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Master of Science / Rubber is a widely used material globally and undergoes significant changes as it ages. However, the specific consequences of rubber aging on tires and vehicle dynamics remain a relatively underexplored domain. This study delves into the effects of rubber aging on tires and motorcycle dynamics. A Dynamical Mechanical Analysis (DMA) test was performed to study the effect of rubber aging combined with computer simulation models to predict how much the rubber wears out over time. It was found that as rubber gets older it doesn't wear out much faster. This might be because the changes in the rubber properties as it ages are very small. The rubber material also gets stiffer as it ages, leading to minimal differences in the wear rate. The Magic Formula (MF) model was used in this study to model motorcycle tires. A 3-4% increase in the longitudinal and lateral tire forces was observed as the tire aged. This was followed by simulations to study the motorcycle behavior during straight-line and turning motion. It was found that the front tires of the motorcycle had an approximately 3% change in the forces experienced, while the forces experienced by the rear tires only changed by 1-2% with respect to aging. These results are similar to the results obtained by other researchers on the effects of rubber aging on car performance. Thus, this study stresses the importance of understanding how tires change over time and how that affects how motorcycles perform.

In recent years, a flurry of interest has been shown for a relatively old technology called magneto-rheological fluids, or MR fluids. Multiple types of devices have been designed to implement this versatile fluid, including linear dampers, clutches, work-piece fixtures, and polishing machines. The devices have been used in automobiles, washing machines, bicycles, prosthetic limbs, and even smart structures. This thesis focuses on another application of MR dampers, involving super-sport motorcycles. This paper introduces the topics of MR dampers and motorcycle suspensions, and why the two would be a good combination. A detailed history of MR fluids, MR dampers, and motorcycle suspension technologies is given next. After a broad outline of MR dampers and motorcycle suspensions, the method of designing and manufacturing MR dampers is discussed. The damper design for this research is presented in detail, along with the design procedure used to make it. Next, laboratory testing for it is covered, including the test equipment, test procedure, and the laboratory test results. Upon laboratory test completion, the field test setup and procedure are presented. The results of field tests with stock dampers and MR dampers with a variety of control systems is discussed. The MR dampers provided a more stable ride than that of the OEM dampers. By reducing suspension displacement, settling time, and suspension oscillations, the MR dampers were able to reduce suspension geometry instability. Lastly, concluding remarks are made on the research presented. Design flaws are discussed, as well as recommendations for future work in the same area. / Master of Science

Submitted by Luciana Ferreira (lucgeral@gmail.com) on 2016-08-09T11:04:45Z No. of bitstreams: 2 Tese - Maria Elisabeth Alves Mesquita Soares - 2016.pdf: 9275522 bytes, checksum: ecaaae1835469b539e8cf3b8b79625ef (MD5) license_rdf: 0 bytes, checksum: d41d8cd98f00b204e9800998ecf8427e (MD5) / Approved for entry into archive by Luciana Ferreira (lucgeral@gmail.com) on 2016-08-09T11:06:39Z (GMT) No. of bitstreams: 2 Tese - Maria Elisabeth Alves Mesquita Soares - 2016.pdf: 9275522 bytes, checksum: ecaaae1835469b539e8cf3b8b79625ef (MD5) license_rdf: 0 bytes, checksum: d41d8cd98f00b204e9800998ecf8427e (MD5) / Made available in DSpace on 2016-08-09T11:06:39Z (GMT). No. of bitstreams: 2 Tese - Maria Elisabeth Alves Mesquita Soares - 2016.pdf: 9275522 bytes, checksum: ecaaae1835469b539e8cf3b8b79625ef (MD5) license_rdf: 0 bytes, checksum: d41d8cd98f00b204e9800998ecf8427e (MD5) Previous issue date: 2016-04-23 / Coordenação de Aperfeiçoamento de Pessoal de Nível Superior - CAPES / This dissertation discusses the motorcycle riders’ spatial practice to (and in) parties. The landscape is regarded as concept, which has been seen through the object way, in which sensitive elements are taken, and by the subjective one, in which colors, sounds, smells, “natural” and cultural elements are connected to the meaning of being a motorcycle rider and travelling-in-parties. As a general goal is to understand the motorcycle and motor club events as spatial practices’ makers of motivating landscape partying trips. The specific goals are: to analyze the setting process to these trips and its spatiality. To interpret the trip as therapy, leisure and a party on the road; to describe the rituals in the trip-parties; to categorize and to discriminate the motorcycle and motor club parties; to interpret the element constituent elements in the landscapes of the motorcycle and motor club parties; to retrieve the tradition of party-trips in a global range; to question the woman’s participation and the andro-normativities in these events. In order to reach these goals, we used bibliographical and document research as methodological proceedings, informal chats, which is an important technique in this purpose, semi structured interviews, techniques that guided the time-spatial perspectives of the research. The proposed thesis is that the trip is a party to the party and in party, and this party is a multidimensional trip. The spatial perspective is the State of Goiás and the timeline extends from the beginning of the 19980s, when the first parties from Goiás arose, until 2016. This work is divided into four chapters. The objects, the actions and the space used in the setting of these party-trips; the categorization of the motorcycle trips: as therapy, as leisure and party; the rituals which legitimate the movement, positioning, and body directing during the party-trip; the setting of the party landscapes in their each “type” of researched party and the motorcycling tradition features of the long distance trips in other time and spaces. / Nesta tese discute-se a prática espacial dos viajantes motociclistas rumo à (e em) festa. Utiliza-se como recorte conceitual a paisagem, que é vista tanto em uma dimensão objetiva, na qual contemplam-se e apreciam-se seus elementos sensoriais, como em outra subjetiva, em que cores, sons, cheiros, elementos “naturais” e culturais se associam ao significado de ser motociclista e viajar-em-festa. Define-se, como objetivo geral, compreender os eventos motociclísticos e motoclubistas como práticas espaciais formadoras de paisagens festivas motivadoras de viagens. Já os específicos são: analisar o processo de preparação para as viagens-festas e sua espacialidade; interpretar a viagem como terapia, lazer e festa na estrada; descrever os rituais realizados nas viagens-festas; categorizar e discriminar festas motociclísticas e motoclubistas; interpretar os elementos presentes nas paisagens das festas motociclísticas e motoclubistas; recuperar a tradição das viagens-festas em escala mundial; problematizar a participação da mulher e as andronormatividades afirmadas nestes eventos. Para o alcance destes objetivos utilizaram-se, como procedimentos metodológicos, além de pesquisa bibliográfica e documental, conversas informais, técnica pertinente para indivíduos em festa, e entrevistas semiestruturadas, técnicas estas que conduziram aos recortes espaço-temporais da pesquisa. A tese proposta é a de que a viagem é uma festa para a festa e esta (a festa) é uma viagem pluridimensional. O recorte espacial é o Estado de Goiás e o temporal se estende desde o início dos anos 80, quando as primeiras festas goianas surgem, até 2016. Em uma estrutura de quatro capítulos apresentam-se os objetos, as ações e os espaços utilizados na preparação das viagens-festas; a qualificação das viagens motociclísticas, como terapia, lazer e festa; os rituais que regulamentam os movimentos, posicionamentos e direcionamentos corporais na viagem-festa; a composição das paisagens festivas em cada “tipo” de festa pesquisada e o caráter de tradição motociclística das viagens de longas distâncias em outros espaços-tempos.

Off-road and racing motorcycles require a particular setup of the suspension to improve the comfort and the safety of the rider. Further, due to ground unevenness, off-road motorcycle suspensions usually experience extreme and erratic excursions in performing their function. In this regard, the adoption of nonlinear devices, such as progressive springs and hydro pneumatic shock absorbers, can help limiting both the acceleration experienced by the sprung mass and the excursions of the suspensions. For dynamic analysis purposes, this option involves the solution of the nonlinear differential equations that govern the motion of the motorcycle, which is excited by the stochastic road ground profile. In this study a 4 degrees-of-freedom (4-DOF) nonlinear motorcycle model is considered. The model involves suspension elements with asymmetric behaviour. Further, it is assumed that the motorcycle is exposed to loading of a stochastic nature as it moves with a specified speed over a road profile defined by a particular power spectrum. It is shown that a meaningful analysis of the motorcycle response can be conducted by using the technique of statistical linearization. The validity of the proposed approach is established by comparison with results from pertinent Monte Carlo studies. In this context the applicability of auto-regressive (AR) filters for efficient implementation of the Monte Carlo simulation is pointed out. The advantages of these methods for the synthesis of excitation signals from a given power spectrum, are shown by comparison with other methods. It is shown that the statistical linearization method allows the analysis of multi-degree-of-freedom (M-DOF) systems that present strong nonlinearities, exceeding other nonlinear analysis methods in both accuracy and applicability. It is expected that the proposed approaches, can be used for a variety of parameter/ride quality studies and as preliminary design tool by the motorcycle industry.

Torito es una aplicación que busca combatir la constante informalidad en los servicios de transporte en Lima al invitar a los conductores, que buscan generar ingresos adicionales, a un trabajo formal; y a usuarios, que requieran movilizarse en cortas distancias, a un servicio de transporte seguro y confiable Torito cobrará a los conductores suscritos una comisión del 20%, la cual se efectuará del precio total del servicio de traslado. En una primera etapa, Torito estará disponible en San Juan de Miraflores, con un plan de expansión para los próximos 5 años, que abarca los distritos de Lima Sur y Lima Este. Este servicio es totalmente posible, ya que está alineado a las necesidades de los clientes que usan diariamente el servicio de mototaxi para acercarlos a los paraderos, centros de trabajo y a otros destinos. Finalmente, en el análisis financiero, se demostró que Torito es un negocio viable y rentable, debido a que la Tasa Interna de Retorno es de 24.21%, que significa que Torito generará valor a sus inversionistas. Además, se podrá recuperar la inversión en un plazo máximo de 4 años. / Torito is an application that seeks to combat the constant informality in transportation services in Lima by inviting both drivers, who seek to generate additional income, to a formal job; and customers, who need to move around short distances, to a safe and reliable transportation service. Torito will charge subscribed drivers a 20% commission, which will be taken from the service fee. In a first stage, Torito will be available in San Juan de Miraflores, with an expansion plan for the next 5 years, covering the districts of southern Lima and eastern Lima. This service is totally possible, since it is aligned to the needs of the customers who use the motorcycle taxi service daily to bring them closer to the bus stops, work centers and other destinations. Finally, in the financial analysis, it was shown that Torito is a viable and profitable business, since the Internal Rate of Return is 24.21%, which means that Torito will generate value for its investors. In addition, the investment can be recovered within a maximum period of 4 years. / Trabajo de investigación

M.Com. (Economics) / The South-African motor-cycle industry has experienced a constant decline in sales since 1981, that is, a drop from 84 000 units sold during 1981 to an expected sales figure of 24 000 units for 1985. This decline in sales poses a threat to the profitability and 'survival of the motor-cycle industry in South-Africa. Up to this point in time the marketing efforts of the motor-cycle industry were mainly directed towards the White consumer market. In order to bring about an upturn in motor-cycle sales, this study looked into the feasibility of a marketing effort, by the motor-cycle industry, aimed at the Black consumer market. The execution of such a feasibility study necessitated the gathering of information relating to the views and preferences of Blacks with regard to motor-cycles. Information was collected by distributing questionnaires to a random sample of Blacks in region nineteen according to the Standard code list for statistical main regions and regions, magisterial districts, cities, towns and non-urban areas. The potential of the Black market has been disregarded by the motor-cycle industry because of the belief that Blacks are apposed to motor-cycles as a result of their cultural traditions.

Este trabalho é uma etnografia das práticas sociais que tornam visíveis os processos de criação de sentidos e vínculos com a marca Harley-Davidson pelos pilotos que frequentaram os encontros do H.O.G. Harley Owners Group na cidade de São Paulo, entre maio de 2009 a fevereiro de 2011. Por meio da combinação das técnicas de observação participante, entrevistas e análise de imagens, busco entender quais as dimensões do envolvimento com a marca. A tese apresenta uma análise da organização do H.O.G. na capital paulista e acompanha o movimento dos pilotos para identificar as relações que se formam entre eles, e entre eles e a marca. A partir de imagens cinematográficas é possível identificar a constituição de um quadro de referências que inspiram a performance dos pilotos que participam das viagens semanais. A importância das imagens neste universo é reforçada pela fotografia, prática comum nos encontros e que auxiliou na identificação do que é entendido por Estilo Harley e a categoria daí decorrente o harleiro. O pertencimento ao grupo é resultado da articulação de vários elementos que envolvem a estetização da motocicleta e do piloto. Alguns aspectos escolhidos e compartilhados pelo grupo caracterizam uma masculinidade hegemônica que orienta comportamento, discurso e a experiência de consumo da marca. Finalizo o trabalho fazendo uma reflexão sobre o conceito de marca e os vínculos criados com ela. / This paper is an ethnographic study of the social practices that make the creation processes of meanings and links with the Harley-Davidson brand visible by the riders that attended the rides of the H.O.G - Harley Owners Group - in São Paulo city between May 2009 and February 2011. I try to understand the dimensions of brand involvement by combining the participant observation techniques, interviews and image analysis. This thesis presents an analysis of the H.O.G. organization in São Paulo city and follows the movement of the riders in order to identify the relations that are formed among them and between the riders and the brand. Through the use of film images it is possible to identify the constitution of a frame of reference which inspires the performance of the riders who participate in weekly rides. In this universe the importance of the images is reinforced by the photographs, a common practice in the events and that helped to identify what is understood as Harley Style and the deriving category the harleyro. Belonging to the group is the result of the articulation of several elements that involve the aestheticization of the motorcycle and the rider. Some aspects chosen and shared by the group characterize a hegemonic masculinity that guides the behavior, discourse and the brand consumption experience. I finish this paper reflecting on the concept of brand and the links created with it.

INTRODUÇÃO: Os acidentes de trânsito são considerados um problema de saúde pública, identificado como umas das primeiras causas de morte violenta no mundo. No Brasil, a cada minuto uma pessoa morre ou fica ferida em consequência de acidentes com motocicletas. Este estudo teve como objetivo verificar o perfil e as implicações sociais e econômicas dos pacientes vítimas de acidentes com motocicleta. MÉTODO: Estudo prospectivo que avaliou 68 motociclistas na condição de condutor ou passageiro, no momento da internação e após seis meses decorridos do acidente. Utilizou-se questionário abordando perguntas quantitativas e qualitativas. RESULTADO: A motocicleta é responsável por 12% das internações na Instituição, 54,4% são jovens de até 28 anos de idade. 92,6% são condutores e 91,2% do sexo masculino. 50% utilizavam a moto como meio de transporte diário, sendo que 70,6% aprenderam a dirigir sozinhos, com parentes ou amigos. Na reavaliação após seis meses 94,1% necessitaram da ajuda de alguém e 83,8% tiveram a dinâmica familiar alterada em decorrência do acidente. 73,5% não retornaram as atividades profissionais, 80,9% precisaram de dinheiro extra, e destes 45,6% resolveram a situação financeira com empréstimos. Quanto às atividades de lazer, antes do acidente 64,7% praticavam atividades esportivas e após o acidente, 50% não exerciam nenhuma prática, restringindo-se ao ambiente doméstico. Os principais impactos mencionados foram: limitação dos movimentos (52,9%), maior atenção e direção defensiva (32,4%) e medo (27,9%). As mudanças mais expressivas ocorridas no dia-a-dia foram: locomoção (95,6%), a família (61,8%) e o relacionamento afetivo (16,2%). CONCLUSÃO: O acidente de motocicleta é um problema de saúde pública que afeta a população jovem e economicamente ativa do país. A incapacidade temporária ou permanente determina a alteração da dinâmica familiar; trauma psicológico e afetivo, comprometimento do lazer e mudança no comportamento do indivíduo. As dificuldades econômicas em decorrência da perda de produção e aumento de gastos com o tratamento geram dificuldades financeiras e causam impacto negativo na situação econômica familiar. / INTRODUCTION: The traffic accidents are considered a problem for the public health system as one of the most frequent cause of violent death in the world. In Brazil, every two minutes a person die or gets injured due the motorcycle accidents. These study aims to verify the profile and the social and economic implications of the patient\'s victims of motorcycle accidents. METHOD: Prospective study that evaluated 68 motorcyclists as conductors and passenger at the moment of the hospital internment and six months after the accident. Questionnaire whit quantitative and qualitative questions were used. RESULT: The motorcycle is responsible for 12% of the internment in the Hospital; 54,4% are victims under 28 years old; 92,6% are conductors and 91,2% are male; 50% utilize the motorcycle as a daily transportation, and 70,6% learn to guide by themselves or with help from friends and relatives. On the revaluation after six months 94,1% needed someone help and 83,8% had their family dynamics changed after the accident. 73,5% didn\'t returned to their professional routine; 80,9% needed extra money and from those 45,6% handled the situation with money loan. As for the leisure times 64,7% used to make sport activities before the accident and after the accident 50% abandoned the sport activities and get restricted to the domestic environment. The main impact described were: movement limitation (52,9%); greater attention and defensive lead (32,4%) and fear (27,9%). The most expressive changes on the daily life were: locomotion (95,6%); in the family (61,8%) and in the affective relationships (16,2%). CONCLUSION: The motorcycle accidents are a matter that concerns the public health system that affects the young and economically active population. The temporary or permanent disabilities causes the change of the family dynamics; psychological trauma and affective relationships compromising the leisure and change the individual behavior. The economical difficulty due the loss of production and the increase whit treatment expenses create financial difficulty that impacts negatively in the family economic situation.

Submitted by Filipe dos Santos (fsantos@pucsp.br) on 2016-09-12T13:11:29Z No. of bitstreams: 1 Luís Augusto De Mola Guisard.pdf: 1274895 bytes, checksum: 97cdf8920a0e607f2f715c83c60d4c3a (MD5) / Made available in DSpace on 2016-09-12T13:11:29Z (GMT). No. of bitstreams: 1 Luís Augusto De Mola Guisard.pdf: 1274895 bytes, checksum: 97cdf8920a0e607f2f715c83c60d4c3a (MD5) Previous issue date: 2016-04-14 / Coordenação de Aperfeiçoamento de Pessoal de Nível Superior / The thesis aimed at understanding how hurriedness originated as a symbol of contemporary city life, and seeking possibilities of resisting such hegemony. The research was driven by an individual feeling of uneasiness about hurriedness as a universal value: hurriedness deviated from its natural role in order to meet life-specific urgencies, such as the urgency of an escaping animal, a child going for a moment of fun, or a bodyguard to the rescue. Hurriedness is constant in city life, which does not seem consistent with man’s vital impulses. It is an outer element that arose at some point in history. Taking as hypothesis that the hurriedness we currently experience, disconnected from our nature, denies life values, this paper consisted in a genealogical study of hurriedness. Such genealogical analysis was permeated by the idea that an extemporary posture, of non-compliance to the current values is required, as a way of enabling criticism to the hurriedness value. In order to serve this purpose, two main authors were used as reference: Nietzsche and Foucault. The first provided the cornerstone to face the task of attempting to understand hurriedness in its actual dimensions, while the latter enabled outlining the elements of the historical construction of hurriedness, including in the most recent period: throughout the twentieth century. As a resource of analysis, the figure used was that of a motorcycle courier, which a hasty professional in the São Paulo metropolis, representing the metaphor of a superfluous life, a hostage of productive hurriedness that serves the urgency of capital, not of life. Indeed, the motorcycle courier is the metaphor of the hastiness that is often true to all of us. The analysis enabled reaching the idea that hurriedness was a historical construction. It meets the contemporary rationality, since its early origins when the intelligible world was valued over the sensitive world of the Socratic and Platonic traditions, making its way to the neoliberal order of the twentieth century, by formatting the self-made man-machine, wrapped in a spirit of gravity. The conclusion is all the more exciting: there has been a form of society when constant hurriedness was not prevalent, during the tragic period, and currently, there are signs of resistance to hurriedness, such as those represented by the movements asserting the logic of slow. After all, according to Nietzsche’s Zarathustra, “Not by wrath does one kill, but by with laughter. Come, let us kill the spirit of gravity!” / O objetivo da tese foi compreender como se originou a pressa como marca da vida urbana contemporânea e procurar por possibilidades de resistências a essa hegemonia. A motivação para a pesquisa foi um sentimento particular de incômodo com a pressa como valor universal: a pressa deslocada de sua função natural para atender urgências próprias da vida, como é a urgência de um animal em fuga, de uma criança para ir ao encontro da diversão ou a de um salva-vidas. A pressa na vida urbana é constante, o que não parece corresponder aos impulsos vitais do homem. É algo que vem de fora, surgido em algum momento da história. Tendo como hipótese que essa pressa que vivenciamos, alheia à nossa natureza, nega os valores da vida, o trabalho consistiu em um estudo genealógico da pressa. Para essa análise genealógica foi sempre presente a ideia de que é necessária uma postura extemporânea, de não adesão aos valores vigentes, como forma de tornar possível uma crítica ao valor pressa. Para atingir essa finalidade, dois principais autores foram consultados: Nietzsche e Foucault. O primeiro deu toda a base para enfrentar a tarefa de tentar compreender a pressa em sua devida dimensão e o segundo permitiu esquadrinhar os elementos da construção histórica da pressa, inclusive no período mais recente: ao longo do século XX. Como recurso de análise foi usada a figura do motoboy, profissional acelerado de nossa metrópole paulistana, como metáfora de uma vida supérflua, refém de uma pressa produtiva que atende a uma urgência que é do capital e não da vida. O motoboy é a metáfora da aceleração que, não obstante, atinge todos nós. Com a análise, foi possível chegar à ideia de que a pressa foi uma construção história. Ela atende à racionalidade contemporânea, a qual já se insinua na valorização do mundo inteligível em detrimento do mundo sensível da tradição socrático-platônica e chega à ordem neoliberal do século XX, com a formatação do homem-máquina, empresário de si, envolto em um espírito de gravidade. Mais animadora e menos sisuda é a conclusão de que já houve uma forma de sociedade em que a pressa constante não dominava, a do período trágico, e, no presente, há indícios de resistência à pressa, como a representada pelos movimentos que afirmam a lógica do devagar. O Zaratustra de Nietzsche já dizia: “Não é com a ira que se mata, mas com o riso. Eia, pois, vamos matar o espírito de gravidade!”