Le retour à la littérature classique et l'héritage culturel sont omniprésents dans les œuvres littéraires, rhétoriques ou philosophiques de l'époque de Maxime de Tyr. Maxime suit cette tradition puisque dans ses Dialexeis sont éparpillées des références aux auteurs qui le précèdent. Maxime est influencé surtout par Homère et Platon comme on constate en lisant ses Dialexeis, où il montre sa prédilection pour les deux grands maîtres. Quant à Homère on trouve des citations utilisées pour illustrer ou pour compléter le sens d'un ensemble des phrases du texte de Maxime. Quelquefois Maxime procède à un léger changement dans les vers homériques afin de les adapter à l'entité syntaxique de son propre texte. Il y aussi des références aux noms ou aux épisodes pris dans les épopées homériques. Maxime utilise aussi l'allégorie homérique pour véhiculer des idées ou développer sa pensée philosophique.L'influence de Platon est profonde et s'étend à tous les domaines de la pensée de Maxime : politique, religieux, artistique, mais surtout philosophique. L'auteur des Dialexeis se trouve devant le problème épineux de la réconciliation de la philosophie avec la poésie. C'est en utilisant les citations des épopées homériques que Maxime trouve une manière de parler des conceptions philosophiques. Autrement dit, les exemples pris dans le texte d'Homère sont surtout utilisés afin que Maxime rende plus claire et explicite sa parole chaque fois qu'il expose ses idées philosophiques. Maxime prouve dans l'œuvre même, qu'un poète peut être aussi un grand philosophe, scellant ainsi la coexistence et arrivant à la réconciliation entre Homère et Platon. / The return to the classical literature and the evocation of cultural heritage are ubiquitous in the works of literature or those related to rhetoric and philosophy during the first centuries of the Roman Empire. Maximus of Tyr, who lived in the time of Commodus', follows this trend, as his Orations are full of citations or references to the works of his predecessors. However, he shows his preference for Homer and Plato, as their influence is evident in the Orations. As far as Homer is concerned, we mostly find citations that illustrate Maximus' text or complete the meaning of a series of phrases. Sometimes Maximus intervenes in Homer's text in order to adapt it to his own. Moreover, we can find references to names or to precise moments of the Iliad or the Odyssey, which are dispersed in the Orations. Maximus uses, also, the Homeric allegory in order to convey his thoughts about some philosophical issues such as the harmonious style of life, the pursuit of human felicity and the cultivation of a virtuous character. Plato's influence is also profound and it is extended to a wide range of Maximus' interests: politics, religion, art and mainly philosophy. Furthermore, in an effort to reconcile poetry and philosophy, Maximus uses the Homeric citations so as to develop more explicitly his philosophical conceptions, which, otherwise, would have stayed obscure. In this way he proves that a poet can be at the same time a great philosopher sealing the coexistence and bridging the differences between Homeric poetry and Platonic philosophy.

It has become imperative globally that we build a more sustainable society. Part of the drive towards attaining this includes finding an environmentally friendly solution to materials we use including materials from automobile vehicles. This research is focused on finding a sustainable solution to end-of-life tyres through material recycling into useful products; in this case absorption mats for oil decontamination from tyre rubber granulate.The research consisted of two parts. Firstly, theoretical reviews which involved an extensive literature review of oil decontamination practice and methods of doing it. Review of tyre rubber granulate properties and consultations with experts/agencies involved in oil decontamination operations in Sweden where mostly physical methods such as use of absorbents on land and booms on water. The second component of the research is an experimental part which involved laboratory test of the absorption properties of tyre rubber granulate at University College of Borås (HB) in which granules of sizes 0.50, 1.00 and 2.00 mm were tested on different oil samples; gasoline, diesel and motor oils. Environmental properties tests were also conducted at the Swedish Technical Research Institute (SP) where metal and organic contents of the granules and its leachate were tested.Results from the study showed that tyre rubber granules have the ability to absorb different types of oil. It was found that factors such as exposure time, granulate size, temperature and type of oil have effect on the absorption capacity of granulate. Highest absorption (2.518 g/g) was experienced with the least viscous oil; gasoline. Absorption was found to increase with an increase in temperature and decrease in granulate size with the smallest granulate size (0.50 mm) having the highest absorption at 30oC. It was equally observed that the presence of water does not have significant effect on oil absorption by granulate. The results also showed that tyre rubber granules are quick absorbents; absorption rate was highest within 5 minutes.Environmental properties test on granulate indicated the presence of organics (PAHs, phthalates, phenols) and metals (Pb, Zn, Cr, Cd) in granulate and its leachate. PAHs content of the granules and its leachate exceeded the Swedish guideline. Metal content of the granules and its leachate were below the guideline value with the exception for zinc (Zn) which content in granules exceeded guideline value. It should be noted however that the test conditions are too extreme to be experienced under normal condition of use of granulate for oil decontamination.It is concluded that tyre rubber granulate can be developed into absorption mats for oil decontamination due to its good oils absorption properties and benefits to the society in solving two key environmental problems; oil spill and tyre waste problems. Equally the use of tyre granules for this application will not pose human health and/or environmental risk if used adequately. / Uppsatsnivå: D

Dans un contact pneu/chaussée, le bruit de roulement résulte de l’interaction mécanique entre les aspérités de la chaussée et les pains de la bande de roulement. À l’issue de cette interaction, des forces compressives apparaissent pour repousser les deux corps en contact. Ces forces conduisent à la vibration du pneumatique. Ces vibrations sont à l’origine du bruit rayonné. Le travail de cette thèse s’inscrit dans le cadre de l’évaluation du bruit de roulement. L’objectif est double. Premièrement, il s’agit de comprendre les mécanismes à l’œuvre dans un processus de roulement de deux surfaces rugueuses qui engendrent une vibration puis du bruit. Deuxièmement, on cherche à mettre en évidence l’influence des aspérités de la chaussée sur les forces dynamiques interfaciales et sur le bruit généré. Dans ce contexte, on propose un nouveau modèle 3D de contact dynamique basé sur la décomposition modale de la réponse du pneumatique. Cette nouvelle approche permet de réduire considérablement le temps CPU. Le pneumatique est modélisé par une plaque orthotrope sur fondation élastique. Le problème de contact est résolu par la méthode de pénalité. On a validé ce modèle analytiquement. Cet outil permet de prédire finement ce qui se passe dans la zone de contact. Nous pouvons prédire les forces de contact et les vitesses vibratoires. En outre, il permet de déterminer l’aire de contact et les cartes de pression. À l’échelle locale, les caractéristiques d’un choc sont connues. On est capable de déterminer la force maximale du choc, à partir de l’évolution temporelle de la force de contact, et sa durée mais aussi le pourcentage de temps du choc. / In a tire road contact, the rolling noise results from the mechanical interaction between the asperities of the roadway and the tread pattern. Following this interaction, compressive forces appear to push the two bodies in contact. These forces lead to the vibration of the tyre. These vibrations are the origin of the radiated noise. The work of this thesis falls within the evaluation of rolling noise. The objective is twofold. First, we seek to understanding the mechanisms involved in a rolling process of two rough surfaces that generate vibration and then noise. Second, we aim to show the influence of the road asperities on the interfacial dynamic forces and on the noise generated. In this context, we propose a new 3D model of the dynamic contact based on a modal decomposition of the tyre response. This new approach significantly reduces CPU time. The tyre is modeled by an orthotropic plate on a elastic foundation. The contact problem is solved by the penalty method. This model was validated analytically. This tool allows us to finely predict what happens in the contact area. We can predict contact forces and vibratory velocities. Moreover, it makes it possible to determine the contact area and the pressure maps. At the local scale, the characteristics of a shock are known. We are able not only to determine the maximum force of impact, using time evolution of the contact force, and its duration but also the percentage of shock time.

The work presented in this thesis is devoted to the study of mechanism of tyre force generation and its influence on handling dynamics of ground vehicles. The main part of the work involves the development of tyre models for use under steady-state and transient operating conditions. The general capability of these models is assessedin a full vehicle simulation environment. The interaction between tyre and vehicle dynamics is critically evaluated and the observed vehicle behaviour is related to the inherent characteristics of different tyre models. In the field of steady-state tyre modelling, two versions of a numerical tyre model are developed. The modelling procedure is carried out in accordance with the viscoelastic properties of rubber, which influence the mechanical properties of the tyre structure and play a significant role in the determination of friction in the tyre contact patch. Whilst the initial simple version of the tyre model assumes a parabolic pressure distribution along the contact, a later more elaborate model employs a numerical method for the calculation of the actual normal pressure distribution. The changes in the pressure distribution as a result of variations in the rolling velocity and normal load influence mainly the levels of self-aligning moment, whilst the force characteristics remain practically unaffected. The adoption of a velocity dependent friction law explains the force generating behaviour of tyres at high sliding velocities. The analysis is extended to the area of transient tyre behaviour with the development of a tyre model appropriate for the study of transient friction force generation within the contact patch. The model incorporates viscoelasticity and inertial contributions, and incorporates a numerical stick-slip law. These characteristics are combined together for the successful simulation of transient friction force generation. The methodologies developed for the modelling of transient friction and steady-state tyre force generation are combined and further extended in order to create a generic transient tyre model. This final model incorporates a discretised flexible viscoelastic belt with inertia and a separate fully-dynamic discretised tread, also with inertia and damping, for the simulation of actual prevailing conditions in the contact patch. The generic tyre model appears to be capable of performing under a variety of operating conditions, including periodic excitations and transient inputs which extend to the non-linear range of tyre behaviour. For the evaluation of the influence of the aforementioned tyre models on the handling responses of a vehicle, a comprehensive vehicle model is developed, appropriate for use in handling simulations. The two versions of the steady-state models and the generic transient model are interfaced with the vehicle model, and the response of the vehicle to a step-steer manoeuvre is compared with that obtained using the Magic Formula tyre model. The comparison between the responses is facilitated by the definition of a new measure, defined as the non-dimensional yaw impulse. It is found that the transience involved in tyre behaviour may largely affect the response of a vehicle to a prescribed input.

Diplomová práce se zabývá problematikou bezpečnosti práce zemědělských strojů při pohybu na svazích. Analyzuje metody měření boční síly na svazích a zabývá se měřením boční síly u volného a bržděného kola na různých površích, v závislosti na tlaku vzduchu v pneumatice.

Orientadores: Antonio Carlos Luz Lisboa, Aparecido dos Reis Coutinho / Dissertação (mestrado) - Universidade Estadual de Campinas, Faculdade de Engenharia Quimica / Made available in DSpace on 2018-08-11T16:07:51Z (GMT). No. of bitstreams: 1 Rombaldo_CarlaFabianaScatolim_M.pdf: 1092178 bytes, checksum: 2ec2370722d5936a064b2409f70c6bc8 (MD5) Previous issue date: 2008 / Resumo: A recente preocupação com o meio ambiente tornou o pneu usado em um resíduo problemático para a sociedade. Várias são as alternativas para minimizar o número de pneus usados dispostos no meio ambiente, mas ainda não há soluções definitivas. Os pneus usados são difíceis de serem armazenados, ocupando grandes espaços. Para ser possível depositá-los em aterros, os pneus devem ser desintegrados, o que incide em custos e, embora minimize o volume ocupado, não resolve a questão da ocupação do espaço. Por outro lado, quando os pneus usados são descartados desordenadamente, tornam-se locais ideais para proliferação de insetos, diversos vetores de transmissão de doenças, além disso, oferecem risco de incêndio. O presente trabalho teve como objetivo investigar a pirólise para a borracha de pneu usado, visando a obtenção de carvão ativado (CA) a partir da fração sólida da pirólise, e a obtenção de óleo combustível como produtos que apresentam valor agregado. Para o processo de ativação física da fração sólida resultante da pirólise, alguns parâmetros de processo foram investigados, tais como: taxa de aquecimento, temperatura e tempo de ativação, natureza e fluxo do gás ativante. A ativação física do carvão (resíduo sólido da pirólise) apresentou resultados satisfatórios, pois foi obtido CA com área superficial específica de 200 m2.g-1 e rendimento médio de 39%. Para a obtenção do óleo combustível os parâmetros investigados foram: temperatura, taxa de aquecimento e pressão do reator. O óleo combustível obtido a vácuo apresentou poder calorífico de 9704 kcal.kg-1 e teor de enxofre da ordem de 1,40 % (em massa), e somente 0,21 % (vol.) de água, o que o caracteriza como um óleo combustível tipo A (ANP 80/99, de 30/4/1999). Já o óleo obtido em pressão atmosférica pode ser considerado um óleo combustível tipo B (ANP 80/99, de 30/4/1999), pois apresentou teor de enxofre da ordem de 0,93 % (em massa) e poder calorífico de 9824 kcal.kg-1. Todas essas características indicam que a fração líquida da pirólise da borracha de pneu pode ser usada como óleo combustível / Abstract: The current concern with the environment has spawned rising worries about scrap tyres, which have turned an awkward residue. Several alternatives have been proposed to deal with the problem, yet no one has proved to be definitive. Scrap tyres are difficult to be stored, usually demanding large areas. To be dumped in landfills they must first be chopped, which increases cost. When inadequately dumped they offer perfect environments for mosquitoes breeding, which may impose health hazards. The objective of this investigation was to assess the pyrolysis of tyres in order to produce fuel oil (liquid fraction), fuel gas (gas fraction) and a solid residue used as feedstock for activated coal (AC) production. For the physical activation of the solid residue, several operating conditions were investigated: heating rate, activation temperature, activation time, quality and flow of the activating gas. The activation process yield was 39 % and the AC specific surface area was 200 m2.g-1. The pyrolysis process variables investigated were: temperature, heating rate and pressure. The fuel oil obtained under vacuum presents heating value of 9704 kcal kg-1 and sulphur content of 1.40 %, which places it under the category of type A fuel oil , according to ANP 80/99. The fuel oil produced at atmospheric pressure was classified as type B, with heating value of 9824 kcal kg-1 and sulphur content of 0.93 %. The oil characteristics indicate that they can be consumed as fuel oil / Mestrado / Engenharia de Processos / Mestre em Engenharia Química

The casualty rate of road vehicle accidents in South Africa is one of the highest in the world. This trend has persisted with little variation over the years, despite the efforts of local road safety organisations and research institutions to decrease them. Some of these road vehicle accidents are due to a mechanical failure of the vehicle. The main goal of this study is to establish how high the incidence of mechanical failure is in these accidents. And further to assess if these percentages of mechanical failures do coincide with trends already indicated nationally as well as internationally. Detailed information on the condition of vehicles was collected in and around the Pretoria area. Surveys were conducted to obtain local road and traffic information about vehicle conditions. The one survey was defined as Potential Mechanical Defect Tests (PMDT) where vehicles were stopped and given a brief mechanical inspection, and the other was a Minibus Survey where information was obtained about the age of the vehicle and the overall condition and pressure of tyres. Additional information was obtained from the Accident Response Unit (ARU) and the Forensic Sciences Laboratories, both of the South African Police Services in Pretoria. The findings of the study are that according to the data collected by the ARU over a period of 2,5 years, on average 3,3% of the accidents reported per year in the region were caused by mechanical failures. These identified percentages correspond with values obtained for international countries. The PMDT data indicate that 40% of the vehicles surveyed in suburban areas and 29% of the vehicles surveyed on the highway had mechanical defects that contravened current road and traffic regulations. The difference between the percentages indicates that the condition of vehicles inspected in the suburban area differs significantly from the condition of those using the highway. In the Minibus Survey, large irregularities in tyre pressure were identified as cause for concern. In general, all of the above findings indicated that maintenance on older vehicles seemed to receive less attention. It is proposed that annual vehicle inspections should be introduced, especially for vehicles carrying fare-paying passengers, to improve road safety standards on South African roads. / Dissertation (M Eng (Mechanical Engineering))--University of Pretoria, 2006. / Mechanical and Aeronautical Engineering / unrestricted

South Africa as a country producing certain commodities is experiencing profound changes as a result of globalisation. Globalisation refers to the sourcing of goods from locations around the world to take advantage of national differences in the cost and quality of factors of production, such as labour, energy, land and capital. By doing this, companies hope to lower their overall cost structure and improve the quality or functionality of their product offering, thereby allowing them to compete more effectively. To remain competitive in a global environment, having personnel who are accountable for what they have control over, can help revitalise the business character, strengthen the global competitiveness of corporations, heighten innovation, improve the quality of products and services produced by companies’ world wide, and increase the responsiveness of organisations to the needs and wants of customers. Continental Tyre South Africa (CTSA) is a local and global supplier of tyres, and the global sourcing for tyres by sales divisions, requires CTSA to remain competitive on price in the global market. The overall purpose of the research was to assess the current level of personnel accountability on all levels within manufacturing at CTSA and to formulate recommendations to address the shortfalls identified through the research. The research methodology for this study comprised of the following steps: Firstly, the contextual elements that define accountability were researched; Secondly, the appropriate research methodology techniques were researched and applied. The current level of accountability was assessed in an empirical study which involved completing a questionnaire during structured interviews with respondents; and Thirdly, the data obtained from the questionnaires were analysed showing some areas of accountability, but shortfalls in other areas. The final step of this study entailed the formulation of recommendations to address the shortfalls identified in the different levels and elements of accountability namely: Responsibility, Ability, Means, Authority and Measurement.

Non-exhaust PM10 is an issue in the urban environment linked to health issues. Emissions of non-exhaust PM10 is relatable to pavement properties. Also of importance is resuspension of road dust stored from surfaces. This depends on the traffic and metrological conditions. Given this, the purpose of the thesis was to give an overview limited to Sweden and the Nordic countries regarding non-exhaust PM10 emissions and road dust. The overview includes how particles are related to human health. Also included is the principle of how particles are emitted from road surface and tyre interaction, both directly and through resuspension of road dust. This thesis also includes an overview of how the use of studded tyres impact on asphalt surfacings and how the properties of the materials used impact on the abrasion wear. This is then linked to the emissions of non-exhaust particles. Further described is how measurements can be done of ambient particles and road dust, followed on two major models for road abrasion wear and non-exhaust PM prediction. Also included is how road operation, e.g. traction sanding and dust binding, influence the particle emissions together with other options to reduce the emissions through, e.g. limiting the use of studded tyres. One special issue discussed in this thesis is the lack of holistic view regarding the environmental problems in the urban environment with focus on particle emissions and road noise emissions, both from the road surface and tyre interaction. Currently the most problematic issue is prioritized and the resulting solution to that specific problem might increase other problems. This thesis shows that much knowledge is available regarding non-exhaust PM10 emissions and road dust, but also that several knowledge gaps exists. Several suggestions on further studies is given together with a brief overview on the continued work forward from this thesis. / Icke-avgasemissioner av PM10 är ett problem i urbana miljöer länkat till flera hälsoaspekter. Dessa emissioner kan relateras till beläggningars egenskaper. Även resuspension av vägdamm från ytor är av betydelse och beror på både trafiken och meterologin. Baserat på detta är syftet med denna avhandling att ge en översikt kring icke-avgas PM10 emissioner och vägdamm, begränsat till Sverige och de övriga nordiska länderna. Denna översikt inkluderar hur partiklar relaterar till människans hälsa. Annat som inkluderas är hur partiklarna emitteras från vägyta-däckinteraktionen, både direkt och genom resuspension av vägdamm. Avhandlingen inkluderar även en översikt kring hur användandet av dubbdäck inverkar på vägbeläggningar och hur dess egenskaper inverkar på nötningsslitage. Detta länkas därefter till partikelemissioner. Vidare beskrivs även hur mätningar kan genomföras av partiklar samt vägdamm vilket följs upp av beskrivningar kring två större modeller kring prediktion av nötningsslitage och prediktion av icke-avgasemissioner. Även hur driftåtgärder inverkar på emissionerna tillsammans med alternativ för att minska emissionerna tas upp. Ett särskilt problem som tas upp i avhandlingen är bristen på helhetssyn beträffande miljöproblem i den urbana miljön med fokus på partikel- och bulleremissioner från vägyta-däckinteraktionen. För närvarande brukar det värsta problemet prioriteras och lösningen till det detta problem kan i sin tur medföra att andra miljöproblem istället förvärras. Denna avhandling visar på att mycket kunskap existerar kring icke-avgasemissioner av PM10 och kring vägdamm, men även att flertalet kunskapsluckor existerar. Flertalet förslag på vidare studier ges tillsammans med en överblick kring det fortsatta arbetet.

The problems with microplastics, small plastic particles contaminating the environment, is a subject of heated discussions today. It has been recognized that the microplastics are not inert, but instead they have an impact on all enviromnental compartments. There are studies describing the negative effects of microplastics, for example on fauna and flora or on human health, but the effects on soil quality have not been sufficiently described. The aim of this thesis was to assess the short and medium term effects that microplastics could have on the soil. In this work, a series of experiments were performed to elucidate the fate of microplastics in the soil. Changes in soil organic matter thermal properties, soil respiration, amount of water and soil aggregation depending on the incubation time were monitored. Three types of agricultural land (chernozem, cambisol and phaeozem), which were contaminated with different concentrations od PET and tyre rubber, were tested. The results confirmed the specific effects of microplastics on soil properties, which were observed in non-incubated samples (i.e. at the time of incubation 0 months), microplastics did not behave inertly in the soil and affected, for example, soil properties, texture and respiration.