As estratégias para executar o transporte rodoviário de granéis sólidos agrícolas no Brasil são um desafio à tomada de decisão. Este trabalho emprega a coordenação vertical e a análise da decisão para apresentar uma discussão acerca do processo decisório nas organizações. O método de análise multicritério, baseado em curvas de valor, permite a comparação de arranjos de governança em situações específicas. Para isso, foram definidos os principais objetivos, critérios e variáveis dos problemas de verticalização no transporte, e os resultados obtidos apontaram que o transporte verticalizado apresentou pior desempenho do que alternativas híbridas ou terceirizadas. Tal resultado suporta que em ambientes com alta dependência de custos e com baixa especificidade do ativo há maior tendência de se encontrar estruturas híbridas ou coordenadas via mercado. O levantamento descritivo do transporte rodoviário com empresas embarcadoras de cargas agrícolas bem como o resultado do modelo multicritério aplicado apontaram um mercado de transporte altamente terceirizado, que seria fomentado pela atual incerteza e baixa profissionalização dos transportadores rodoviários. À medida que a diferença de preços entre o modelo terceirizado e verticalizado diminui, há preferência pela estrutura hierárquica, dado o seu melhor desempenho nos benefícios oferecidos. Diante das mudanças no ambiente institucional, tal como a regulamentação dos transportes, os arranjos competitivos podem sofrer alterações. Para os tomadores de decisão, as estruturas verticalizadas poderiam compor com maior escala as estratégias das embarcadoras à medida que os custos da operação própria se aproximem dos valores praticados pelas transportadoras. / The strategies to perform the transportation of agricultural commodities by truck in Brazil are a challenge to decision making. This paper brings together vertical coordination and decision analysis, to present a discussion of decision making in organizations. The Multiple Criterial Decision Analisys (MCDA), method based on value functions, allows comparison of governance arrangements in specific situations. After define the main objectives, criteria and variables found in transport verticalization problems, the results showed worse performance of verticalized arrengements than hybrid or outsourced alternatives. This result supports that in environments with high dependence on low costs and asset low specificity are more likely to meet hybrid or market coordinated structures. However, the descriptive survey of road transport with agricultural shippers and the results of the multicriterial model indicated a highly outsourced transport market, which would be fostered by the current uncertainty and low professionalism of haulers. As the price difference between the outsourced model and vertical decreases there is a preference for hierarchical structure given his best performances in the benefits offered. Given the changes in the institutional environment, such as the transport regulation, competitive arrangements may change. This type of preference by decision makers would compose the vertical structures with more scale strategies by shippers.

Esta tese considera caminhoneira a mulher que, para além de ser motorista de caminhão, opta por trabalhar com rotas longas. Desenvolvemos a problemática da elaboração da identidade de gênero no trabalho por parte da caminhoneira, especialmente do ponto de vista das características de uma atividade itinerante. A carona é a parte constituinte de uma pesquisa etnográfica, que visa à participação ativa da pesquisadora nas viagens da caminhoneira e à participação das caminhoneiras enquanto locutoras desta realidade a ser descoberta, o que é característico da observação participante. A entrada da mulher no mercado de trabalho e, recentemente, sua ocupação em trabalhos ainda considerados masculinizados nos leva à emergente produção de outro olhar sobre os fenômenos. A identidade é vista a partir do entendimento pós-moderno de S. Hall relacionado com a noção de identificação, diferença e différance, a fim de pensar a realidade da caminhoneira de modo articulado com sua rotina itinerante, por ser vista pelo outros enquanto desviante. É visto que a mulher incorpora ações consideradas masculinizadas para ser aceita em um grupo em sua maioria masculino, mas, ao mesmo tempo, busca enfatizar sua feminilidade ali colocada em questão. Gênero no trabalho é tratado a partir de A. Hochschild e E. Souza-Lobo, a fim de evidenciar elementos que emanam dos formatos de legitimação dos papéis e identidades sociais solidificados na atualidade. As distinções de sexo e gênero são feitas com base em L. Nicholson e A. Piscitelli, que contribuem acerca da proposição de categorias de gênero descritivas e analíticas. Ainda, A. Brah, que percorre historicamente os conceitos de diferença, diversidade e diferenciação, sobretudo através do ponto de vista das intersecções de raça e etnia e a crítica feminista à biologia do sexo de M. Hird, que desconstrói o mito de suposta vantagem de força física. Utilizamos a compreensão de não-lugares de M. Augé para tratar da transitoriedade característica da ocupação, já que os resultados apontam para o desenrolar de uma identidade de fronteira. Por se tratar de uma profissão que é considerada masculina – no sentido de ser algo incomum à prática das mulheres, elencamos aspectos do estigma e dos disfarces. Abordamos a temática do trabalho através dos processos de trabalho e a perspectiva da organização, disciplina e divisão do trabalho, como M. Perrot e J. Neffa. Um entendimento das hierarquias, dos poderes e da divisão sexista do trabalho proposta, entre outros, por Bourdieu, e as formas de subjetivação – sentidos e sofrimentos, são abordados pela perspectiva teórica de R. Antunes e de C. Dejours, onde enfatizamos a maternidade como principal entrave à continuidade da mulher na atividade de caminhoneira. Contudo, há indícios de outras formas de organização familiar que mostram não só a entrada da mulher na atividade do marido, mas a saída dele, junto com a mulher, no momento da maternidade. Por fim, destacamos que, embora a mulher esteja conquistando novos espaços de trabalho, as relações hierárquicas e de poder se reorganizam no interior das instituições, criando novas relações de gênero, mas não menos desiguais. / This thesis considers female truck driver the women who, besides being truck drivers, choose to work long routes. The problem of setting up gender identity in the workplace was developed by analyzing the female truck driver, especially from the point of view of the characteristics of an itinerant activity. Riding along is a constituent part of an ethnographic research, which aims at the researcher’s active participation in the female trucker’s journeys and the participation of the female truck drivers as a voice to be heard over this reality to be discovered, which is typical of participant observation. Women’s entry into the job market and, recently, women’s occupation in jobs still considered meant for man, leads us to the emerging production of a new point of view on the phenomena. Identity is seen from the postmodern understanding of S. Hall related to the notion of identity, difference and différance in order to see the female truck drivers’ reality connected with their itinerant routine, seen by others as odd. It is observed that women embody actions considered masculine in order to be accepted in a group, in its majority composed by men, but at the same time, they seek to emphasize their femininity, which is called into question. Gender in the workplace is handled from A. Hochschild and E. Souza-Lobo, in favor of highlighting elements that emanate from the legitimation formats of social roles and identities which are solidified nowadays. The distinctions of sex and gender are made based on L. Nicholson and A. Piscitelli, who contribute on the proposition of descriptive and analytical gender categories. Also, A. Brah, who historically covers the concepts of difference, diversity and differentiation, particularly through the point of view of race and ethnicity intersections and the feminist criticism towards the biology of sex of M. Hird, who deconstructs the myth of supposed physical strength advantage. M. Augé's understanding of non-places was used to address the transience quality of occupation, since the results point to the development of a marginal identity. Because it is a profession considered masculine—in the sense of being something unusual to the practice of women, aspects of stigma and disguises were listed. The issue of work is addressed through the work processes and the perspective of the organization, discipline and division of labor, as in M. Perrot and J. Neffa. An understanding of the hierarchies, the powers and the sexist division of labor proposed, among others, by Bourdieu, and forms of subjectivation - senses and suffering, are covered by the theoretical perspective of R. Antunes and C. Dejours where motherhood is emphasized as the main obstacle to the continuity of women in the truck driving activity. However, there is evidence of other forms of family organization that show not only the women's entry into the husband's activity, but his leaving with his wife when motherhood comes. At last, it is pointed out that although women are conquering new workspaces, hierarchical and power relations are reorganized within the institutions, creating new gender relations, but no less unequal. / Esta tesis considera camionera a la mujer que, además de ser motorista de camión, opta por trabajar con rutas largas. Desenvolvemos la problemática de la elaboración de la identidad de género en el trabajo por parte de la camionera, especialmente del punto de vista de las características de una actividad itinerante. El aventón es la parte constituyente de una pesquisa etnográfica, que visa la participación activa de la investigadora en los viajes de la camionera y la participación de las camioneras en cuanto a locutoras de esta realidad a ser descubierta, lo que es característico de la observación participante. La entrada de la mujer en el mercado de trabajo es, recientemente, su ocupación en trabajos aún considerados masculinizados, nos lleva a una emergente producción de otra visión sobre los fenómenos. La identidad es vista a partir del entendimiento pos-moderno de S. Hall relacionado con la noción de identificación, diferencia y différance, con el objetivo de pensar la realidad de la camionera de modo articulado con su rutina itinerante, por ser vista por los otros en cuanto desviante. Es visto que la mujer incorpora acciones consideradas masculinizadas para ser acepta en un grupo, en su mayoría masculino, pero, al mismo tiempo, busca enfatizar su femineidad colocada en cuestión. Género en el trabajo es tratado a partir de A. Hochschild y E. Souza-Lobo, a fin de evidenciar elementos que emanan de los formatos de legitimación de los papeles e identidades sociales solidificadas en la actualidad. Las distinciones de sexo y género son hechas con base en L. Nicholson y A. Piscitelli, que contribuyen acerca de la proposición de categorías de género descriptivas y analíticas. Aún, A. Brah, que transcurre históricamente los conceptos de diferencia, diversidad y diferenciación, sobre todo a través del punto de vista de las intersecciones de raza y etnia, y la crítica feminista la biología del sexo de M. Hird, que reconstruye el mito de supuesta ventaja de fuerza física. Utilizamos la comprensión de no-lugares de M. Augé para tratar de la transitoriedad característica de la ocupación, ya que los resultados apuntan para el descubrir de una identidad de frontera. Por tratarse de una profesión que es considerada masculina – en el sentido de ser algo poco común la práctica de las mujeres, enumeramos aspectos del estigma y de los disfraces. Abordamos la temática del trabajo a través de los procesos de trabajo y la perspectiva de la organización, disciplina y división del trabajo, como M. Perrot y J. Neffa. Un entendimiento de las jerarquías, de los poderes y de la división sexista del trabajo propuesta, entre otros, por Bourdieu, y las formas de subjetivación – sentidos y sufrimientos, son abordados por la perspectiva teórica de R. Antunes y de C. Dejours, donde enfatizamos la maternidad como principal obstáculo a la continuidad de la mujer en la actividad de camionera. Con todo, hay indicios de otras formas de organización familiar que muestran no solo la entrada de la mujer en la actividad del marido, pero la salida de él, junto con la mujer, en el momento de la maternidad. Por fin, destacamos que, aunque la mujer esté conquistando nuevos espacios de trabajo, las relaciones jerárquicas y de poder se re-organizan en el interior de las instituciones, creando nuevas relaciones de género, pero no menos desiguales.

O mercado de trabalho de motoristas de caminhão no Brasil é de suma importância para a economia nacional, já que contempla cerca de 2 milhões de caminhoneiros e 61% do transporte de cargas do País é feito pelas rodovias. No entanto, há alguns problemas: os caminhoneiros trabalham sobre um regime de horas exaustivo, o que ocasiona externalidades negativas sérias na economia, como distúrbios de saúde e graves acidentes nas estradas. Nesse contexto, o presente trabalho, com base nos dados da PNAD-IBGE, teve dois objetivos: i) para todo o período de 2002 a 2015, realizamos uma análise socioeconômica dos motoristas de caminhão no Brasil; ii) analisamos os impactos da \"Lei do Descanso\" (2012) e da \"Lei do caminhoneiro\" (2015) sobre características importantes do mercado de trabalho dos caminhoneiros. Para a primeira parte, encontramos para 2015 que cerca de 62% dos motoristas de caminhão possuem somente até o Ensino Fundamental; 78% ganham de 1 a 3 salários mínimos; 58% trabalham com carteira assinada e 28% por conta própria; 43% trabalham mais do que 44 horas semanais. Com relação à evolução dessas características ao longo do período analisado, comparamos elas com os atributos do mesmo grupamento ocupacional dos caminhoneiros. Quanto ao rendimento, em 2002, a diferença era de R$ 750,00; em 2015, caiu para R$ 550,00. Já para as horas trabalhadas na semana, em 2002, essa diferença era de 10 horas, passando para 5 horas em 2015. Com respeito ao segundo objetivo, investigamos o efeito das leis mencionadas sobre o rendimento, a jornada de trabalho e a formalização do trabalho dos motoristas de caminhão, utilizando o estimador de diferenças em diferenças com ponderação pelo escore de propensão. Não encontramos efeitos da \"Lei do descanso\" sobre rendimentos e formalização. No entanto, houve, para 15 meses após a vigência da legislação, redução de cerca de uma hora para a jornada de trabalho semanal dos caminhoneiros. No que diz respeito à \"Lei do caminhoneiro\", nossas estimações mostraram que essa lei reduziu o número de horas trabalhadas pelos motoristas de caminhão em cerca de uma hora. Contudo, um dos efeitos adversos da vigência da lei foi a diminuição do rendimento mensal desses profissionais em aproximadamente R$ 70,00. Dessa maneira, pode-se concluir que o governo obteve êxito em reduzir o número de horas trabalhadas pelos caminhoneiros. / The labor market of truck drivers in Brazil is of paramount importance to the national economy, since it includes about 2 million truck drivers and 61 % of the country\'s cargo transport is done by road. However, there are some problems: truck drivers work on an exhausting hours regime, which causes serious negative externalities in the economy, such as health disturbances and serious road accidents. In this context, the present study, based on PNAD-IBGE data, had two objectives: i) for the entire period from 2002 to 2015, we carried out a socioeconomic analysis of truck drivers in Brazil; ii) we analyze the impacts of the \"Lei do descanso\" (2012) and the \"Lei dos caminhoneiros\" (2015) on important characteristics of the labor market of truck drivers. For the first part, we find that about 62% of truck drivers only have until Elementary School; 78% earn from 1 to 3 minimum wages; 58% work with a formal contract and 28% on their own. Regarding the evolution of these characteristics over the analyzed period, we compare them with the attributes of the same occupational grouping of the truck drivers, so that both have similar characteristics. As for income, in 2002, the difference was R$ 750.00; in 2015, fell to R$ 550.00. For the hours worked in the week, in 2002, this difference was 10 hours, going to 5 hours in 2015. With respect to the second objective, we investigated the effect of the mentioned laws using the difference-in-difference estimator weighted by the propensity score. We did not find statistically significant results of the effect of the \"Lei do descanso\" on income and formalization. However, we noted, for 15 months after the legislation was in force, a reduction of about one hour for the truckers\' weekly working day. Regarding the \"Lei do caminhoneiro\", our estimates showed that this law reduced the number of hours worked by truck drivers in about an hour. However, one of the adverse effects of the enactment of the law was to reduce the income of these professionals by approximately R$ 70.00. In this way, it can be concluded that the government succeeded in reducing the number of hours worked by the truck drivers.

O desenvolvimento de componentes para veículos comerciais geralmente é uma tarefa bastante complexa, principalmente quando se trata de transporte pesado, considerando que são necessários uma série de simulações e diversos testes em campo, em vários tipos de pavimento e condição de carga, onde muitas vezes é necessário rodar milhares de quilômetros para validar um único componente ou subsistema. Este trabalho apresenta uma série de testes realizados com um implemento rodoviário em diferentes tipos de pavimento e condições de carga, bem como o tratamento e avaliação dos dados coletados, com o objetivo de caracterizar o comportamento do chassi do implemento rodoviário nas diferentes aplicações através de suas densidades espectrais. Através de uma avaliação de dados do transporte rodoviário nacional foi definida uma combinação veicular de carga (CVC) que, instrumentada em toda sua extensão longitudinal, foi submetida a uma série de pavimentos como estrada não pavimentada, rodovia pavimentada, pista de buracos, paralelepípedos, seixo rolado, costeletas, pista de torção e lombada, a fim de coletar os níveis de aceleração vertical e frequências de vibração aos quais a massa suspensa do implemento rodoviário é submetida. Para a aplicação em questão, foi definida a faixa de frequência de interesse entre zero e 30Hz. Os sinais foram tratados através de um filtro Butterworth passa-baixa com frequência ótima de corte igual a 45Hz e, por fim, foram geradas PSDs utilizando função janela de Hanning com sobreposição de 50%. Os resultados do trabalho permitiram a diferenciação das aplicações com maior clareza, com vibrações mais críticas na condição vazio entre 2,5Hz e 10Hz, para massa suspensa e na condição carregada entre 9Hz e 14Hz, para massa não suspensa. / Commercial vehicle parts development usually is a quite complex task, mainly for heavy cargo transportation, considering that are necessary several analysis and durability tests, in different roads and load conditions, that commonly requires thousands of kilometers to approve a single component or subsystem. This work presents a truck trailer test series using different pavement types and load conditions, as well as data processing and evaluation, aiming to describe the truck trailer chassis behavior on different applications through its spectral density. Based on the Brazilian road transport data, a load vehicle combination was chosen, instrumented throughout its length and submitted to different pavements as an offroad pavement, highway road pavement, pot holes, Belgian blocks, cobblestones, washboard, body twist track and a single bump track, seeking information regarding to the truck trailer sprung mass vertical acceleration and vibration frequencies. For the application studied, an interest frequency band was defined between zero and 30Hz. The acceleration data was processed using a Butterworth low pass filter with an optimal cutoff frequency at 45Hz and, finally, power spectral densities were created using Hanning window function and 50% as overlap value. The results allowed a clearer detailing of the application efforts, once the most critical sprung mass vibrations occurs at empty condition and are between 2,5Hz and 10Hz, and the most critical unsprung mass vibrations occurs at loaded condition and are between 9Hz and 14Hz.

<p>In an automated manual transmission it is desired to have zero torque in the transmission when disengaging a gear. This minimizes the oscillations in the driveline which increases the comfort and makes the speed synchronization easier. The automated manual transmission system in a Scania truck, called Opticruise, uses engine torque control to achieve zero torque in the transmission.In this thesis different control strategies for engine torque control are proposed in order to minimize the oscillations in the driveline and increase the comfort during a gear shift. A model of the driveline is developed in order to evaluate the control strategies. The main focus was to develop controllers that are easy to implement and that are robust enough to be used in different driveline configurations. This means that model dependent control strategies are not considered.A control strategy with a combination of a feedback from the speed difference between the output shaft speed and the wheel speed, and a feedforward with a linear ramp, showed very good performance in both simulations and tests in trucks. The amplitude of the oscillations in the output shaft speed after neutralengagement are halved compared to the results from the existing method in Scania trucks. The new concept is also more robust against initial conditions and time delay estimations.</p>

<p>An Adaptive Cruise Controller (ACC) is an extension of an ordinary cruise controller. In addition to maintaining a desired set velocity, an ACC can also maintain a desired time gap to the vehicle ahead. For this end, both the engine andthe brakes are controlled. </p><p>The purpose with this thesis has been to develop control strategies for an ACC used in heavy vehicles. The focus of the work has been the methods used for switching between the use of engine and brake. Two different methods have been studied, a hybrid controller and an MPC-controller. </p><p>For the hybrid controller, the main contribution has been to use the influence of the surroundings on the acceleration of the truck. This consists of several parts such as wind drag, road slope and rolling resistance. The estimated influence of the surroundings is used as a switch point between the use of engine and brakes. Ideally, these switch points give bumpless actuator switches. </p><p>The interest in the MPC-controller as an alternative solution was to achieve automatic actuator switching, thus with no explicitly defined switch points. The MPC-controller is based on a model of the system including bounds on the control signals. Using this knowledge, the MPC-controller will choose the correct actuator for the current driving situation. </p><p>Results from simulations show that both methods solve the actuator switch problem. The advantages with the hybrid controller are that it is implementable in a truck with the hardware used today and that it is relatively simple to parameterise. A drawback is that explicit switch points between the uses of the different actuators have to be included. The advantages with the MPC-controller are that no explicit switch points have to be introduced and that constraints and time delays on signals in the system can be handled in a simple way. Among the drawbacks, it can be mentioned that the variant of MPC, used in this thesis, is too complex to implement in the control system currently used in trucks. One further important drawback is that MPC demands a mathematical model of the system.</p>

Trucks are responsible for the major part of inland freight and so, they are a backbone of the modern economy but they are also a large consumer of energy. In this context, a dominating vehicle is a truck with heavy load on a long trip. The aim with look-ahead control is to reduce the energy consumption of heavy vehicles by utilizing information about future conditions focusing on the road topography ahead of the vehicle. The possible gains with look-ahead control are evaluated by performing experiments with a truck on highway. A real-time control system based on receding horizon control (RHC) is set up where the optimization problem is solved repeatedly on-line for a certain horizon ahead of the vehicle. The experimental results show that significant reductions of the fuel consumption are achieved, and that the controller structure, where the algorithm calculates set points fed to lower level controllers, has satisfactory robustness to perform well on-board in a real environment. Moreover, the controller behavior has the preferred property of being intuitive, and the behavior is perceived as comfortable and natural by participating drivers and passengers. A well-behaved and efficient algorithm is developed, based on dynamic programing, for the mixed-integer nonlinear minimum-fuel problem. A modeling framework is formulated where special attention is given to properly include gear shifting with physical models. Fuel equivalents are used to reformulate the problem into a tractable form and to construct a residual cost enabling the use of a shorter horizon ahead of the vehicle. Analysis of errors due to discretization of the continuous dynamics and due to interpolation shows that an energy formulation is beneficial for reducing both error sources. The result is an algorithm giving accurate solutions with low computational effort for use in an on-board controller for a fuel-optimal velocity profile and gear selection. The prevailing approach for the look-ahead problem is RHC where main topics are the approximation of the residual cost and the choice of the horizon length. These two topics are given a thorough investigation independent of the method of solving the optimal control problem in each time step. The basis for the fuel equivalents and the residual cost is formed from physical intuition as well as mathematical interpretations in terms of the Lagrange multipliers used in optimization theory. Measures for suboptimality are introduced that enables choosing horizon length with the appropriate compromise between fuel consumption and trip time. Control of a hybrid electric powertrain is put in the framework together with control of velocity and gear. For an efficient solution of the minimum-fuel problem in this case, more fuel equivalence factors and an energy formulation are employed. An application is demonstrated in a design study where it is shown how the optimal trade-off between size and capacity of the electrical system depends on road characteristics, and also that a modestly sized electrical system achieves most of the gain. The contributions develop algorithms, create associated design tools, and carry out experiments. Altogether, a feasible framework is achieved that pave the way for on-board fuel-optimal look-ahead control.

In the past, transportation related economic analysis has considered agency related costs only. However, transportation managers are moving towards more holistic economic analysis including road user and environmental costs and benefits. In particular, transportation air pollution is causing increasing harm to health and the environment. Transport managers are now considering related emissions in transport economical analyses, and have established strategies to help meet Kyoto Protocol targets, which specified a fifteen percent reduction in Canada's emissions related to 1990 levels within 2008-2012.<p>The objectives of this research are to model heavy vehicle emissions using a emissions computer model which is able to assess various transport applications, and help improve holistic economic transport modeling. Two case studies were evaluated with the model developed.<p>Firstly, the environmental benefits of deploying weigh-in-motion systems at weigh stations to pre-sort heavy vehicles and reduce delays were assessed. The second case study evaluates alternative truck sizes and road upgrades within short heavy oilfield haul in Western Canada. <p>The model developed herein employed a deterministic framework from a sensitivity analysis across independent variables, which identified the most sensitive variables to primary field state conditions. The variables found to be significant included idling time for the weigh-in-motion case study, road stiffness and road grades for the short heavy haul oilfield case study.<p>According to this research, employing WIM at weigh stations would reduce annual Canadian transportation CO₂ emissions by nearly 228 kilo tonnes, or 1.04 percent of the Canadian Kyoto Protocol targets. Regarding direct fuel savings, WIM would save from 90 to 190 million litres of fuel annually, or between $59 and $190 million of direct operating costs.<p>Regarding the short heavy oil haul case study, increasing allowable heavy vehicle sizes while upgrading roads could decrease the annual emissions, the fuel consumption, and their associated costs by an average of 68 percent. Therefore, this could reduce each rural Saskatchewan municipality's annual CO₂ emissions from 13 to 26.7-kilo tonnes, which translates to 0.06 and 0.12 percent of the Canadian Kyoto Protocol targets or between $544,000 and $ 1.1 million annually. <p>Based on these results, the model demonstrates its functionality, and was successfully applied to two typical transportation field state applications. The model generated emissions savings results that appear to be realistic, in terms of potential Kyoto targets, as well as users cost reductions and fuel savings.

In an automated manual transmission it is desired to have zero torque in the transmission when disengaging a gear. This minimizes the oscillations in the driveline which increases the comfort and makes the speed synchronization easier. The automated manual transmission system in a Scania truck, called Opticruise, uses engine torque control to achieve zero torque in the transmission.In this thesis different control strategies for engine torque control are proposed in order to minimize the oscillations in the driveline and increase the comfort during a gear shift. A model of the driveline is developed in order to evaluate the control strategies. The main focus was to develop controllers that are easy to implement and that are robust enough to be used in different driveline configurations. This means that model dependent control strategies are not considered.A control strategy with a combination of a feedback from the speed difference between the output shaft speed and the wheel speed, and a feedforward with a linear ramp, showed very good performance in both simulations and tests in trucks. The amplitude of the oscillations in the output shaft speed after neutralengagement are halved compared to the results from the existing method in Scania trucks. The new concept is also more robust against initial conditions and time delay estimations.

This Master's thesis presents a method for on-line estimation of vehicle mass and road grade using Kalman filter. Many control strategies aiming for better fuel economy, drivability and safety in today's vehicles rely on precise vehicle operating information. In this context, vehicle mass and road grade are crucial parameters. The method is based on an extended Kalman filter (EKF) and a longitudinal vehicle model. The main advantage of this method is its applicability on drivelines with continuous power output during gear shifts and cost effectiveness compared to hardware solutions. The performance has been tested on both simulated data and on real measurement data, collected with a truck on road. Two estimators were developed; one estimates both vehicle mass and road grade and the other estimates only vehicle mass using an inclination sensor as an additional measurement. Tests of the former estimator demonstrate that a reliable mass estimate with less than 5 % error is often achievable within 5 minutes of driving. Furthermore, the root mean square error of the grade estimate is often within 0.5°. Tests of the latter estimator show that this is more accurate and robust than the former estimator with a mass error often within 2 %. A sensitivity analysis shows that the former estimator is fairly robust towards minor modelling errors. Also, an observability analysis shows under which circumstances simultaneous vehicle mass and road grade is possible.