Submitted by Daniel Cypas (danielcypas@gmail.com) on 2018-10-27T15:13:39Z No. of bitstreams: 1 2018.10.21 - Dissertação (Daniel Cypas) - Final.pdf: 1808238 bytes, checksum: a50cf163824bceed9e3f9103e6ede9e0 (MD5) / Approved for entry into archive by Mayara Costa de Sousa (mayara.sousa@fgv.br) on 2018-10-29T21:14:38Z (GMT) No. of bitstreams: 1 2018.10.21 - Dissertação (Daniel Cypas) - Final.pdf: 1808238 bytes, checksum: a50cf163824bceed9e3f9103e6ede9e0 (MD5) / Approved for entry into archive by Suzane Guimarães (suzane.guimaraes@fgv.br) on 2018-10-31T12:16:42Z (GMT) No. of bitstreams: 1 2018.10.21 - Dissertação (Daniel Cypas) - Final.pdf: 1808238 bytes, checksum: a50cf163824bceed9e3f9103e6ede9e0 (MD5) / Made available in DSpace on 2018-10-31T12:16:42Z (GMT). No. of bitstreams: 1 2018.10.21 - Dissertação (Daniel Cypas) - Final.pdf: 1808238 bytes, checksum: a50cf163824bceed9e3f9103e6ede9e0 (MD5) Previous issue date: 2018-09-20 / Inclusão financeira é reconhecida como fator de redução de pobreza e contribuição para o crescimento econômico. Não obstante, em 2017, havia 1,7 bilhões de adultos no mundo fora do sistema financeiro. No Brasil, este número era de quase 50 milhões. A evolução do meio de pagamento para um instrumento eletrônico (ou digital) tem trazido muitos benefícios, tais como maior eficiência em termos de velocidade de processamento, redução de custo de transação, segurança, transparência, além de oferecer significativo potencial inclusivo. Esse trabalho buscou entender se o cartão pré-pago, utilizado no Brasil para pagamento eletrônico do frete, tem os elementos necessários para funcionar como instrumento de inclusão financeira do caminhoneiro. Por meio de uma estratégia de pesquisa qualitativa, com aplicação de questionário, combinado com entrevistas, pode-se conhecer o caminhoneiro em termos de inclusão financeira, entender sua relação com o sistema bancário, com atenção especial aos serviços de pagamento, poupança, seguro e crédito. Ao final, foi possível constatar que o cartão pré-pago é um instrumento aceito pelo caminhoneiro, funciona como provedor de serviços de pagamento, pode funcionar como intermediário na oferta de produtos de seguros e investimentos, e tem condições de direcionar o crédito (uma das principais alavancas de melhoria social na base da pirâmide) de forma eficiente. Portanto, o cartão pré-pago possui os elementos para funcionar como instrumento de inclusão financeira. Por ser importante elo da cadeia logística, o cartão pode ainda beneficiar a cadeia como um todo. Entretanto, constatou-se que há dois grandes desafios a serem endereçados: reduzir a informalidade do setor, fomentando a adoção do cartão pré-pago; e viabilizar mecanismos de concessão de crédito ao caminhoneiro a partir da empresa emissora do cartão. / Financial inclusion is widely recognized as a critical factor for poverty reduction and contribution to economic growth. Nevertheless, by 2017, there were 1.7 billion adults worldwide outside the financial system. In Brazil, this number was almost 50 million. The evolution of the payment method to an electronic (or digital) instrument has brought many benefits, such as efficiency in terms of processing speed, transaction cost reduction, security, transparency, and offer significant inclusive potential. This work sought to understand if the prepaid card, used in Brazil for electronic payment of freight, has the necessary elements to work as an instrument of financial inclusion of the truck driver. Through a qualitative research strategy, with questionnaire, combined with interviews, we were able to get to know the truck driver in terms of financial inclusion, understand their relationship with the banking system, paying special attention to payment services, savings, insurance and credit. In the end, it was possible to verify that the prepaid card is an instrument accepted by the truck driver, works as a payment service provider, can act as an intermediary in the supply of insurance products and investments, is able to direct credit (one of the main drivers of social improvement at the bottom of the pyramid) efficiently. Therefore, the prepaid card has the elements to work as an instrument of financial inclusion. Because it is an important link in the logistics chain, the prepaid card can still benefit the chain as a whole. However, it was verified that there are two major challenges to be addressed: eliminate informality in the sector, encouraging the adoption of the prepaid card; and make it possible to grant credit to the truck driver through the card issuer company.

Made available in DSpace on 2014-07-29T15:03:31Z (GMT). No. of bitstreams: 1 Dissertacao Michelly L Borges 2009.pdf: 835129 bytes, checksum: 13f31a796619274490f950cf6ef9d999 (MD5) Previous issue date: 2009-12-14 / Due to the small number of studies about the process of production of the concrete dosed in central, as regards the type of employed mixture, this inquiry looked to contribute to the assessment of quality of concrete produced in mixing plant and metering plant. The principal objective of the work was checking if the form of mixing of the concrete can affect your characteristics in hardened state (compressive strength), for that, there was compared the quality of the concrete produced in metering plant and mixed in truck mixer in relation to the mixing plant. As the sample was taken a work, where they had installed a metering plant and a mixing plant, which together produced 300.000 m³ of concrete with the same materials. Inside the proposed objective, also were quantified statistically the existent types of concrete in the same truck mixer, using as the parameter the compressive strength of concrete produced in the metering plant. In the end, it was possible to conclude that the mixing plant produce a concrete of better quality with a less standard deviation than the metering plant. Was also observed a significant variability inside the truck mixer, which made the division of the concrete possible in five group, with different resistances' / Em razão do pouco número de estudos relacionados ao processo de produção do concreto dosado em central, no que tange ao tipo de mistura empregada, esta pesquisa busca contribuir com a avaliação da qualidade de concretos produzidos em centrais misturadoras e centrais dosadoras. O objetivo principal do trabalho foi o de verificar se a forma de mistura do concreto pode afetar suas características no estado endurecido (resistência à compressão), para isso, foi comparada a qualidade do concreto produzido em central dosadora e misturado em caminhão betoneira em relação aos produzidos em central misturadora. Como amostra tomou-se uma obra, onde havia instalada uma central dosadora e uma central misturadora, que juntas produziram 300.000 m³ de concreto a partir dos mesmos materiais. Ainda dentro do objetivo proposto, foram também quantificados estatisticamente os tipos de concreto existentes em um mesmo caminhão betoneira, produzidos na central dosadora e tendo como parâmetro a resistência à compressão. Ao final, foi possível concluir que as centrais misturadoras produzem um concreto de melhor qualidade com um menor desvio padrão do que as dosadoras. Foi observada também uma variabilidade significativa dentro do caminhão betoneira, o que tornou possível a divisão do concreto em cinco grupos, com resistências distintas.

Objetivo: Este estudo teve como objetivo verificar a associação entre queixas de dores musculoesqueléticas e turno irregular de trabalho, assim como avaliar a resposta de uma intervenção fisioterapêutica nas queixas musculoesqueléticas e em parâmetros do sono. Este estudo foi realizado em duas etapas. A primeira etapa constituiu um estudo transversal com 71 motoristas de caminhão que trabalhavam em uma empresa transportadora de cargas localizada na cidade de São Paulo (SP). Após os critérios de exclusão, teve início a segunda etapa do estudo. Participaram desta etapa 49 motoristas, sendo 24 do horário irregular, que inclui o horário noturno e 25 do horário diurno. Dentre estes 49 motoristas, 13 concordaram em participar de um programa de intervenção fisioterapêutica por 16 sessões (quatro meses). Os motoristas responderam a um questionário sobre dados sociodemográficos e de condições de trabalho, além de um específico sobre queixa de dores musculoesqueléticas e utilizaram por dez dias consecutivos actímetros em conjunto com protocolos de atividades diárias para estimar os padrões de sono. A intervenção consistiu de sessões de exercícios de alongamento e fortalecimento muscular. A análise do quadro doloroso foi realizada pela Escala Visual Analógica e pelo Questionário Nórdico de Sintomas Osteomusculares. Resultados: 80,3 por cento dos motoristas referiram dor musculoesquelética nos últimos 12 meses, sendo que a prevalência de dores para a coluna vertebral foi de 66,2 por cento nesse mesmo período. O sono de má qualidade foi referido por 48 por cento dos motoristas do horário diurno e por 52 por cento dos motoristas do horário irregular e não houve associação significativa entre o sono de má qualidade e horário de trabalho (p=0,08). Foi encontrada associação entre sono de má qualidade e queixa de dor musculoesquelética para todas as regiões estudadas, exceto para os membros inferiores (p<0,05) nos últimos 12 meses e na última semana antecedente à pesquisa. Para as regiões com maior prevalência de queixa de dor os fatores associados foram a área da transferência (p<0,001) e o sono de má qualidade (p=0,05). Dos participantes da segunda etapa, os motoristas do horário irregular tem maior chance de apresentar sono de curta duração em relação aos motoristas do horário diurno (p<0,001). As variáveis estatisticamente significativas associadas para a duração do sono foram o horário irregular de trabalho (p<0,001) e dirigir acima de 10 horas (p=0,04). A duração do sono e o horário de trabalho foram preditores para queixa de dor na coluna dorsal, lombar e vertebral em relação aos últimos 12 meses. Dos 13 motoristas que iniciaram a intervenção, somente dois do horário diurno a completaram. Houve percepção da melhora do quadro álgico por estes motoristas. Conclusões: Há elevada prevalência de dores musculoesqueléticas entre motoristas, independente do horário de trabalho. Entretanto, sono de má qualidade, curta duração de sono e presença de dor parecem estar associados. Embora o programa de intervenção fisioterapêutica para redução de dores musculoesqueléticas tenha sido bem avaliado pelos motoristas, sua realização foi dificultada pela escolha da empresa dos horários e dias da semana em que a mesma foi realizada. / Objective: The objective of this study was to determine the association between musculoskeletal pain complaints and irregular shift work and to assess response to a physiotherapeutic intervention in terms of musculoskeletal pain and sleep parameters. This study was performed in two stages. The first stage entailed a cross-sectional study involving 71 truck drivers working for a freight company in São Paulo city (São Paulo State). The second stage of the study commenced after applying the exclusion criteria and included 49 drivers, 24 of whom worked irregular hours, including night shifts, and 25 that worked day shifts only. Of the 49 drivers, 13 agreed to take part in a physiotherapeutic intervention program of 16 sessions (four months). The drivers answered a questionnaire collecting sociodemographic and work-related data in addition to a specific questionnaire on musculoskeletal pain complaints. Participants wore actimeters for 10 consecutive days and filled out daily activity forms to estimate sleep patterns. The intervention comprised sessions of stretching and muscle strength exercises. Pain symptoms were assessed using the Visual Analog Scale and the Nordic Osteomuscular Symptoms Questionnaire. Results: A total of 80.3 per cent of the drivers reported musculoskeletal pain in the past 12 months, and pain prevalence for the spinal column was 66.2 per cent over the same period. Poor sleep quality was reported by 48 per cent of drivers on day shifts and by 52 per cent of drivers working irregular hours. No statistically significant association between poor sleep and work times was detected (p=0.08). An association between poor sleep quality and musculoskeletal pain was found for all body regions studied, except for lower limbs (p<0.05) in the past 12 months and the week preceding the study. The associated factors for the regions with higher prevalence of pain complaints were transfer area (p<0.001) and poor sleep quality (p=0.05). Of the participants in the second stage, drivers working irregular shifts had a greater likelihood of having short sleep duration compared to drivers working day shifts (p<0.001). A statistically significant association was identified between sleep duration and the variables working irregular shifts (p<0.001) and driving for longer than 10 hours (p=0.04). Sleep duration and work shift were predictors for pain complaints in the dorsal spine, lumbar spine and spinal column over the past 12 months. Of the 13 drivers who initially embarked on the intervention, only two of the day shift drivers completed the program. All drivers perceived pain improvements. Conclusions: There is a high prevalence of musculoskeletal pain among drivers, irrespective of work shift. Poor sleep quality, short sleep duration and presence of pain appear to be associated factors. Although the physiotherapeutic intervention program for reducing musculoskeletal pain was assessed positively by the drivers, its implementation was hampered by the times and days of the week chosen by the company to run the program.

Objetivo: Este estudo teve como objetivo principal analisar o efeito presumido do horário irregular de trabalho, do índice de massa corporal (IMC) e da atividade física nos aspectos cardiometabólicos e de sono em motoristas de caminhão. Métodos: Foi realizado um estudo transversal em uma população de 101 motoristas de caminhão que trabalhavam em uma transportadora de cargas de São Paulo (SP). Após os critérios de exclusão, permaneceram no estudo 57 motoristas (26 do turno diurno e 31 do turno irregular). Os motoristas responderam a um questionário sobre dados sociodemográficos e do trabalho, além do Questionário Internacional de Atividade Física, IPAQ e um questionário para avaliar demanda, controle e apoio social no trabalho. Foram medidas a massa corporal, a estatura, circunferências abdominal e do quadril e o perímetro cervical. Foi realizada uma coleta de sangue em jejum de 12 horas para determinação das concentrações plasmáticas de glicemia, colesterol total e frações triglicérides, leptina, grelina e insulina. Os motoristas também utilizaram por sete dias consecutivos actímetros para estimar os padrões de sono. Para comparação das características sociodemográficas, de trabalho, de saúde e estilo de vida, medidas antropométricas, atividade física, hábitos alimentares, aspectos de sono, parâmetros fisiológicos, bioquímicos e hormonais foram realizados testes de estatística inferencial, após a realização da estatística descritiva. Resultados: Os motoristas obesos apresentaram concentrações de leptina cerca de cinco vezes maior em relação aos eutróficos (p<0,01), sendo que estas foram 40 por cento maiores entre os obesos do turno irregular em relação aos obesos do turno diurno (p<0,01). Por outro lado, os motoristas obesos apresentaram menor concentração de grelina que os motoristas eutróficos (p<0,04). O IMC médio dos motoristas irregulares foi significativamente maior do que dos motoristas diurnos (28,4 ± 3,8 kg/m2 vs 26,4 ± 3,6 kg/m2, p=0,04). A prática de atividade física no tempo de lazer foi baixa em ambos os grupos (<150 min/semana). O teste de Mann-Whitney mostrou que os motoristas do turno irregular eram mais ativos fisicamente do que os motoristas do turno diurno (99 ± 166 min/semana vs 23 ± 76 min/semana, p<0,01). A análise de covariância revelou que os motoristas do turno irregular moderadamente ativos apresentaram maiores pressões arteriais sistólica e diastólica (143,7 e 93,2 mmHg, respectivamente) que os motoristas diurnos moderadamente ativos (116 e 73,3 mmHg, respectivamente) (p<0,05), assim como maior concentração de colesterol total que os motoristas diurnos moderadamente ativos (232,1 e 145 mg/dl, respectivamente) (p=0,01). Independentemente da prática de atividade física, motoristas irregulares apresentaram concentrações mais elevadas de colesterol total e LDL-colesterol (211,8 e 135,7 mg/dl, respectivamente) do que os diurnos (161,9 e 96,7 mg/dl, respectivamente) (Ancova, p<0,05). Considerando-se os motoristas dos dois turnos, observou-se associação entre atividade física e menor latência do sono (Ancova, p=0,04) e melhor eficiência do sono (Ancova, p=0,02). Conclusões: Para a população estudada, a prática de atividade física não foi associada à redução da presença de fatores de risco cardiometabólicos, embora tenha sido associada a uma boa qualidade de sono. A associação observada entre as concentrações dos hormônios reguladores do apetite e o IMC, em conjunto com a associação entre turno e obesidade, sugere a necessidade de realizar estudos sobre o papel do turno de trabalho nas alterações hormonais. Além disso, devido à demanda elevada, longas jornadas e maior tempo de trabalho na profissão, o trabalho dos motoristas de caminhão está associado ao desenvolvimento de fatores de risco cardiometabólicos / Objective: The main aim of this study was to analyse the putative effect of irregular-shift work, body mass index (BMI) and physical activity on cardiometabolic and sleep aspects in truck drivers. Methods: A cross-sectional study was undertaken of 101 truck drivers working for a São Paulo-based transportation company (São Paulo State). A total of 57 drivers (26 day-shift and 31 irregular-shift workers) were included in the study after application of the exclusion criteria. All drivers completed a questionnaire collecting data on sociodemographic data and work characteristics, and also completed the International Physical Activity Questionnaire (IPAQ) along with a questionnaire assessing load, control and social support in the workplace. Measurements of BMI, height, waist/hip circumferences and cervical perimeter were taken. Fasting blood samples (12 hrs.) were collected to determine concentrations of plasma glucose, total cholesterol, triglyceride fractions, leptin, ghrelin and insulin. Drivers also wore actigraphy devices for seven consecutive days to estimate sleep patterns. After descriptive statistical analysis, inferential statistical tests were employed to compare the following data: sociodemographic, work, health and life-style characteristics, anthropometric measurements, physical activity, dietary habits, sleep aspects, as well as physiological, biochemical and hormonal parameters. Results: Obese drivers had five-fold higher concentrations of leptin than normal-weight drivers (p<0.01), with leptin levels 40 per cent greater in irregular-shift than day-shift obese (p<0.01). Obese drivers had lower ghrelin levels than drivers of normal weight (p<0.04). Mean BMI was significantly higher among irregularshift than day-shift workers (28.4 ± 3.8 kg/m2 vs 26.4 ± 3.6 kg/m2, p=0.04). The practice of leisure-time physical activity was generally low in both groups (<150 min/week). Results of the Mann-Whitney test showed that irregular-shift drivers were more physically active than day-shift workers (99 ± 166 min/week vs 23 ± 76 min/week, p<0.01). Analysis of covariance revealed that moderately-active irregular-shift workers had higher systolic and diastolic arterial pressures (143.7 and 93.2 mmHg, respectively) than moderately-active day-shift workers (116 and 73.3 mmHg, respectively) (p<0.05) as well as higher total cholesterol concentrations (232.1 and 145 mg/dl, respectively) (p=0.01). Independently of the practice of physical activity, irregular-shift drivers had higher total cholesterol and LDL-cholesterol concentrations (211.8 and 135.7 mg/dl, respectively) than day-shift workers (161.9 and 96.7 mg/dl, respectively (Ancova, p<0.05). For drivers of both shift types, an association between physical activity and shorter sleep latency (Ancova, p=0.04) and superior sleep efficiency (Ancova, p=0.02) was observed. Conclusions: For the population studied, the practice of physical activity was not associated with reduced presence of the cardiometabolic risk factors, although it has been associated with good quality sleep. The association observed between concentration of appetite-regulating hormones and BMI, and also between shift-type and obesity, points to the need for further studies investigating the role of shift work in hormonal changes. In addition, given the elevated work load, long working hours and time on the job associated with the profession, working as a truck driver is associated with the development of cardiometabolic risk factor

Long haul drivers spend a lot of time in their trucks which consequently serves as both a work place and a second home. The Internet, and communication and information technology can be used for both personal uses by the drivers, and lead to major savings for the haulage firms and provide high level service to the customers. This study investigates what needs long haul drivers have for using the Internet in their trucks, and which devise that best would suit their needs. A questionnaire study was held including 35 drivers, and an interview study including 30 drivers. The results show that almost all drivers want to perform work related tasks through the Internet, and several of them also want to use personal applications online. Work tasks online needs to be performed during the day, whereas private use of the Internet mostly would take place at nights. Several drivers are positive to an integrated system for using the Internet in the truck, and the study presents a possible concept for such a system, and discusses the results related to present research and applicable theories.

Syftet med studien är att undersöka lastbilschaufförers syn på mat och måltider. Vad de värderar i val av mat och måltidssituation och vad som påverkar hur måltiden genomförs i det mobila arbetet. Vidare studeras hur mat- och måltidsvanor påverkas av den upplevda stressen och tidspressen i arbetet, samt strategier att hantera denna. Ett ytterligare syfte är att belysa arbetsledningens och fackets syn på och arbete med mat- och måltidsfrågor. Studien är kvalitativ, och semi-strukturerade intervjuer har genomförts, med fyra lastbilsförare och en transportledare/personalansvarig på ett åkeri i nordöstra Skåne, samt ett fackligt skyddsombud. De nyanställda och oerfarna förarna uppfattades vara mest utsatta för stressens negativa sidor. Med erfarenhet byggdes förmågan upp att hitta på sina körturer, och även strategier för att hantera och motverka stress på. Förarna i studien beskrev sig alla vara erfarna av yrket och tyckte inte att stress utgjorde ett problem för dem. I arbetets måltid värderade förarna tre faktorer; det sociala, den nyttiga maten och måltiden som tillfälle till återhämtning. Det sociala i måltiden - att umgås med kollegor och samtala under tiden man åt ansågs vara den viktigaste beståndsdelen i en trivsam måltid. I studien intervjuades även transportledare/personalansvarig från åkeriet och ett fackligt skyddsombud. Frågor gällande mat och måltid var vid tidpunkten knappt berörda. Dessa frågor bedömdes ändå vara viktiga. Vem som ansvarade för ett eventuellt upptagande av mat- och måltidsfrågorna i arbetet var inte klarlagt. / The aim of the study is to examine truck drivers’ view on food and meals. What they value in food choices and meal situation and what affects how the meal is implemented in the mobile work. How food and eating habits are influenced by the perceived stress and time pressure at work is also studied, as well as strategies to deal with this. A further aim is to highlight the management’s and the union’s view on and their work with food and meal issues. This is a qualitative study, and semi-structured interviews were conducted with four truck drivers and a transport leader/personnel manager from a haulage company in southeast Sweden, and with a union safety representative. The newly hired and inexperienced drivers seemed to be most vulnerable to the negative aspects of stress. The ability to find the way in their routes came with experience and along came new strategies to manage and prevent stress. All participating drivers described themselves to be experienced by their profession and did not think that stress was a problem for them. Three aspects of the work meal were especially valued by the drivers; the social element, the healthy food and the meal as a time for recovery. The social element of the meal - to socialize with colleagues while eating, was considered the most important element in a pleasant meal. A transport leader/personnel manager from the haulage company and a union safety representative were also interviewed. Questions about food and meal were barely worked with at the time. These questions were still seen as important. Although, it was not clear who was responsible for the work related food and meal issues.

L’objectif de ce travail est la compréhension et la modélisation des phénomènes physiques qui gouvernent la réponse vibro-acoustique d’une cascade de distribution de poids lourd. On s’intéresse en particulier au bruit de sirènement d’une cascade de six engrenages, qui correspond à la réponse aux excitations internes générées par le processus d’engrènement et au bruit de claquement, qui correspond à la réponse aux vibro-impacts entre dentures sous charge induits par les fluctuations des efforts extérieurs couplées aux excitations internes. Dans un premier temps, les corrections de denture sont optimisées par une méthode méta-heuristique (essaims particulaires), afin de minimiser les fluctuations des erreurs statiques de transmission en prenant en compte la large plage de couples de fonctionnement et les dispersions géométriques induites par les tolérances de fabrication des engrenages. Le bruit de sirènement est alors modélisé à partir d’une méthode spectrale qui prend en compte le couplage entre les différentes excitations internes de la cascade de dentures. Le gain apporté par l’optimisation des corrections sur le bruit de sirènement de la cascade de dentures a pu être estimé. Dans un second temps, le bruit de claquement est analysé à partir de modèles non linéaires prenant en compte les jeux entre dentures. Une méthode de continuation couplée à une discrétisation par la méthode des différences centrées et une méthode d’intégration temporelle directe sont mises en oeuvre. Le comportement dynamique de la cascade induit par la fluctuation des efforts extérieurs couplée aux excitations internes est complexe : les réponses des différents pignons peuvent être périodiques, pseudo-périodiques ou chaotiques avec possibilité d’observer des pertes de contact multiples, et notamment des chocs entre les flancs rétros des dentures si l’acyclisme moteur est élevé. Les régimes de type vibro-impacts peuvent être établis sur une large plage de vitesses de fonctionnement. / The aim of this work is to characterize the vibro-acoustic response of a truck timing gear cascade, and especially the whining noise induced by internal excitations generated by the meshing process and the hammering noise induced by vibro-impacts between gears under fluctuations of external forces coupled with internal excitations. The tooth corrections are optimized with a meta-heuristic method (particle swarm)in order to minimize the fluctuations of static transmission errors. A robustness analysis is performed taking into account the wide range of operating torque and the geometric dispersions induced by gear manufacturing tolerances. The whining noise is then modelled using a spectral method considering the coupling between the different internal excitations. The gain provided by the optimization of tooth corrections on the whining noise of the timing gear cascade can thus be estimated. In a second step, the hammering noise is analyzed using nonlinear models which include the gears’ backlashes. A continuation method coupled with centered finite differences method is implemented, as well as a direct time integration method. The dynamic behaviour of the cascade induced by fluctuating external forces coupled with internal excitations is complex : the gear responses can be periodic, pseudoperiodic,or chaotic, with possibility of multiple contact losses, including collisions between reverse flanks when the engine torque fluctuation is high. Vibro-impact regimes can be observed over a wide range of operating conditions.

This diploma thesis deals with a design and optimization of mixer truck gearbox bearing arrangements. The gearbox is an important part of mixer truck. Major emphasis is put on design of main bearing which is a key component of the gearbox because of high load applied on it. Two basic criterions were considered in main bearing design – dynamic radial load capacity and contact stress in contact of roller and raceways. Developed two-stage optimizing algorithm is based on standard bearing and allows to design new bearing which is specialized for carrying output shaft of mixer truck gearbox.

Energiflöden i fläkt och fläktkoppling har undersökts för att öka förståelsen om hur fläktvarvtalet varierar med fordonshastigheten. Problemet har studerats på en lastbil vid olika fordonshastigheter och fläktvarvtal. Undersökningen har genomförts genom att studera olika förluster, geometri på fläktblad, data från tidigare prover och genom CFD-simulering. De förlusterna som undersökts är lagerförluster och viskoförluster. Utifrån den befintliga geometrin på fläkten och från simulering har inloppshastigheterna mot fläkten jämförts. Simuleringarna är gjorda på en befintlig provbil där fläkten är simulerad med hjälp av MRF-modellering. Studien visar att fläktkopplingsmodell, fläkttyp och fläktens diameter inte är av så stor betydelse för att förklara problemet, däremot kan det ses att bilens modul är av vikt. Detta tros vara av vikt på grund av vad modulen får för tryckuppbyggnad. Luftens hastighet in mot fläkten kan vara en parameter som är av betydelse utifrån analys av tidigare provning och från simulering. Utifrån det kan det funderas på om fläkten bör dimensioneras om, att den bör dimensioneras efter låga fläktvarvtal istället för höga. Detta på grund av att fläkten endast är aktiv, och då har höga varvtal, cirka X % av bilens drifttid för typisk långtradartrafik, det vill säga inte så lång tid av bilens drifttid. Resultatet från den här undersökningen bör ses som en vägvisare hur man ska gå vidare för att förklara problemet och om man utifrån det kan minska bränsleförbrukningen. / Energy flows in fan and fan-clutch has been investigated to increase the understanding of how fan speed varies with the vehicle speed. The problem has been studied on a truck at different vehicle speeds and fan speeds. The thesis has been conducted by studying various losses, the fan geometry, data from previous tests and by CFD-simulation. The losses noted are bearing losses and visco losses. Based on the existing fan geometry and from simulation, the inlet velocities against the fan has been compared. The simulation are made from an existing test vehicle where the fan is simulated using MRF modeling. The study shows that the model of the fan clutch, the fan type and fan diameter are not so important to explain the problem, however, it can be seen that the truck’s module is of importance. This is thought to be important because of the modules pressure build-up. It can also be seen that the air velocity towards the fan can be a parameter that is important based on analysis of previous testing and from simulation. However, on this basis we should be reconsidering if the fan should be dimensioned the way it is today, at high fan speeds, or if it should be dimensioned at low fan speeds. This because the fan is only active, and then has high speeds, about X % of the car’s operating time for a typical long haulage truck, i.e. not that long of the truck’s operating time. The result of this study should be interpreted as a guide on how to proceed to explain the problem and if it can be used to reduce the fuel consumption.

The Internet has become a very powerful tool in improving communication, making it easier, more convenient, and faster to access or exchange information. This project takes advantage of the strengths the Internet provides by improving communication by developing a web site for a transportation company.