O estudo do comportamento quanto ao desgaste de compostos de borracha utilizados na banda de rodagem de pneus automotivos é um fator determinante para o desenvolvimento de produtos mais duráveis, que se adaptem às condições de severidade de diferentes mercados. Para tanto os formuladores precisam desenvolver compostos em um processo interativo, no qual são alterados os componentes da receita e seus níveis na formulação em função da resposta do produto. A tarefa de avaliar o desgaste do pneu é desafiadora, pois este comportamento pode ser influenciado por muitos fatores, tais quais o pavimento, o veículo, o motorista e condições climáticas. Os testes de pneus com veículos em campo proporcionam uma avaliação do desgaste, mas necessitam por volta de 6 meses para apresentar resultados, além de serem custosas. Equipamentos de laboratório foram desenvolvidos para agilizar a obtenção de dados, mas freqüentemente apresentam severidade muito maior que aquela encontrada em campo. Através de parceria científica e tecnológica entre a Escola Politécnica da USP e a Pirelli Pneus, foi desenvolvido equipamento de laboratório que utiliza como contra-corpo amostras de asfalto retiradas das rodovias, trabalhando sob condições controladas. A primeira parte deste trabalho apresenta que esta máquina de testes é capaz de reproduzir o mecanismo de desgaste encontrado em pneus (ondas de Schallamach), simulando as condições de campo e classificando os diferentes compostos em laboratório de modo semelhante ao obtido nos testes em campo. A parte final deste trabalho apresenta a análise do desgaste de composto de borracha em função de diferentes tipos de pavimentos encontrados em rodovias brasileiras. Em um pavimento em boas condições de conservação (ausência de buracos e irregularidades) a sua microtextura terá influência significativa no desempenho dos compostos de borracha utilizados na banda de rodagem dos pneus automotivos. / The wear behavior of tire tread rubber compounds is a fundamental factor in order to develop durable products, which can deal with the severity conditions of a multitude of markets. The rubber compounders must develop products in an interactive process, in which the ingredients and its levels are changed as a function of the market response The tire wear assessment is challenging because this behavior can be influenced by a multitude of factors, as the pavement, the vehicle, the driver and the weather conditions. Outdoor tests in vehicles provide a wear assessment but are expensive and need around 6 months to present results. Laboratory devices were developed to accelerate the data acquisition but frequently present a severity much higher than outdoor tests. A scientific and technological partnership between Escola Politécnica da USP and Pirelli Tires developed laboratory equipment that uses asphaltic counterfaces extracted from Brazilian roads, working under controlled conditions. The first part of this work presents that this testing machine can reproduce the tire wear mechanism (Schallamach waves), simulating the outdoor conditions and sorting the different rubber compounds in a way similar to the outdoor tests. The last part of this work presents a wear analysis of a rubber compound as a function of different pavements found in Brazilian roads. For a pavement with good integrity (absence of holes and irregularities) its microtexture will significantly influence the performance of vehicle tire tread rubber compounds.

O estudo do comportamento quanto ao desgaste de compostos de borracha utilizados na banda de rodagem de pneus automotivos é um fator determinante para o desenvolvimento de produtos mais duráveis, que se adaptem às condições de severidade de diferentes mercados. Para tanto os formuladores precisam desenvolver compostos em um processo interativo, no qual são alterados os componentes da receita e seus níveis na formulação em função da resposta do produto. A tarefa de avaliar o desgaste do pneu é desafiadora, pois este comportamento pode ser influenciado por muitos fatores, tais quais o pavimento, o veículo, o motorista e condições climáticas. Os testes de pneus com veículos em campo proporcionam uma avaliação do desgaste, mas necessitam por volta de 6 meses para apresentar resultados, além de serem custosas. Equipamentos de laboratório foram desenvolvidos para agilizar a obtenção de dados, mas freqüentemente apresentam severidade muito maior que aquela encontrada em campo. Através de parceria científica e tecnológica entre a Escola Politécnica da USP e a Pirelli Pneus, foi desenvolvido equipamento de laboratório que utiliza como contra-corpo amostras de asfalto retiradas das rodovias, trabalhando sob condições controladas. A primeira parte deste trabalho apresenta que esta máquina de testes é capaz de reproduzir o mecanismo de desgaste encontrado em pneus (ondas de Schallamach), simulando as condições de campo e classificando os diferentes compostos em laboratório de modo semelhante ao obtido nos testes em campo. A parte final deste trabalho apresenta a análise do desgaste de composto de borracha em função de diferentes tipos de pavimentos encontrados em rodovias brasileiras. Em um pavimento em boas condições de conservação (ausência de buracos e irregularidades) a sua microtextura terá influência significativa no desempenho dos compostos de borracha utilizados na banda de rodagem dos pneus automotivos. / The wear behavior of tire tread rubber compounds is a fundamental factor in order to develop durable products, which can deal with the severity conditions of a multitude of markets. The rubber compounders must develop products in an interactive process, in which the ingredients and its levels are changed as a function of the market response The tire wear assessment is challenging because this behavior can be influenced by a multitude of factors, as the pavement, the vehicle, the driver and the weather conditions. Outdoor tests in vehicles provide a wear assessment but are expensive and need around 6 months to present results. Laboratory devices were developed to accelerate the data acquisition but frequently present a severity much higher than outdoor tests. A scientific and technological partnership between Escola Politécnica da USP and Pirelli Tires developed laboratory equipment that uses asphaltic counterfaces extracted from Brazilian roads, working under controlled conditions. The first part of this work presents that this testing machine can reproduce the tire wear mechanism (Schallamach waves), simulating the outdoor conditions and sorting the different rubber compounds in a way similar to the outdoor tests. The last part of this work presents a wear analysis of a rubber compound as a function of different pavements found in Brazilian roads. For a pavement with good integrity (absence of holes and irregularities) its microtexture will significantly influence the performance of vehicle tire tread rubber compounds.

One of the biggest challenges nowadays when dealing with critical AAR-affected infrastructure is to determine the induced expansion and damage attained to date in the different locations of the structure (i.e. diagnosis), to forecast its potential for further distress over time (i.e. prognosis), as well as its potential structural implications. There are a number of prognosis techniques that have been developed in the past decades which are currently being used worldwide. Yet, most of these approaches use residual expansion procedures based on accelerated laboratory tests performed on cores extracted from damaged structures. However, the majority of the results gathered from these tests have been found to be inaccurate when compared to the swelling behavior of the respective structure in the field and several potential issues have been raised with respect to the test setup and alkali leaching. This work aims to evaluate the efficiency of the various commonly used laboratory setups to assess the residual expansion of AAR-affected concrete. Three different setups (i.e. 38°C and 100% RH; 38°C and soaked in 1M NaOH and; 38°C and wrapped in 0.7M NaOH) and two types of reactive aggregates (fine and coarse) were selected for this research. Expansion is monitored over time and four damage degrees (i.e. 0.05%. 0.12%, 0.20% and 0.30%) are selected for further chemical, microscopic (DRI) and non-destructive tests. Results demonstrated that the 1 M NaOH protocol is much more aggressive than the other two setups. Furthermore, it provides the samples with a unique damage pattern that is different from field affected concrete. Finally, the proposed setup shows to be reliable in providing tested samples with similar deterioration mechanisms than expected. Yet, more efficiency in the reaction kinetics and understanding of the alkalis exchange from the system is still required.

京都大学 / 新制・課程博士 / 博士(社会健康医学) / 甲第25207号 / 社医博第134号 / 新制||社医||13(附属図書館) / 京都大学大学院医学研究科社会健康医学系専攻 / (主査)教授 森田 智視, 教授 永井 洋士, 教授 中山 健夫 / 学位規則第4条第1項該当 / Doctor of Agricultural Science / Kyoto University / DFAM

<p>The link suspension is the most prevailing suspension system for freight wagons in central and western Europe. The system design is simple and has existed for more than 100 years. However, still its characteristics are not fully understood. This thesis emphasizes freight wagon dynamics and comprises three parts:</p><p>In the first part a review of freight wagon running gear is made. The different suspension systems are described and their advantages and disadvantages are discussed. The review covers the running gear standardized by UIC and the conventional so-called three-piece bogie. Additionally five improved three-piece bogies and twelve novel running gear designs are presented.</p><p>The second part focuses on the lateral force-displacement characteristics in the link suspension. Results from stationary measurements on freight wagons and laboratory tests of the link suspension characteristics are presented. To improve understanding of the various mechanisms and phenomena in link suspension systems a simulation model is developed. Link suspension systems have strongly nonlinear characteristics including a hysteresis loop. The loop exhibits usually three characteristic sections with different tangential stiffnesses. The actual contact geometry of the links and end bearings has a significant influence on the characteristics. By wear in ordinary service - as well as by geometric tolerances on new components - the contact geometry may deviate considerably from nominal geometry. Further, it seems that elastic deformation in the contact surfaces has considerable effects on the suspension characteristics, in particular on the initial rolling stiffness for small displacements. Also, flexibilities in links and end bearings influence the characteristics. It is also observed that new components after a short period of dynamic testing can exhibit a very low amount of energy dissipation, a phenomenon that is also indicated in some stationary measurements on wagons.</p><p>To summarize the second part, it appears that the link suspension characteristics are very sensitive to several factors being hard to control in the real world of freight wagon operations. The various stiffnesses and hysteresis loops have a considerable variation and may have a strong influence on the ride qualities of vehicles. As long as the characteristics can not be controlled within closer limits than found in this study, there is a strong need for sensitivity analysis to be made, both in predictive multibody simulations of vehicle dynamics, as well as in verification and acceptance tests.</p><p>In the third part a study on the possibility to improve ride qualities of freight wagons with link suspensions is presented. Parametric studies with multibody dynamic simulations on freight wagons equipped with link-suspension bogies are performed. The effect of supplementary friction and hydraulic damping is investigated under various running conditions: speed, loading, tangent and curved track, wheel-rail contact geometry, track gauge and track irregularities. Substantial improvements of the lateral running behaviour of wagons with link suspension bogies can be achieved - both at ordinary speeds and at increased speeds - by using a proper combination of supplementary hydraulic dampers. Speeds up to 160 km/h could be realistic.</p>

Foram realizados ensaios de adensamento, SIC e CRS, em amostras retiradas de um depósito argiloso muito mole, na Baixada de Jacarepaguá, 15 anos após a execução de um aterro. As amostras foram retiradas do mesmo local onde foram obtidas as amostras da primeira campanha, por ocasião do projeto. Os ensaios CRS, realizados com diferentes velocidades de deformação, são comparados aos resultados dos ensaios SIC da campanha atual de investigação. Os parâmetros geotécnicos da camada de argila muito mole, 15 anos após a construção do aterro, são comparados aos parâmetros da camada original. O aumento das tensões de sobreadensamento e redução do OCR são obtidos da interpretação dos ensaios atuais. A grandeza do recalque foi inferida a partir da nova estratigrafia, através da espessura atual da camada na região investigada, pela variação do índice de vazios e pela variação do teor médio de umidade. Os recalques previstos originalmente, incluindo a parcela de compressão secundária, são comparados aos recalques inferidos e medidos através de placa de recalque. As principais conclusões da pesquisa sugerem que a qualidade dos corpos de prova da primeira campanha foram superiores aos atuais, apesar dos cuidados com a amostragem, transporte das amostras e preparação dos corpos de prova no laboratório na segunda campanha de ensaios. Atribuiu-se esta ocorrência ao processo construtivo, que impôs movimentação excessiva ao maciço argiloso, interferindo com suas características de maior uniformidade em seu processo de deposição natural. Os ensaios de adensamento com diferentes velocidades de carregamento apresentaram comportamento similar, com variação da posição relativa das curvas e x &#963;v, com ensaios mais rápidos exibindo maiores índices de vazios. As curvas do índice de vazios versus tensão efetiva ilustram, de forma acentuada, a redução significativa do índice de vazios da segunda campanha em relação ao solo natural, antes do lançamento do aterro. Os recalques previstos e os obtidos, seja pela instrumentação, seja pelos demais registros, indicam valores bastante próximos, em face da variabilidade da estratigrafia e dos parâmetros geotécnicos inerentes à natureza dos depósitos sedimentares. / SIC and CRS consolidation tests have been performed on samples obtained from a very soft clay deposit from Jacarepaguá lowland, 15 years after the execution of a fill. The samples have been extracted from the same site where preliminary samples had been obtained at designing phase. The CRS tests have been performed at different strain velocities and compared to the SIC tests results carried out for the second investigation campaign. The geotechnical parameters of the very soft clay 15 years after fill construction are compared to the parameters of the natural shallow clay. The increase in pre-consolidation pressure and OCR reduction has been obtained after interpretation of the actual tests results. The settlement extent has been inferred from the new stratigraphy, due to the actual thickness of the layer in the investigated region, by the variation in void ratio and by the reduction in soil water content. The settlements originally predicted, including the secondary compression, are compared to the settlement obtained from different estimations and to those obtained from instrumentation. The main conclusions suggest that the sample quality from the first investigation were superior than from the actual one, in spite of the careful sampling, transportation and preparation in the laboratory for the second investigation campaign. This occurrence has been attributed to the construction process, imposing excessive movement of the clayey mass, with great interference on the uniformity of its characteristics when compared to its natural deposition. The consolidation tests with different strain velocity presented similar results, with variation in the relative position of the e x &#963;v curve, with the tests with higher strain velocity showing higher void indices. The e x &#963;v curves illustrate in an accentuated means the significant reduction in void ratio from the first to the second laboratory test campaign, due to the fill construction. The predicted settlements and that actually obtained by the instrumentation or by other sources indicate similar values compared to the stratification variability of the geotechnical parameters inherent to the natural origin of the sedimentary deposits.

Foram realizados ensaios de adensamento, SIC e CRS, em amostras retiradas de um depósito argiloso muito mole, na Baixada de Jacarepaguá, 15 anos após a execução de um aterro. As amostras foram retiradas do mesmo local onde foram obtidas as amostras da primeira campanha, por ocasião do projeto. Os ensaios CRS, realizados com diferentes velocidades de deformação, são comparados aos resultados dos ensaios SIC da campanha atual de investigação. Os parâmetros geotécnicos da camada de argila muito mole, 15 anos após a construção do aterro, são comparados aos parâmetros da camada original. O aumento das tensões de sobreadensamento e redução do OCR são obtidos da interpretação dos ensaios atuais. A grandeza do recalque foi inferida a partir da nova estratigrafia, através da espessura atual da camada na região investigada, pela variação do índice de vazios e pela variação do teor médio de umidade. Os recalques previstos originalmente, incluindo a parcela de compressão secundária, são comparados aos recalques inferidos e medidos através de placa de recalque. As principais conclusões da pesquisa sugerem que a qualidade dos corpos de prova da primeira campanha foram superiores aos atuais, apesar dos cuidados com a amostragem, transporte das amostras e preparação dos corpos de prova no laboratório na segunda campanha de ensaios. Atribuiu-se esta ocorrência ao processo construtivo, que impôs movimentação excessiva ao maciço argiloso, interferindo com suas características de maior uniformidade em seu processo de deposição natural. Os ensaios de adensamento com diferentes velocidades de carregamento apresentaram comportamento similar, com variação da posição relativa das curvas e x &#963;v, com ensaios mais rápidos exibindo maiores índices de vazios. As curvas do índice de vazios versus tensão efetiva ilustram, de forma acentuada, a redução significativa do índice de vazios da segunda campanha em relação ao solo natural, antes do lançamento do aterro. Os recalques previstos e os obtidos, seja pela instrumentação, seja pelos demais registros, indicam valores bastante próximos, em face da variabilidade da estratigrafia e dos parâmetros geotécnicos inerentes à natureza dos depósitos sedimentares. / SIC and CRS consolidation tests have been performed on samples obtained from a very soft clay deposit from Jacarepaguá lowland, 15 years after the execution of a fill. The samples have been extracted from the same site where preliminary samples had been obtained at designing phase. The CRS tests have been performed at different strain velocities and compared to the SIC tests results carried out for the second investigation campaign. The geotechnical parameters of the very soft clay 15 years after fill construction are compared to the parameters of the natural shallow clay. The increase in pre-consolidation pressure and OCR reduction has been obtained after interpretation of the actual tests results. The settlement extent has been inferred from the new stratigraphy, due to the actual thickness of the layer in the investigated region, by the variation in void ratio and by the reduction in soil water content. The settlements originally predicted, including the secondary compression, are compared to the settlement obtained from different estimations and to those obtained from instrumentation. The main conclusions suggest that the sample quality from the first investigation were superior than from the actual one, in spite of the careful sampling, transportation and preparation in the laboratory for the second investigation campaign. This occurrence has been attributed to the construction process, imposing excessive movement of the clayey mass, with great interference on the uniformity of its characteristics when compared to its natural deposition. The consolidation tests with different strain velocity presented similar results, with variation in the relative position of the e x &#963;v curve, with the tests with higher strain velocity showing higher void indices. The e x &#963;v curves illustrate in an accentuated means the significant reduction in void ratio from the first to the second laboratory test campaign, due to the fill construction. The predicted settlements and that actually obtained by the instrumentation or by other sources indicate similar values compared to the stratification variability of the geotechnical parameters inherent to the natural origin of the sedimentary deposits.

Submitted by (edna.saturno@ufrpe.br) on 2016-07-28T15:22:34Z No. of bitstreams: 1 Alba Maria Soares Barbosa.pdf: 700846 bytes, checksum: f86a8e1e3bf4b04ccf6f9f2e1bc5db91 (MD5) / Made available in DSpace on 2016-07-28T15:22:34Z (GMT). No. of bitstreams: 1 Alba Maria Soares Barbosa.pdf: 700846 bytes, checksum: f86a8e1e3bf4b04ccf6f9f2e1bc5db91 (MD5) Previous issue date: 2011-07-27 / The aim of this research was to identify the gastrointestinal parasites and evaluate the infection with strongyles in dairy goats and sheep in the Metropolitan Region of Recife - PE, through parasitologic fecal exams, Famacha tests and proteinogram. Animals were used from four farms, and two with concomitant goats breeding and sheep farm identified as 1 (G1) and farm 2 (G2), a only goats breeding (G3) and one only sheep breeding (G4).The research was conducted from September 2009 until July 2010. Flocks G1, G3 and G4 were studied for 10 months and Flock G2 for 8 months. The animals were examined by Famacha technique, packed cell volume and total protein plasma concentration. It was performed egg count (EPG), oocyst count (OoPG) and larvae count (LPG) per gram of feces, e animals were classified according a prior established convention to evaluating parameters values, using reference data for OPG, Hematocrit, and Famacha test to resistant, resilient and sick animals. Parasitism was observed in all study period in goats and sheep, identifying type Strongyloidea eggs, Strongyloides sp., Trichuris sp., Moniezia spp. and oocysts of Eimeria spp. The sheep had a better response to parasitism at studied region, ranking mostly of them as resistant and resilient, while most of the goats were framed as sick. / Objetivou-se, com este trabalho, identificar o parasitismo gastrintestinal e avaliar a resposta à infecção por estrongilídeos em rebanhos caprinos e ovinos da Região Metropolitana de Recife – PE, por meio de exames coproparasitológicos, do método famacha e proteinograma . Foram utilizados animais pertencentes a quatro propriedades, sendo duas com criação concomitante de caprinos e ovinos, identificadas como granja 1 (G1) e granja 2 (G2), uma com criação apenas de caprinos (G3) e outra com criação apenas de ovinos (G4). A pesquisa foi desenvolvida entre os meses de setembro de 2009 e julho de 2010. Os rebanhos G1, G3 e G4 foram acompanhados por 10 meses e o rebanho G2 por 8 meses. Os animais foram examinados pela técnica Famacha, determinação do volume globular e da concentração plasmática de proteína total. Foi realizada a contagem de ovos (OPG), contagem de oocistos (OoPG) e larvas (LPG) por grama de fezes, e os animais caracterizados de acordo com classificação convencionada para os valores dos parâmetros avaliados, utilizando-se os dados de referência para OPG, Hematócrito e Famacha em resistentes, resilientes e doentes. O parasitismo foi constatado em todo período de estudo em caprinos e ovinos, identificando-se ovos tipo Strongyloidea, Strongyloides sp., Trichuris sp., Moniezia spp. e oocistos de Eimeria spp. Os ovinos apresentaram melhor resposta ao parasitismo na região estudada, classificando-se em sua maioria como resistentes e resilientes, enquanto a maior parte dos caprinos foi classificada como doentes.

Objectives: The aim of the study was to ascertain the efficacy of an intervention -where laboratory test costs were provided to clinicians as a pocket-sized brochure - to reduce the laboratory test costs over a 4 month period. Design: This was a non randomised intervention study where the intervention. group was compared to a similar and concurrent control group regarding the difference in laboratory test costs over a specified period in a specific year. The costs incurred were also computed for the same 2 groups over an identical time period and seasonal period in the preceding year, referred to as the control period. Setting and Subjects: The study was conducted in the Internal Medicine Wards at the Steve Biko Academic Hospital. The intervention period was during the winter months of May to August 2008 and the pre-intervention period was in the same months of the preceding year. Outcome measures: In the two (2007 and 2008) 4 month periods, for each patient admitted, the number of days in hospital and the laboratory tests ordered were computed. For the Intervention and control groups, pre and post intervention cost and days in hospital were estimated. The differences in logcosts per day were compared over time using ANOVA with group (1-2), time (1-2) and group*time as factors. Results: The mean cost per patient admitted in the intervention group decreased from R 2864.09 to R 2097.47 as a result of the intervention – a 27 % reduction in cost. The mean cost per day in the intervention group as a whole also decreased from R 442.90 to R 284.14 due to the intervention – a 36% reduction in cost. By contrast, in the control group, all costs increased in the control group from the pre-intervention to intervention periods – mean cost per admission in this group increased from R 1859.87 to R 2429.25 – an increase of 23%. The mean cost per day admitted in this group also increased from R 363.54 to R 371.92 – an increase of 2.2%. Conclusion: A heightened awareness of the cost of a laboratory test be it prospectively or retrospectively is a cost-effective and sustainable method of making doctors order tests rationally and appropriately. / Dissertation (MSc)--University of Pretoria, 2011. / Internal Medicine / unrestricted

The link suspension is the most prevailing suspension system for freight wagons in central and western Europe. The system design is simple and has existed for more than 100 years. However, still its characteristics are not fully understood. This thesis emphasizes freight wagon dynamics and comprises three parts: In the first part a review of freight wagon running gear is made. The different suspension systems are described and their advantages and disadvantages are discussed. The review covers the running gear standardized by UIC and the conventional so-called three-piece bogie. Additionally five improved three-piece bogies and twelve novel running gear designs are presented. The second part focuses on the lateral force-displacement characteristics in the link suspension. Results from stationary measurements on freight wagons and laboratory tests of the link suspension characteristics are presented. To improve understanding of the various mechanisms and phenomena in link suspension systems a simulation model is developed. Link suspension systems have strongly nonlinear characteristics including a hysteresis loop. The loop exhibits usually three characteristic sections with different tangential stiffnesses. The actual contact geometry of the links and end bearings has a significant influence on the characteristics. By wear in ordinary service - as well as by geometric tolerances on new components - the contact geometry may deviate considerably from nominal geometry. Further, it seems that elastic deformation in the contact surfaces has considerable effects on the suspension characteristics, in particular on the initial rolling stiffness for small displacements. Also, flexibilities in links and end bearings influence the characteristics. It is also observed that new components after a short period of dynamic testing can exhibit a very low amount of energy dissipation, a phenomenon that is also indicated in some stationary measurements on wagons. To summarize the second part, it appears that the link suspension characteristics are very sensitive to several factors being hard to control in the real world of freight wagon operations. The various stiffnesses and hysteresis loops have a considerable variation and may have a strong influence on the ride qualities of vehicles. As long as the characteristics can not be controlled within closer limits than found in this study, there is a strong need for sensitivity analysis to be made, both in predictive multibody simulations of vehicle dynamics, as well as in verification and acceptance tests. In the third part a study on the possibility to improve ride qualities of freight wagons with link suspensions is presented. Parametric studies with multibody dynamic simulations on freight wagons equipped with link-suspension bogies are performed. The effect of supplementary friction and hydraulic damping is investigated under various running conditions: speed, loading, tangent and curved track, wheel-rail contact geometry, track gauge and track irregularities. Substantial improvements of the lateral running behaviour of wagons with link suspension bogies can be achieved - both at ordinary speeds and at increased speeds - by using a proper combination of supplementary hydraulic dampers. Speeds up to 160 km/h could be realistic.