according to a power demand resulting from the default speeds cycles required by Brazilian Standards NBR6601 and NBR7024. The results were compared using linear correlation between the couple curves resulting from the dynamic model, allowing an evaluation of the results reported by different methods. Were also evaluated: the fuel consumption and the influence of the mass vehicle variation, the driving strategy in the vehicle dynamic behavior, some complementary models of hybrid vehicles and the effect of add a clutch model / Mestrado / Mecanica dos Sólidos e Projeto Mecanico / Mestre em Engenharia Mecânica

This diploma thesis deals with the design of device for measuring wheel alignment and set- up of race car chassis. The real prototype of measuring device based on previous theoretical design has been made. The measuring procedure is mentioned as well. Another part is focused on factors affecting accuracy of measurement. The last part contains evaluation and discussion of gained results based on several measurements that have been done with prototype of measuring device.

FACTS - Founded in July 2008 - Meanwhile about to 250 employees. The team structure is characterized by a big number of very experienced engineers - AVL Software and Functions GmbH creates prototyping and serial solutions (software and hardware) for different applications in the fields of for example passenger cars, racing, two wheelers, light and heavy duty vehicles - AVL Software and Functions is the globally responsible competence center for software development inside theAVL group. - 100% integrated into the worldwide AVL network

This study aims to investigate possible consequences for rural residents and the political legitimacy for the state. In Sweden, environmental policy is widespread, and the state aims to be the first climate-neutral welfare state. Previous research and the results from our study indicate that Swedish citizens do not like carbon dioxide taxes. Many rural residents have expressed dissatisfaction in the media with the rise in fuel prices. Therefore, we were interested in what the target group has had for consequences and what they think of the measure. The results show that the consequences have not been devastating, while the rural residents do not believe that they have the right conditions to be a part of the green transition. Surprisingly many of our interviewees have considered switching to an electric gar given the rising fuel prices. For more people to be able to switch to an electric car, targeted investments from the state are required. Our results indicate that the current green transition is not possible and fair for the people in rural areas.

A transition phase is taking place in Sweden, where the goal is to become a completely climate neutral country by 2045. The transport sector currently accounts for a third of fossil emissions in Sweden, while the transport sector also has the greatest potential to become fossil-free through, forexample, a comprehensive electrification. Bottlenecks in the grid is a challenge that Sweden faces where the existing ability to send powerthrough the country is already highly utilized. Battery storage can partly be the solution to this problem and also support the future needs that a further electrification of the transport sector may cause. Battery storage can, however, be both expensive and require a lot of space. To avoid this, the mobile battery storage that is available in electric cars can be used to convey power to the grid based on need. The technology that performs this bidirectional charging is called V2G (vehicle-to-grid) and has enormous theoretical potential. The number of electric cars in Sweden has increased by 82% duringthe year 2020, which provides good conditions for continuing to investigate the potential for V2G. Previous studies have shown challenges with the technology. The main issues pointed out have been profitability, winter conditions and battery wear, all of which are taken into account in this study. As in all of Sweden, Halmstad needs to plan for its electrification of the transport sector and load consequences on the grid. This study carries out a combined qualitative and quantitative case study that examines how a future electric car fleet can affect Halmstad's local grid. With data from HEM Nät from a winter week that will correspond to extreme conditions for the grid, a model has been developed in Excel to test different proposed scenarios. What is analyzed is how V2G can work in practice depending on where and when charging takes place, and whether power regulation can be profitable for both private individuals and network operator. Results show that some form of power regulation will be needed in the future to deal with the consequences of uncontrolled electric car charging with an ever-larger electric car fleet, and that V2G may be an option. Despite the winter climate and consideration for battery wear, a significant power peak reduction can be achieved if sufficient participation is attained and a good control strategy is found. Financial analysis shows a negative outcome for private individuals who use V2G. The utility services that is provided can on the other hand reduce costs for the network operator through load balancing incentives and reduced subscriptions to overlying networks. This in turn can enable an interest in network operators to introduce local incentives for private individuals' involvement.

Der zunehmende Ausstoß von Treibhausgasen gilt als wahrscheinlichste Ursache für die beschleunigte Erwärmung des weltweiten Klimas in den vergangenen Dekaden [1]. Zur Begrenzung des Temperaturanstiegs auf maximal 2°C im Vergleich zum vorindustriellen Niveau wurden weltweit Ziele zur Reduktion der Kohlenstoffdioxidemissionen definiert. Maßnahmen zur Effizienzsteigerung im Klimatisierungssystem von Personenkraftwagen können hierzu einen doppelten Beitrag leisten. Zum einen wird der Gesamtenergiebedarf der Fahrzeuge reduziert. Zum anderen kann die Realreichweite elektrifizierter Fahrzeuge erhöht und damit die Marktdurchdringung der Elektromobilität gefördert werden. Ein entscheidendes Hindernis bei der Umsetzung von Effizienzmaßnahmen im Klimatisierungssystem ist das Fehlen einer vereinheitlichten Methodik zur Bewertung der Emissionseinflüsse [3] sowie der finanziellen Auswirkungen für Endkunden und die Automobilindustrie in den weltweiten Vertriebsmärkten. Im Rahmen der vorliegenden Arbeit wird eine solche Bewertungsmethodik entwickelt und das Emissionsvermeidungspotential von aktuell diskutierten Maßnahmen abgeleitet. Die Methodik kombiniert ein thermisches Kabinenmodell und ein vereinfachtes Modell des Klimatisierungssystems mit statistischen Daten zum lokalen Klima, dem lokalen, tageszeitabhängigen Mobilitätsverhalten und Daten der lokalen Energiemärkte (Preise und Emissionsintensitäten). Die Methodik betrachtet dabei jeweils fünf Karosserietypen und sechs Antriebssystemtypen für 61 Orte weltweit. Zur Bewertung von Kundenakzeptanz und Umsetzungsquoten der Maßnahmen wird als statistische Größe der relative Umsetzungsfaktor entwickelt. Er setzt sowohl die Emissionsbilanz als auch die Kostenbilanz für Kunden ins Verhältnis zur Schwankung der Werte in den einzelnen Vertriebsmärkten. Daraus werden eine Empfehlung zum Angebotsszenario und eine Abschätzung von Ausstattungsquoten abgeleitet. Auf Grundlage dieser Ergebnisse kann das weltweite Emissionsvermeidungspotential von einzelnen Maßnahmen oder Maßnahmenpaketen abgeschätzt werden. Eine Untersuchung von 20 aktuell diskutierten Maßnahmen zeigt, dass sich das aus dem 450-Szenario der IEA abgeleitete Reduktionsziel von jährlich 27 MtCO2 nicht ohne zusätzliche Kosten für Endkunden oder Automobilhersteller erreichen lässt. Die Emissionsvermeidungskosten sind mit 154 EUR/tCO2 jedoch deutlich geringer als für viele aktuell bereits umgesetzte Maßnahmen. Durch geschickte Anreizsysteme seitens der politischen Entscheidungsträger scheint daher eine Realisierung von großen Teilen des Potentials möglich.