In 2018, the shipping industry accounted for 2.89% of worldwide greenhouse gas (GHG) emissions, with carbon dioxide (CO2) being the most significant GHG affecting global warming (IMO, 2020). This research aims to introduce a method for selecting propellers at the early design stage to lower CO2 emissions from ships.Traditionally, propeller design assumes that a ship travels in a straight line at a constant speed. However, real-sea conditions involve environmental forces and ship maneuvering, requiring frequent adjustments in speed and direction. These adjustments affect the flow angle and velocity at the propeller, causing it to operate outside its design point and, as a result, reducing its efficiency.To tackle this issue, a MATLAB-based simulation program was developed. Which predicts ship maneuvering motions in 4 degrees of freedom (DOF)—surge, sway, yaw, and roll—using the MMG model. The program applies wave and wind forces, calculates ship motion responses in each iteration, and employs two controllers to manage the rudder and propeller speed, ensuring the ship stays on course and arrives on time.The optimization process is iterative, using simulation outcomes to determine propeller speed, thrust, drift angle, etc., and then selecting an optimized propeller with the program's optimization tool that is more adequate for the operational condition.Building on Trodden's (2014) work, this approach improves maneuvering simulations' accuracy by incorporating ship rolling motion, more realistic wave modeling, and more accurate hydrodynamic coefficients. This offers a closer representation of operational conditions.Case studies comparing this method with the traditional approach to propeller selection have shown the simulation program's precision and its effectiveness in improving propeller open water efficiency by 1.65% and reducing CO2 emissions by 1.47% for a Pure Car Carrier (PCC) ship. The results of the research showed a promising potential for the program to predict ship maneuvering motions in real-sea conditions and optimize the propeller. / År 2018 stod sjöfartsindustrin för 2,89 % av de globala utsläppen av växthusgaser (GHG), där koldioxid (CO2) är den mest betydande växthusgasen som påverkar den globala uppvärmningen (IMO, 2020). Denna forskning syftar till att introducera en metod för val av propellrar i det tidiga designskedet för att sänka CO2-utsläppen från fartyg.Traditionellt antar propellerdesignen att ett fartyg reser i rakt linje med konstant hastighet. Men verkliga sjöförhållanden involverar miljöpåverkan och fartygsmanövreringar, vilket kräver frekventa justeringar av hastighet och riktning. Dessa justeringar påverkar flödesvinkeln och hastigheten vid propellern, vilket gör att den opererar utanför sin designpunkt och som ett resultat minskar dess effektivitet. För att ta itu med denna fråga utvecklades ett MATLAB-baserat simuleringsprogram. Programmet förutsäger fartygsmanövreringsrörelser i 4 frihetsgrader (DOF) - surge, sway, yaw och roll - med användning av MMG-modellen. Programmet tillämpar våg- och vindkrafter, beräknar fartygsrörelsesvar i varje iteration och använder två kontrollanter för att hantera rodret och propellerhastigheten, vilket säkerställer att fartyget håller kursen och ankommer i tid.Optimeringsprocessen är iterativ, använder simuleringsresultat för att bestämma propellerhastighet, dragkraft, drifvinkel osv., och väljer sedan en optimerad propeller med programmets optimeringsverktyg som är mer lämplig för driftsförhållandet. Genom att bygga vidare på Troddens (2014) arbete förbättrar denna metod noggrannheten i manövreringssimuleringar genom att inkludera fartygets rullningsrörelse, mer realistisk vågmodellering och mer exakta hydrodynamiska koefficienter. Detta erbjuder en närmare representation av driftsförhållanden.Fallstudier som jämför denna metod med det traditionella tillvägagångssättet för val av propeller har visat simuleringsprogrammets precision och dess effektivitet i att förbättra propellerns öppenvatteneffektivitet med 1,65 % och minska CO2-utsläppen med 1,47 % för ett Pure Car Carrier (PCC) -fartyg. Forskningens resultat visade en lovande potential för programmet att förutsäga fartygsmanövreringsrörelser under verkliga sjöförhållanden och optimera propellern.

Denna studie utvärderar olika scenarier som innebär att ersätta dieselbilar och värmare med elektriska versioner samt använda mer miljövänligt bränsle med hänsyn till CO2-utsläpp och ekonomisk analys av dessa förändringar. Det primära fokuset för denna forskning är att hitta sätt att minska CO2-utsläppen orsakade av vägtransporter och värmare som används av Ramudden AB i Sverige. Detta masterprojekt är inriktat på att minska utsläppen med beaktande av kostnaden för förändringarna. Eftersom källan till utsläpp varierar och är specifik för verksamheten kommer varje företag att ha sina egna lösningar. För att lösa problemet inkluderar tillvägagångssättet att ersätta fordon, särskilt tunga fordon och värmare, med elektriska versioner och övergå till mer miljövänligt bränsle baserat på företagets behov. Denna studie innehåller olika antaganden eftersom teknisk tillgänglighet, teknologiska framsteg och ekonomiska förhållanden inte är konstanta. De viktigaste resultaten visar att användning av HVO som bränsle kommer att producera lägst utsläpp bland de olika scenarier. Men på grund av bränslets tillgänglighet och kostnadsbekymmer skulle kombinationen av elektriska fordon och värmare med ett bättre bränsleval resultera i mer robusta resultat än att bara välja miljövänliga bränsletyper i scenarierna. / This study assesses different scenarios involving replacing diesel vehicles and heaters with electric versions and using more eco-friendly fuel while considering the CO2 emissions and economic analysis of these changes. The primary focus of this research is to find ways to reduce CO2 emissions caused by road transportation and heaters used by Ramudden AB in Sweden. This Master's thesis project is centered on reducing emissions while considering the cost of the changes. Since the source of emissions varies and is specific to the business, each company will have its own solutions. To solve the problem, the approach includes replacing vehicles, particularly heavy-duty vehicles and heaters, with electric versions and adopting eco-friendly fuel behavior based on company guidance. This study contains various assumptions since technical availability, technological developments, and economic conditions are not constant. The key findings reveal that using Hydrotreated Vegetable Oil (HVO) as fuel will produce the lowest emissions among the various scenarios. However, due to fuel availability and cost concerns, combining electric vehicles and heaters with a better fuel choice would result in more robust results than just opting for eco-friendlier fuel types in the scenarios.

本文主旨在於透過國內消費重新估算臺灣二氧化碳排放量。蓋全球各區域二氧化碳排放量的變動，透過貿易分工而移轉，若只用一國國內生產面估算二氧化碳的排放量，將忽略了各國實際消費的二氧化碳排放量，並使《京都議定書》防止全球暖化的原意大打折扣。因為已開發國家為了達到氣體減量政策的目標，可將二氧化碳排放密集的產業遷移至低度開發國家，溫室氣體的排放只是由締約國轉移到非締約國而已。反之，若以消費面二氧化碳排放量作為二氧化碳減量之依據，則能更有效地提供減量誘因，促進減量技術之發展或誘導節約用能與需求消費。爰此，本文先以透過產業關聯模型調整消費面的臺灣二氧化碳排放量估算值，並以排放減量的觀點分析產業部門之進出口來源國，最後透過多目標規劃模型，進行二氧化碳減量之政策分析，並提出產業發展建議。 / This paper aims at estimating the CO2 emissions of Taiwan from the perspective of domestic consumption side. Since the developed countries would achieve the emission reduction goal by transferring their emission-intensive industries form their lands to the developing countries, we would neglect the true CO2 emissions of nations if we only estimate their CO2 emissions from the perspective of domestic production side, therefore reduce the significance of the Kyoto Protocol, which aims at reducing emissions. On the contrary, If we estimate the CO2 emissions of nations through the consumption side, we can provide the incentives for emission reduction more effectively, prompting the development of the technology of emission reduction or inducing consumers to conserve the use of energy. Consequently, this paper first estimates the CO2 emissions of Taiwan from the perspective of domestic consumption side through an input-output model, then estimates the import and export emissions of industry sectors, finally it analyzes the policies for CO2 emission reduction by a multi-objective programming model and provides suggestions for the development of industries.

La thèse se concentre sur le secteur non-électrique agrégé couvert par le SCEQE. La contribution du secteur non-électrique aux variations des émissions de CO2 pendant les deux premières phases du marché (2005-2012), tant du point de vue de la demande finale que de celui de l’offre, est comparée à celle du secteur électrique. Les implications du mode d’allocation gratuite de quotas au secteur non-électrique durant la troisième phase du marché (2013-2020) sont examinées, ce qui constitue l’une des premières évaluations approfondies des benchmarks institués en Phase 3. Il est montré que, tant du point de vue de la demande finale que de celui de l’offre, le secteur non-électrique, du fait de ses interdépendances et de son niveau d’activité, a davantage contribué aux variations des émissions de CO2 que ne l’a fait le secteur électrique, au cours la période 2005-2012. Il est également montré que, en dépit de ses effets redistributifs, le mode d’allocation gratuite par benchmarks tel qu’il a été défini, demeure imparfait et n’est ainsi pas à la hauteur du rôle central du secteur non-électrique dans le fonctionnement du marché. / The thesis focuses on the aggregated non-power sector covered under the EU ETS. First, the non-power sector contribution to CO2 emissions changes in the first two phases of the Scheme (2005-2012), both from a final demand perspective and a supply perspective, is compared to that of the power sector at first. Then, the implications of the non-power sector specific free allocation methodology in the third phase of the Scheme (2013-2020) are scrutinized, which constitutes one of the first thorough assessment of Phase 3 benchmarking. It is showed that both from a final demand perspective and a supply perspective, the non-power sector, through its interrelated character and its activity levels, has contributed to changes in EU ETS CO2 emissions more than the power sector did, over the 2005-2012 period. It is also showed that, despite its free allocation redistribution effects, benchmark-based Phase 3 free allocation remains flawed and may benefit from further improvements to be up to the central role of the non-power sector in the EU ETS dynamics.

Reservatórios de usinas hidrelétricas instalados em regiões tropicais podem representar contribuição significativa para as emissões de gases efeito estufa (GEEs) para a atmosfera. Neste contexto, é relevante desenvolver métodos para avaliação da emissão de CH4 e CO2 causada pela instalação desses empreendimentos hidrelétricos. A UHE Belo Monte no Rio Xingu (leste da Amazônia) é a terceira maior usina hidrelétrica em potencial de geração de energia do mundo. A estimativa das emissões de GEEs associadas à UHE Belo Monte é exemplo de alta relevância que pode servir de base para futuros empreendimentos previstos para serem construídos na região amazônica. Neste estudo, foram realizados experimentos de incubação de solos e de inundação de testemunho de solos das áreas dos reservatórios da UHE Belo Monte. Estes experimentos auxiliaram na compreensão da resposta do fluxo de CH4 e CO2 tanto na resolução vertical (e.g. profundidade), quanto na resolução horizontal (e.g. contexto fisiográfico). Os resultados demonstraram alta produção de CH4 e CO2 na camada superior (10 cm), a qual apresenta conteúdo orgânico mais elevado. O solo de floresta de igapó apresentou a maior taxa potencial de produção de CH4 (15,59 nmol CH4 g-1 h-1), enquanto que o solo de pasto apresentou a maior taxa de produção de CO2 (34,96 nmol CO2 g-1 h-1). As emissões médias de CH4 e CO2 para os reservatórios da UHE Belo Monte foram, respectivamente, iguais a 54 ± 60 mmol CH4 m-2d-1 e 330 ± 149 mmol CO2 m-2 d-1. Esses resultados indicam incremento no fluxo de CH4 e CO2 em relação ao fluxo natural destes gases no Rio Xingu medido antes da instalação da UHE Belo Monte. Isto permite computar as emissões de CH4 e CO2 na energia gerada para a avaliação do custo-benefício do empreendimento hidrelétrico, em termos de emissões de CH4 e CO2 para a atmosfera. Além disso, foram realizadas projeções de emissões de carbono ao longo de 100 anos de operação da UHE Belo Monte e a elaboração de modelo do balanço de massa de carbono (\"C budget\") para os reservatórios da UHE Belo Monte. Estimou-se que o impacto em emissões líquidas do empreendimento ocasionaria emissões entre 2,3 e 15,1 Tg C para o período de 100 anos. Dessa forma, espera-se que este estudo sirva de base para avaliar casos análogos, já que o plano de expansão da matriz energética brasileira considera a instalação de outras usinas hidrelétricas em rios do leste amazônico / Hydroelectric reservoirs installed in tropical regions can represent a significant contribution to greenhouse gas emissions (GHGs) to the atmosphere. In this context, it is relevant to develop methods to evaluate CH4 and CO2 emissions caused by the installation of hydroelectric reservoirs. The Belo Monte hydroelectric plant in Xingu River (eastern Amazon) is the third largest hydroelectric plant in the world in terms of installed capacity and is an example of high relevance that can serve as a study case to evaluate future hydroelectric projects planned to be built in the Amazon region. In this study, soil incubation and soil flooding experiments using samples from the Belo Monte reservoir areas were performed to understand the response of the CH4 and CO2 fluxes under impounding of the Xingu River, considering both vertical (e.g. depth) and horizontal resolution (e.g. physiographic context). The results showed a high production of CH4 and CO2 in the top layer (10 cm) of soils, due to higher organic content. The igapó forest soil presented the highest potential production rate of CH4 (15.59 nmol CH4 g -1 h -1), while pasture soil presented the highest CO2 production rate (34.96 nmol CO2 g -1 h-1). The mean fluxes of CH4 and CO2 from Belo Monte reservoirs were respectively 54.05 ± 60.73 mmol CH4 m-2 d-1 and 330.76 ± 149.83 mmol CO2 m-2 d-1. These results indicate significant increase in the CH4 and CO2 fluxes compared to the natural fluxes of CH4 and CO2 from the Xingu River before damming for construction of the Belo Monte reservoirs. This allows to calculate GHGs emissions associated with the energy generated by the Belo Monte hydroelectric plant in the first years of operation and its cost-benefit evaluation in terms of carbon emissions. In addition, carbon emission projections for the next 100 years were carried out and a model for carbon mass balance (CH4 and CO2 budget) was elaborated for the Belo Monte reservoirs. It was estimated that the net emissions of the Belo Monte reservoirs would vary from 2.3 to 15.1 Tg C for a period of 100 years. Thus, this study is expected to serve as a basis to evaluate similar cases, as the plan of expansion of Brazilian energy plans matrix considers the installation of other hydroelectric plants in rivers of eastern Amazon.

Godstransporter ökar i takt med att utrikeshandeln växer, vilket bidrar till utsläpp av växthusgaser. Hållbar utveckling och miljö är viktiga faktorer i dagens samhälle vilket gör att det ställs krav på nya och innovativa transportlösningar. Ett alternativ att bemöta dessa krav är genom högkapacitetstranporter, som i dagsläget testas, utförs och forskas kring frekvent i Sverige. Högkapacitetstransport avser lastbilsfordon som är längre och/eller tyngre än dagens konventionella lastbil som har fått dispens att trafikera vissa zoner på det svenska vägnätet. Denna studie baseras på att utvärdera två intermodala transportlösningar för transport av gods på sträckan mellan Göteborgs hamn och Viared, Borås. Den ena transportlösningen baseras på högkapacitetstransport och den andra baseras på en järnvägsbaserad transportlösning. De alternativa transportlösningarna utvärderas med avseende på effektivitet omfattande transportkostnad, flexibilitet och tid samt miljöpåverkan omfattande koldioxidutsläpp genom en fallstudie.Slutsatserna har resulterat i att högkapacitetstransport genererar en högre transporteffektivitet jämfört med dagens dragbil som trafikerar den utpekade vägsträckan i fallstudien. I brist på material har inga konkreta kostnader kunnat beräknats för de olika transportlösningarna. Däremot kunde en slutsats dras kring att de alternativa transportlösningarna ej bör uppgå till en högre kostnad än vad dagens transportlösning genererar. Ur miljösynpunkt har koldioxidutsläpp för de olika transportlösningarna beräknats. Implementeras hela vägsträckan med högkapacitetstransport har resultatet gällande koldioxidutsläpp genererat i en minskning med 30,6 procent jämfört med dagens dragbil. Däremot visade studien att järnvägstransporten vinner miljömässiga fördelar då den jämfört med dragbilen som trafikerar vägsträckan idag reducerar utsläppen med 80,4 procent. Dock visar koldioxidutsläppet i den intermodala järnvägslösningen att vägtransporterna bidrar med 98 procent av utsläppen.Denna studie väger för- och nackdelar gentemot varandra för en implementering av högkapacitetstransport. Högkapacitetstransporten jämförs även gentemot järnvägens för- och nackdelar vid transport av containergods. Studien bidrar dessutom till att stärka och reflektera över tidigare publicerade studier som finns inom ämnet. / Freight transport increases as foreign trade grows, which contributes to greenhouse gas emission. Sustainable development and the environment are important factors in today's society, which imposes demands on new and innovative transport solutions. One way of meeting these demands is through high capacity transports, which are currently being tested, performed and researched frequently in Sweden. High capacity transport refers to truck vehicles that are longer and/or heavier than today's conventional truck that has been given the dispensation to traffic certain areas on the Swedish road network. This study is based on evaluating two intermodal transport solutions for the carriage of goods on the route between Port of Gothenburg and Viared, Borås. One transport solution is based on high capacity transport and the other is based on a rail-based transport solution. Through a case study, the alternative transport solutions are evaluated based on efficiency, including transportation costs, flexibility and time, and the environmental impact including CO2 emissions.The conclusions have resulted in high capacity transport generating a higher transport efficiency compared with today's truck that operates the designated road distance in the case study. In lack of material, no concrete costs have been calculated for the various transport solutions. On the other hand, a conclusion could be drawn that alternative transport solutions should not be at a higher cost than today's transport solution results in. From an environmental point of view, CO2 emissions for the various transport solutions have been calculated. Implementing the entire road haulage with high capacity transport has resulted in a reduction of CO2 emissions by 30,6 percent compared to the current truck. On the other hand, the study showed that rail transport wins environmental benefits, as compared to the truck that carries the route today, emissions reduce by 80,4 percent. However, CO2 emissions in the intermodal railroad solution show that road transport contributes 98 percent of emissions.This study weighs strengths and weaknesses towards each other for the implementation of high capacity transport on the designated route. High capacity transport is also set against the railroad with pros and cons of transporting container goods. The study also contributes to strengthening and reflecting the theory from previously published studies within the subject.

A maior parte das emissões de CO2 do concreto origina-se na produção do cimento. A estratégia tradicional de minimização da pegada de CO2 tem privilegiado o grau de substituição do clínquer. O trabalho examina o impacto dessa estratégia e também a influência da escolha do fornecedor de cimento sob a ótica de sua matriz energética, a variação do consumo de cimento para concretos de mesma resistência e do desvio padrão do processo produtivo de acordo com o controle do processo de produção do concreto. O método de trabalho inclui dados de revisão bibliográfica, normalização técnica e dados de central de concreto. A estratégia tradicional de escolha do tipo de cimento baseando-se em seu teor de clínquer mostra-se incompleta, pois há uma grande variação e sobreposição dos teores de clínquer permitidos nas normas técnicas brasileiras. No momento atual estima-se que a indústria cimenteira nacional utilize praticamente toda a escória de alto forno gerada no país e a quase totalidade das cinzas de melhor qualidade. Dessa forma, aumentando a demanda de cimento, a produção de clínquer aumenta, e o teor de adições no clínquer diminui dentro das extensas faixas permitidas pelas normas técnicas. Nesse cenário, a seleção de um tipo de cimento em detrimento de outro pode reduzir o impacto de uma obra específica, embora não traga necessariamente benefícios ambientais para o país. A troca da matriz energética por carvão vegetal de madeira de florestas plantadas pode minimizar a parcela de emissões provenientes de combustíveis do cimento, diminuindo a emissão de 350 kg para 10 kg de CO2 por tonelada de clínquer produzida. A eficiência do processo de formulação do concreto apresenta grande potencial para diminuir a quantidade de cimento utilizada no concreto, diminuindo, assim, as emissões totais de CO2 do concreto. Os dados levantados apontam uma variação de consumo de cimento de mais de 100% para concretos de mesma resistência. A influência do desvio padrão das condições de produção apresenta potencial menor para a diminuição das emissões, diminuindo no máximo 13% o consumo de cimento no concreto. A combinação das quatro estratégias estudadas demonstra a complexidade da emissão do concreto e o grande potencial para mitigar suas emissões de CO2. A necessidade de informações específicas sobre a emissão dos cimentos, seu teor de clínquer e sua matriz energética, uma técnica de dosagem otimizada e um controle das condições de produção do concreto demonstram que há, tanto para fornecedores de matérias primas do concreto quanto para os usuários e produtores do concreto, muito a ser feito para minimizar as emissões deste material tão consumido. / Most of concretes CO2 emissions originate from cement production. The traditional strategy for minimizing the CO2 footprint of concrete has favored the degree of clinker replacement. This paper examines the impact of this strategy and also the influence of the choice of the cement supplier based on the fuel composition in cement production, the variation of cement usage in concretes of the same strength and the standard deviation of the production process of concrete based on the control of its production process. The method of work uses data from literature, technical standards and data from a concrete central. The traditional strategy of the choice of cement type based on its clinker content is insufficient due to the extensive and overlapping clinker content range of different cement types allowed in Brazilian technical standards. At the present time, it is estimated that the cement industry utilizes all of the blast furnace slag generated in the country and nearly all quality fly ash. Consequently, if there is an increase in the demand for cement, there is an increase in clinker production, and the rate of additions to the clinker decreases, respecting the extensive limits permitted by technical standards. In this scenario, the selection of blast furnace slag cement and fly ash cement does not necessarily offer environmental benefits to the country as a whole and does not demonstrate a global impact, despite the possibility of benefiting specific construction sites. The substitution of the fuel mix for coal from planted forest wood can lower the portion of cement emissions due to fuel burning from 350 kg to 10 kg of CO2 per tonne of clinker produced. The efficiency of the concrete mix formulation shows great potential to lower the amount of cement usage in concrete, thus lowering the total CO2 emissions of concrete. The data presented point to a variation of more than 100% of cement content in concretes of the same strength. The influence of the standard deviation of the production process shows smaller impact on lowering concrete CO2 emissions shows that there is a maximum potential of 13% of lowering cement content in concrete. The combination of the four strategies studied demonstrates the complexity of concretes emissions and the great potential for mitigating its CO2 emissions. The need for information on cements specific emissions, its clinker content and fuel mix, the concrete mix formulation and the variability of the production process of concrete show that there is, for concrete raw material suppliers as well as concrete producers and users, a lot to be done to minimize the emissions of this widely consumed material.

Le contact Segment-Piston-Chemise (SPC) est essentiel pour la réduction des émissions de CO2 et de polluants dans les moteurs automobile. Pour optimiser ces deux contraintes antagonistes, il est nécessaire d’étudier l’influence de la microgéométrie afin de trouver de nouvelles architectures de ce contact. L’étude expérimentale étant très coûteuse, il est impératif de pouvoir modéliser les performances du contact SPC. Les méthodes multigrilles permettent de réduire considérablement les temps de calcul. Pour le contact SPC, les méthodes multigrilles classiques perdent leur efficacité en présence de texture. Un nouvel algorithme, basé sur des idées développées par Alcouffe et al. a été conçu qui permet l’étude du contact hydrodynamique en présence de texturation importante. Il a été validé par comparaison avec un modèle analytique 1D, ses performances ont été étudiées et une première étude de l’influence des paramètres sur la portance pour une surface striée a été faite. L’algorithme a ensuite été modifié pour imposer la conservation des flux. Un processus de relaxation plus proche de la physique du phénomène est utilisé. Le code obtenu n’atteint pas l’efficacité multigrille optimale. Cependant sa convergence est suffisamment rapide pour étudier l’influence de pores pour le segment plat et montrer l’importance d’une texturation partielle. Pour finir, le terme transitoire de l’équation de Reynolds est pris en compte. Pour un segment parabolique et une chemise striée, l’influence des paramètres des stries (profondeur, largeur, distance et angle des stries) sur la variation moyenne de la hauteur de film par rapport à une surface lisse est analysée. / The piston ring cylinder liner (PRCL) contact is essential in the CO2 and pollutant emission reduction in internal combustion engine. These two constraints being antagonistic, a compromise has to be found and it is necessary to study the microgeometry influence in order to find new PRCL contact architectures. As experimental study can be very expensive, modeling PRCL contact performance becomes crucial. Multigrid methods allow a huge reduction of the computational time. Unfortunately, in presence of texture, classical multigrid efficiency decays significantly and are not usable. A new algorithm based on an approach developed by Alcouffe et al. was designed that allows the study of the hydrodynamic lubrication of this contact even in the case of a highly varying geometry due to the texture. The obtained code was validated by comparison with a 1D analytical model, its performance was evaluated and a first study of an analytic cross hatched geometry parameter influence on the load carrying capacity was completed. The code was modified to include flow conservation. A relaxation process based closer to the physics phenomenon is used. The code efficiency is not the one that is expected from multigrid technics. However it convergence is sufficiently fast to study the dimple influence for the oil control ring and show the importance of partial texturing. Finally the transient term of the Reynolds equation is accounted for. In the case of a parabolic ring and for a cross hatched liner, the influence of the groove parameters ( depth, width, distance and groove angle) on the average minimum film thickness with respect to the smooth case is analyzed.

Submitted by Maicon Juliano Schmidt (maicons) on 2015-07-03T19:26:11Z No. of bitstreams: 1 Eduardo Reuter Schneck.pdf: 5168869 bytes, checksum: 117b2eaaed9751212603a9e4d30d8740 (MD5) / Made available in DSpace on 2015-07-03T19:26:11Z (GMT). No. of bitstreams: 1 Eduardo Reuter Schneck.pdf: 5168869 bytes, checksum: 117b2eaaed9751212603a9e4d30d8740 (MD5) Previous issue date: 2013-01-15 / CAPES - Coordenação de Aperfeiçoamento de Pessoal de Nível Superior / Nos últimos anos, tem sido expressiva a oferta de unidades habitacionais em empreendimentos habitacionais de interesse social (EHIS), sendo a maioria fomentada por programas de subsídio e financiamento do governo federal. Em contrapartida, o grande número de obras acaba por aumentar os impactos ao meio ambiente, inerentes ao processo de produção dos edifícios. Além disso, verifica-se no setor uma preferência por edificações cujo tipo arquitetônico adotado é possivelmente mais oneroso do que outras alternativas, além de uma reduzida qualidade das unidades habitacionais. Portanto, a eficiência na execução destes empreendimentos é um aspecto relevante no que diz respeito à otimização no uso dos recursos - tanto naturais como financeiros. No âmbito do conceito do tripé da sustentabilidade, torna-se fundamental o conhecimento das relações do tipo arquitetônico e demais decisões tomadas na etapa de projeto, quando se tem maior influência em fatores que podem reduzir custos, aprimorar quesitos de habitabilidade e ainda minimizar os impactos ambientais. Neste sentido, o objetivo principal desta pesquisa é investigar a influência do tipo arquitetônico em impactos ambientais, no custo e em quesitos de habitabilidade em empreendimentos habitacionais de interesse social (EHIS). Para tanto, foi utilizado o projeto e o orçamento de um EHIS localizado no município de São Leopoldo/RS, fornecidos por uma empresa construtora e cujo tipo arquitetônico com planta em forma H é amplamente difundido na região. A partir desse projeto, denominado Projeto-base, foram feitas simulações do tipo arquitetônico visando aprimorar quesitos de habitabilidade e aumentar o índice econômico de compacidade (IeC), partindo do pressuposto de que com o aumento do IeC reduz-se a quantidade de materiais aplicados nos projetos e, consequentemente, minimiza-se os impactos ambientais além dos custos de produção. Os projetos simulados, denominados Projetos-propostos, tiveram a energia incorporada (EI) e a emissão de CO2 dos materiais estimadas, com o intuito de compará-las com o Projeto-base. Em seguida, foram investigadas as diferenças no custo e também em quesitos de habitabilidade, visando à comparação entre o Projeto-base e os Projetos-propostos. Os resultados apontam para uma redução de 7% da EI e 8% de emissão de CO2 em benefício do projeto-proposto. Em termos de custos de produção, o projeto-proposto apresentou redução de 7%, além de melhorias nos quesitos de habitabilidade como conforto térmico e lumínico, funcionalidade e flexibilidade de planta. / In recent years, there has been a significant supply of housing units in social housing design (SHD), mostly fomented by grant programs and federal government funding. In contrast, the large number of works ultimately increase environmental impacts, inherent in the process of buildings production. Still, there are lots of buildings whose architectural type adopted are demonstrably more expensive than other alternatives, with a reduced quality in housing units. Therefore, the efficient implementation of these projects is an important aspect with regard to optimizing the use of resources - both natural and financial. Under the concept of the triple bottom line, it is crucial to understand the relationships of the type and other architectural decisions taken at the design stage, when it has the greatest influence on factors that can reduce costs, improve habitability and also minimize the environment impacts. In this sense, the main objective of this research is to investigate the influence of architectural type in environmental impacts, cost and habitability in social housing design (SHD). For this, we used the design and budget of a SHD located in São Leopoldo/RS and whose H-shaped design is widespread in the region. From that project, called Base-project, simulations were made of plants aiming to improve habitability questions and increase the economic index of compactness (EIC), on the assumption that with increasing EIC it is possible to reduce the amount of materials used in projects and hence to minimize environmental impacts and production costs. The Proposed-projects had the embodied energy (EE) and CO2 emissions of materials estimated, in order to compare them with the Base-project. Next, it was investigated the differences in cost and also in habitability, evaluated and compared among all projects. The results indicate a reduction of 7% of EE and 8% of CO2 emissions in favor of the Proposed-project. In terms of production costs, the Proposed-project declined by 7%, in addition to improvements in habitability such as luminic and thermal comfort, functionality and flexibility of the plant.

Submitted by Maicon Juliano Schmidt (maicons) on 2015-08-06T18:22:40Z No. of bitstreams: 1 Renata Postay.pdf: 3569727 bytes, checksum: 4d066a333e97647bdda37f1b5c173ac2 (MD5) / Made available in DSpace on 2015-08-06T18:22:40Z (GMT). No. of bitstreams: 1 Renata Postay.pdf: 3569727 bytes, checksum: 4d066a333e97647bdda37f1b5c173ac2 (MD5) Previous issue date: 2015-03-27 / CNPQ – Conselho Nacional de Desenvolvimento Científico e Tecnológico / Ministério das Cidades / UNISINOS - Universidade do Vale do Rio dos Sinos / A construção civil consome uma grande quantidade de matérias primas e energia. No consumo de energia especificamente, o segmento residencial é muito expressivo pois utiliza o equivalente aos setores comercial e público juntos, em todas as fontes de energia, envolvendo desde a energia para a produção de materiais e componentes, como a energia utilizada na fase de uso das edificações. No Brasil, o setor de habitação de interesse social (HIS) teve um impulso significativo com o Programa Minha Casa Minha Vida (PMCMV), que objetiva a redução do deficit habitacional brasileiro e a promoção do crescimento econômico. Práticas de ações voltadas à economia e otimização da construção, desde a fase de projeto até a execução, são muito oportunas, tendo em vista a atual crise energética que o país vem enfrentando e a escala do segmento de HIS. Neste contexto, o projeto tem papel crucial como indutor da racionalização da construção, pois, a escolha dos materiais e decisões quanto à arquitetura tem influência direta no consumo de materiais e impactos relacionados. O estudo busca investigar o efeito da compacidade do projeto (através do índice econômico de compacidade – IeC) em diferentes sistemas construtivos, utilizados em empreendimentos de habitação de interesse social (EHIS), na energia incorporada (EI) e nas emissões de CO2. A pesquisa analisou cinco projetos de edifícios do PMCMV, e para cada um considerou três sistemas construtivos (alvenaria estrutural com blocos cerâmicos, alvenaria estrutural com blocos de concreto e paredes de concreto). A pesquisa foi conduzida através de três etapas: (1) quantificação dos materiais dos projetos; (2) análise da energia incorporada e emissões de dióxido de carbono (CO2) dos materiais de construção através de dados publicados na literatura e em dados do software Cambridge Engineering Select; (3) verificação da correlação entre compacidade, energia incorporada e emissões de CO2. Quanto ao consumo de materiais, os resultados mostram diferença aproximada de 20% em massa (kg) entre os projetos com menor e maior índice econômico de compacidade, e diferença entre 16% a 20% na análise de EI e emissões de CO2, quando são analisados projetos de um mesmo sistema construtivo. / Civil construction consumes a large amount of raw materials and energy. In energy consumption specifically, the residential segment is very significant because it uses, in all energy sources, the equivalent of the commercial and public sectors together, ranging from the energy to materials and components production, such as the energy used in the use phase of buildings. In Brazil, the social housing sector had a significant growth with the program “Minha Casa Minha Vida (MCMV)” (my house, my life), which aims to reduce the Brazilian housing deficit and to promote economic growth. Actions aimed at saving and optimization of construction are very timely, from the design stage to execution, given the current energy crisis the country is facing, and the scale of social housing segment. In this context, the design plays a crucial role as an inducer of the rationalization of construction, therefore, the choice of materials and decisions on the architecture has a direct influence on materials consumption and related impacts. The study aims to investigate the relationship between design compactness (through economic index of compactness) and construction systems used in social housing developments (EHIS) with embodied energy and CO2 emissions. The research examined five designs of buildings of MCMV, considering construction systems (structural masonry with ceramic bricks, masonry with concrete blocks and concrete walls) for each design. The study was conducted through three steps: (1) quantification of the materials of the designs; (2) analysis of the embodied energy and carbon dioxide (CO2) emissions, from data published in the literature and in the CES Selector software; (3) verification of the relationship between compactness and construction systems, with consumption of EI and CO2 emissions. Regarding the consumption of materials, the results show an approximate 20% difference in weight (kg) between projects with lower and higher economic index of compactness, and the difference between 16% to 20% in EI analysis and CO2 emissions, considering the same construction system.