Submitted by Kelson Anthony de Menezes (kelson@ucb.br) on 2016-10-18T16:39:43Z No. of bitstreams: 1 MarcelStanleiMonteiroDissertacao2014.pdf: 1251084 bytes, checksum: afa38f20436a6e1254867ae41af7763c (MD5) / Made available in DSpace on 2016-10-18T16:39:43Z (GMT). No. of bitstreams: 1 MarcelStanleiMonteiroDissertacao2014.pdf: 1251084 bytes, checksum: afa38f20436a6e1254867ae41af7763c (MD5) Previous issue date: 2014-08-13 / This research investigated the existence of representative agents ' consumption habit of the Brazilian economy, using for this purpose, the model of Dubey, Geanakoplos and Shubik (2005), which received the incorporation of a term that represents the penalty applied to agents who take credit and subsequently missing with their financial commitments. It was used the model known as the Consumption-Based Capital Asset Pricing Model-CCAPM, to assign to the model of Dubey, Geanakoplos and Shubik (2005) generalization of infinite periods, instead of just two periods. Thus, to meet the objectives of this research, it has been estimated, through two utility functions, using the Generalized Method of Moments GMM, the inter-temporal discount factor consumption, also known as the impatience of the agents, the coefficient of relative risk aversion and the parameter that governs the separability of the time consumption. In addition, the penalty rate was calculated and, also, the scroll rate of these agents, debt relating to these calculations and estimates, information on the Brazilian economy, since 2000, making it possible to conclude that, for the period under examination, existed the habit in the consumption of representative agents, all of whom were penalized whenever preferred not to pay their obligations, which occasioned in the scrolling your debt. In addition, it was concluded that these agents are impatient and risk-averse and, also, that the important role played credit to contribute to growth and economic development. / Esta disserta????o investigou a exist??ncia do h??bito no consumo dos agentes representativos da economia brasileira, utilizando, para tanto, o modelo de Dubey, Geanakoplos e Shubik (2005), que recebeu a incorpora????o de um termo que representa a penalidade aplicada aos agentes que tomam cr??dito e, posteriormente, faltam com seus compromissos financeiros assumidos. Utilizou-se, ainda, o modelo conhecido como Consumption-Based Capital Asset Pricing Model CCAPM, para que fosse poss??vel atribuir ao modelo de Dubey, Geanakoplos e Shubik (2005) a generaliza????o de infinitos per??odos, ao inv??s de apenas dois per??odos. Assim, para atender aos objetivos desta pesquisa, estimou-se, atrav??s de duas fun????es de utilidade, pelo M??todo dos Momentos Generalizados GMM, o fator de desconto intertemporal do consumo, tamb??m conhecido como a impaci??ncia dos agentes, o coeficiente de avers??o relativa ao risco e o par??metro que rege a separabilidade do consumo no tempo. Al??m disso, foi calculada a taxa penalidade e, tamb??m, a taxa da rolagem da d??vida desses agentes, relacionando a esses c??lculos e estima????es, informa????es sobre a economia brasileira, desde 2000, o que possibilitou concluir que, para o per??odo analisado, existiu o h??bito no consumo dos agentes representativos, os quais foram penalizados sempre que preferiram n??o pagar seus compromissos assumidos, o que ocasionou na rolagem de sua d??vida. Al??m disso, chegou-se ?? conclus??o de que esses agentes s??o impacientes e avessos ao risco e, tamb??m, que o cr??dito desempenhou o importante papel de contribuir para o crescimento e o desenvolvimento econ??mico.

Rocker profiles are one of the most commonly prescribed footwear modifications provided to individuals with impaired rollover. Impaired rollover is caused due to loss of neuromuscular function (i.e. stoke) or orthotic ankle constraint. When rollover is impaired, continued forward progression is interrupted and walking gait becomes less efficient (i.e. increased energy expenditure). Rocker profile footwear modifications are designed to mimic the functions of the anatomical ankle-foot rockers and provide its users with a smooth and efficient rollover. However, while there is theory governing the design of a rocker profile and subjective descriptions of rocker profile function, the extent to which a rocker profile footwear provides rollover has not yet been quantified. The aim of this study was to quantify effective and ineffective rollover and test whether our rocker profile provides effective rollover. We hypothesized that healthy subjects (n=4) walking with orthotic ankle constraint and the rocker profile (STOP) would have no change in rollover and energy expenditure outputs compared to walking with orthotic ankle free and rocker profile (FREE); but that healthy subjects (n=4) walking in STOP would have a change in rollover and energy expenditure outputs compared to walking with orthotic ankle constraint and no rocker profile (STOP-NR). To test this hypothesis, rollover was quantified as stance phase duration, cadence and radius of curvature and energy expenditure was quantified as heart rate and rating of perceived exertion. In addition to these outputs, we analyzed the ground reaction forces and duration of stance in early, middle and late stance period to determine the effects of the rocker profile footwear components. Through the rollover and energy expenditure outputs of the STOP, FREE and STOP-NR conditions, we quantified effective rollover as 0.29 (0.01) radius of curvature with a heart rate of 110.5(6.7) bpm and ineffective rollover as 0.69(0.12) radius of curvature with a heart rate of 131.5 (8.1) bpm. By creating this scale, we were able to determine that our rocker profile provided effective rollover (0.34[0.04] radius of curvature with a heart rate of 111.3[8.3] bpm). However, a future study with a greater sample size is needed to confirm these results.

Rollover prevention in Sports Utility Vehicles (SUV‟s) offers a great challenge in vehicle safety. By reducing the body roll angle of the vehicle the load transfer will increase and thus decrease the lateral force that can be generated by the tires. This decrease in the lateral force can cause the vehicle to slide rather than to roll over. This study presents the possibility of using slow active suspension control to reduce the body roll and thus reduce the rollover propensity of a vehicle fitted with a hydro-pneumatic suspension system. The slow active control is obtained by pumping oil into and draining oil out of each hydro-pneumatic suspension unit individually. A real gas model for the suspension units as well as for the accumulator that supplies the oil is incorporated in a validated full vehicle Adams model. This model is then used to simulate a double lane change manoeuvre performed by a SUV at 60 km/h and it is shown that a significant improvement in body roll can be obtained with relatively low energy requirements. The proposed control is successfully implemented on a Land Rover Defender test vehicle. A Proportional-Derivative (PD) controller is used to control on-off solenoid operated valves and the flow is adjusted using the lateral acceleration as a parameter. Experimental results confirm that a significant improvement in body roll is possible. AFRIKAANS : Omrolvoorkoming in Sportnutsvoertuie bied geweldige uitdagings in terme van voertuigveiligheid. Deur die rolhoek van die voertuig te verminder word die laterale lasoordrag verhoog en word die laterale krag wat die bande kan genereer minder. As die laterale krag genoeg verminder sal die voertuig eerder gly as omrol. Die studie ondersoek die moontlikheid om stadig-aktiewe suspensiebeheer op 'n voertuig met 'n hidropneumatiese suspensie te gebruik om bakrol te verminder en dus die omrolgeneigdheid van die voertuig te verlaag. Die beheer word toegepas deur olie in elke hidropneumaties suspensie-eenheid individueel in te pomp of te dreineer. 'n Werklike gas model word gebruik om die supensie-eenhede asook die akkumulator, wat die olie aan die suspensie voorsien, te modeleer. Hierdie modelle word in 'n gevalideerde volvoertuig ADAMS model geïnkorporeer en 'n dubbel laanverwisseling word gesimuleer teen 60 km/h. Die resultate toon dat 'n beduidende verbetering in die rolhoek moontlik is met relatiewe lae energievereistes. Die voorgestelde beheer is suksesvol op 'n Land Rover Defender geïmplimenteer en 'n Proportioneele-Differensiaal (PD) beheerder word gebruik om die aan-af solenoїde kleppe te beheer terwyl die vloei aangepas word na gelang van die laterale versnelling. Eksperimentele resultate bevestig dat 'n beduidende verbetering in bakrol moontlik is. / Dissertation (MEng)--University of Pretoria, 2012. / Mechanical and Aeronautical Engineering / unrestricted

The ride stability of an A-train 28-foot double tractor trailer when outfitted with different Roll Stability Control (RSC) systems with the same payload and suspension configurations is studied experimentally for various dynamic maneuvers. The primary goal of the study is to determine the effect of different commercially-available RSC systems on the extent of improvements they offer for increasing roll stability of commercial vehicles with double trailers, when subjected to limit-steering maneuvers that can rise during highway driving. A semitruck and two 28-foot trailers are modified for enduring the forces and moments that can result during testing. A load structure is used for placing the ballast loads within the trailers at a suitable height for duplicating the CG height of the trailers during their commercial use. Outriggers and jackknifing arresting mechanisms are used to prevent vehicle damage and ensure safety during the tests. The test vehicle is equipped with multiple sensors and cameras for the necessary measurements and observations. The analog and video data are time-synced for correlating the measurements with visual observation of the test vehicle dynamics in post-processing. An extensive number of tests are conducted at the Michelin Laurens Proving Grounds (MLPG) in Laurens, SC. The tests include evaluating each RSC system with different maneuvers and speeds until a rollover occurs or the vehicle is deemed to be unstable. The maneuvers that are used for the tests include: double lane change, sine-with-dwell, J-turn, and ramp steer maneuver. Both a steering robot and subjective driver are used for the tests. The test data are analyzed and the results are used to compare the three RSC systems with each other, and with trailers without RSC. The test results indicate that all three RSC systems are able to improve the speed at which rollover occurs, with a varying degree. For two of the systems, the rollover speed gained, when compared with trailers without RSC, is marginal. For one of the systems, there are more significant speed gains. Since most RSC systems are tuned for a conventional tractor-trailer, additional testing with some of the systems would be necessary to enable the manufacturers to better fine-tune the RSC control scheme to the dynamics of double trailers. / MS

A research report submitted to the Faculty of Commerce, Law and Management, University of the Witwatersrand, Johannesburg, in partial fulfilment of the requirements for the degree of Master of Commerce (specializing in Taxation) Johannesburg 2015 / Due to the vast number of groups of companies having many subsidiaries that are no longer viable from an economic perspective or that no longer gain the tax benefit that they were first created to achieve, there are many group restructurings occurring. These restructurings are to potentially simplify the group structure as well as achieve the maximum tax benefit. This research report will analyse how groups may be restructured in line with the provisions of the Income Tax Act (‘the Act’) as it stands currently by looking back at how restructurings were dealt with in the past and how that has now evolved. The research discusses the corporate rollover relief provisions that may be applied in order to simplify the restructuring process which is commonly used in today’s practice. The research suggests that there are many different ways to restructure a group in order to gain the maximum amount of benefit from a tax perspective. Key Words: branch, capital gains tax (CGT), corporate income tax, corporate rollover relief, deregistration, foreign tax resident, general anti-avoidance rules (GAAR), liquidation, partnership, restructure, value-added tax.

本文採用1998年九月2日到2003九月30日的台灣指數期貨每日收盤價，總共1304筆資料。我們希望能藉由濾嘴法則以收盤價及交易量和未平倉量來衡量台灣指數期貨的效率性。而實證結果也證實可以藉由濾嘴法則濾除掉市場上的小波動，並進而預測出主要的價格趨勢。 / This thesis adopts futures data, which are the daily closing prices of the Taiwan Stock Exchange Capitalization Weighted Stock Index futures contracts. The sample period is from September 2, 1998 to September 30, 2003, a total of 1304 transaction days. The goal we want to achieve is to test and verify the momentum by filter rules based on price and volume in the futures market in Taiwan. In addition, the open interest is substituted for the trading volume to exam its effect on the futures price. The empirical results show that we can predict the price trend as long as we employ an appropriate range value to filter out “the noise”.

The Rollover of heavy vehicles operating in the construction, mining and agricultural sectors is a common occurrence that may result in death or severe injury for the vehicle occupants. Safety frames called ROPS (Rollover Protective Structures) that enclose the vehicle cabin, have been used by heavy vehicle manufacturers to provide protection to vehicle occupants during rollover accidents. The design of a ROPS requires that a dual criteria be fulfilled that ensures that the ROPS has sufficient stiffness to offer protection, whilst possessing an appropriate level of flexibility to absorb some or most of the impact energy during a roll. Over the last four decades significant research has been performed on these types of safety devices which has resulted in the generation of performance standards that may be used to assess the adequacy of a ROPS design for a particular vehicle type. At present these performance standards require that destructive full scale testing methods be used to assess the adequacy of a ROPS. This method of ROPS certification can be extremely expensive given the size and weight of many vehicles that operate in these sectors. The use of analytical methods to assess the performance of a ROPS is currently prohibited by these standards. Reasons for this are attributed to a lack of available fundamental research information on the nonlinear inelastic response of safety frame structures such as this. The main aim of this project was to therefore generate fundamental research information on the nonlinear response behaviour of ROPS subjected to both static and dynamic loading conditions that could be used to contribute towards the development of an efficient analytical design procedure that may lessen the need for destructive full scale testing. In addition to this, the project also aspired to develop methods for promoting increased levels of operator safety during vehicle rollover through enhancing the level of energy absorbed by the ROPS. The methods used to fulfil these aims involved the implementation of an extensive analytical modelling program using Finite Element Analysis (FEA) in association with a detailed experimental testing program. From these studies comprehensive research information was developed on both the dynamic impact response and energy absorption capabilities of these types of structures. The established finite element models were then used to extend the investigation further and to carry out parametric studies. Important parameters such as ROPS post stiffness, rollslope inclination and impact duration were identified and their effects quantified. The final stage of the project examined the enhancement of the energy absorption capabilities of a ROPS through the incorporation of a supplementary energy absorbing device within the frame work of the ROPS. The device that was chosen for numerical evaluation was a thin walled tapered tube known as frusta that was designed to crush under a sidewards rollover and hence lessen the energy absorption demand placed upon the ROPS. The inclusion of this device was found to be beneficial in absorbing energy and enhancing the level of safety afforded to the vehicle occupants.

The thesis deals with the issue of measuring the height of the center of gravity of SUV´s. The first part of thesis is devoted to the issue of center of gravity and the influence of the height of the center of gravity on driving stability. Furthermore, individual methods of measuring the height of the center of gravity in passenger cars are discussed. The analytic part of the thesis is devoted to experimental measurement of the height of the center of gravity of selected SUV´s at different vehicle load, by the method of tilting the vehicle on the axle. The results of the measurements showed that the height of the center of gravity for vehicles with a capacity for five people is in the range from 606 to 697 mm. The lowest value belongs to the vehicle Toyota RAV4 Hybrid, when loaded by the driver. The highest value was found for the vehicle Kia Sportage, when loaded by three passengers. The Landover Defender, which is vehicle, that has a capacity for nine people, was found to have a height of center of gravity ranging from 705 to 874 mm. The lowest value was found when loaded by the driver, the highest value when loaded by nine passengers. Only for the Nissan Qashqai was the growing dependence between the load increase and the height position of the vehicle's center of gravity confirmed. A similar trend was found for the Toyota RAV4 Hybrid, Jeep Compass and Landover Defender. The determined values can be used in the analysis of traffic accidents of SUV’s.

In the light of the increasing demands and competition in the automotive industry to rapidly introduce new products to the market, management of production ramp-ups and production ramp-downs has become a new decisive competitive factor. For this reason, a well-designed strategy has become essential to succeed. For Scania Engine Assembly, this novel challenge is underway in the form of a ramp-down of the old assembly line (DL) and simultaneous ramp-up of the new assembly line (DW). This is to deliver the new and more sustainable engine platform Super. DL consists of a basic assembly and a final assembly (TMS-line), where the latter was the focus of this thesis project. Since the transition is already put in motion, there is an urgent need for the establishment of a production ramp-down strategy stretching until the complete transition. Therefore, this project was initiated to develop an optimal strategy of the production ramp-down with regard to interconnected projects and functions, as well as to the factors of economics, efficiency, ergonomics, and quality. The project also aimed to establish an ideal project progression regarding the management and implementation of the strategy. Considering that the TMS-line involves 59 workstations, more than 200 personnel daily, 10 engine types with unique variants, different technical systems, and must align with multiple operational functions, a comprehensive and considered strategy was essential. An additional objective was to reduce the gap in research between production ramp-up and production ramp-down. Although, the interest of production ramp-up has increased considerably in the last two decades, that of production ramp-down still remains widely neglected, despite their similar importance. Hence, the project aimed not only to contribute to Scania, but also to contribute with empirical data to future research in production ramp-down. Altogether, the reduction in the research gap can contribute to more sustainable production systems. To achieve the project objective and aims, a substantial literature review was conducted and a wide array of scientific methods were used. The literature review established a basis for the project, and brought theories from multiple languages and standpoints together to culminate in a comprehensive understanding of production ramp-down. The scientific methods were used to gather empirical data and to design the strategy. In addition, relevant expertise was incorporated throughout the project by a continuous cooperation with Scania employees of different roles and specialisations. The project also followed Scania’s change process to facilitate the realisation of the strategy. In total, three distinctive strategy concepts were generated and evaluated, called Alpha, Beta, and Gamma. Then, after a systematic evaluation process, a combination of Alpha and Gamma was designed in detail to form the final strategy. The strategy can be described as a stepwise capacity reduction. The first step is the planning and preparation for the necessary competence shift, organisational changes, and technical solutions. In the second step, a new takt and work standard corresponding to 50% capacity is implemented. Also, a decision regarding the final production years is made to either offshore production, change layout, or continue without change. The third step involves major structural changes in the form of a new organisational structure and the implementation of a technical solution for a permanent 50% capacity reduction. Similarly, in the fourth step, the technical solution is adjusted and a new work standard is implemented to correspond to a 33% capacity need. The fifth step regards the phase-out of the TMS-line, which completes the transition between DL and DW. Finally, the sixth step includes the revitalisation of the freed-up operational area and recycling of production equipment and materials. Altogether, the strategy ensures an optimal production ramp-down of the TMS-line with regard to interconnected projects, functions, and factors. To ensure the success of the strategy, recommendations in management and implementation of the strategy were established based on research and empirical findings. The result is an optimal strategy that fulfils the objective and aims, and contributes with new empirical findings and recommendations for future research in production ramp-down and connected research fields. / Med bakgrunden av det ökande kraven och konkurrensen i fordonsindustrin att snabbt introducera nya produkter till marknaden, har ledning av produktionsupprampningar och produktionsnedrampningar blivit en ny avgörande konkurrensfaktor. För att lyckas med denna ledning krävs en välutvecklad strategi. För Scania motormontering pågår denna nya utmaning i formen av en nedrampning av den gamla monteringslinan (DL) och samtida upprampning av den nya monteringslinan (DW). Detta genomförs för att leverera den nya och mer hållbara motorplattformen Super. DL består av en grundmontering och en slutmontering (TMS-line), där den sistnämnda utgör fokus i detta examensarbete. Eftersom övergången redan är i gång finns det ett brådskande behov för utformningen av en produktionsnedrampningsstrategi som sträcker sig fram till den fullständiga övergången. Därför initierades detta projekt för att utveckla en optimal strategi för produktionsnedrampningen med hänsyn till sammankopplade projekt och funktioner, likväl till ekonomi, effektivitet, ergonomi och kvalitet. Projektet ämnade även till att utforma en idealisk projektprogression gällande styrning och implementering av strategin. Då TMS-line involverar 59 arbetsstationer, över 200 operatörer dagligen, 10 motortyper med unika varianter, olika tekniska system, och måste anpassas till flera operationella funktioner, krävdes en heltäckande och genomtänkt strategi. Ett ytterligare mål var att minska forskningsgapet mellan produktionsupprampning och produktionsnedrampning. Även om intresset för produktionsupprampning har ökat avsevärt de senaste två decennierna, frånses produktionsnedrampning fortfarande trots deras liknande betydelse. Därför ämnade projektet inte bara till att bidra till Scania, men också till att bidra med empirisk data till framtida forskning inom produktionsnedrampning. Sammantaget kan minskningen av forskningsgapet bidra till mer hållbara produktionssystem. För att uppnå projektets syfte och mål utfördes en omfattande litteraturstudie och olika vetenskapliga metoder användes. Litteraturstudien upprättade en grund för projektet, och sammanförde teorier från flera språk och perspektiv för att ge en heltäckande förståelse av produktionsnedrampning. De vetenskapliga metoderna användes till att samla empirisk data och designa strategin. Dessutom integrerades relevant expertis genom hela projektet genom ett kontinuerligt samarbete med anställda på Scania med olika roller och specialiseringar. Projektet följde även Scanias förändringsprocess för att underlätta implementeringen av strategin.  Totalt skapades och utvärderades tre distinkta strategikoncept: Alfa, Beta, och Gamma. Efter en systematisk utvärderingsprocess designades en kombination av Alfa och Gamma i detalj till att utforma den slutliga strategin. Strategin kan beskrivas som en stegvis kapacitetsreducering. Det första steget utgör planeringen och förberedelsen gällande kompetensskifte, organisatoriska förändringar, och tekniska lösningar. I det andra steget implementeras en ny takt och arbetsstandard motsvarande 50 % kapacitet. Dessutom görs ett beslut gällande de sista produktionsåren att antingen flytta produktion utomlands, ändra layout, eller fortsätta utan förändring. Det tredje steget involverar stora strukturella förändringar i formen av en ny organisatorisk struktur och implementeringen av en teknisk lösning för en permanent kapacitetreducering på 50 %. I det fjärde steget justeras den tekniska lösningen och en ny arbetsstandard implementeras motsvarande ett kapacitetsbehov på 33 %. Det femte steget berör utfasningen av TMS-line vilket slutför övergången mellan DL och DW. Slutligen inkluderar det sjätte steget vitaliseringen av den frigjorda operationella ytan och återvinningen av produktionsutrustning och material. Sammantaget säkerställer strategin en optimal produktionsnedrampning av TMS-line med hänsyn till sammankopplade projekt, funktioner och faktorer. För att säkerställa strategins framgång upprättades rekommendationer i styrning och implementering baserat på forskning och empiriska fynd. Resultatet är en optimal strategi som uppfyller syfte och mål, samt bidrar med nya empiriska fynd och rekommendationer till framtida forskning i produktionsnedrampning och relaterade forskningsfält.

Real-Time Rollover prevention of Unmanned Ground Vehicle (UGV) is very paramount to its reliability and survivability mostly when operating on unknown and rough terrains like mines or other planets.Therefore this research presents the method of real-time rollover prevention of UGVs making use of Adaptive control techniques based on Recursive least Squares (RLS) estimation of unknown parameters, in order to enable the UGVs to adapt to unknown hush terrains thereby increasing their reliability and survivability. The adaptation is achieved by using indirect adaptive control technique where the controller parameters are computed in real time based on the online estimation of the plant’s (UGV) parameters (Rollover index and Roll Angle) and desired UGV’s performance in order to appropriately adjust the UGV speed and suspension actuators to counter-act the vehicle rollover. A great challenge of indirect adaptive control system is online parameter identification, where in this case the RLS based estimator is used to estimate the vehicles rollover index and Roll Angle from lateral acceleration measurements and height of the centre of gravity of the UGV. RLS is suitable for online parameter identification due to its nature of updating parameter estimate at each sample time. The performance of the adaptive control algorithms and techniques is evaluated using Matlab Simulink® system model with the UGV Model built using SimMechanics physical modelling platform and the whole system runs within Simulink environment to emulate real world application. The simulation results of the proposed adaptive control algorithm based on RLS estimation, show that the adaptive control algorithm does prevent or minimize the likely hood of vehicle rollover in real time. / Electrical and Mining Engineering / M. Tech. (Electrical Engineering)