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Traditional weaving technologies have been utilised over the past twenty-to-thirty years in producing woven textile components that meet engineering requirements through the interlacement of high performance yarns such as carbon, glass and Kevlar. The end performance properties and lightweight characteristics of these fabrics have been adapted within the development of both flat multilevel and shaped configurations for the composites industry. The purpose of the present research required the employment of conventional weaving technologies with limited modifications for the production of 3D woven textile preforms in a variety of truss like configurations; therefore, generating a generic procedure for all yarn combinations and strut and node dimensions for production on dissimilar jacquard looms. The ultimate driving force behind the research was to produce a truss like configuration for the aerospace industry incorporating the design criterion of solid and hollow woven counterparts. This would enable the end truss configuration to have two functions; the first being a lightweight structure by the elimination of bonding applications, through the utilisation of a fully integrated fabrication process; secondly to incorporate hollow struts for a novel storage solution.

O presente trabalho investigou o efeito de histórias de cooperação e não-cooperação sobre a escolha de um participante entre uma alternativa de cooperação e uma alternativa individual. Os participantes formaram duplas com um confederado e ambos escolheram entre cartões azuis e verdes. Cooperação foi definida como o participante e o confederado escolherem o cartão azul e a alternativa individual foi definida como um ou ambos escolherem o cartão verde. Os participantes foram expostos a três fases experimentais: Fase Inicial, Fase de História e Fase de Teste. Na Fase Inicial (4 tentativas) e na Fase de História (15 tentativas), quando o participante e confederado escolhiam o cartão azul, o participante recebia 5 pontos e o confederado 2 pontos. Quando um dos dois ou ambos escolhiam o cartão verde, ambos recebiam 2 pontos. Na Fase de Teste (15 tentativas), quando o participante e confederado escolhiam o cartão azul, o confederado recebia 5 pontos e o participante 2 pontos. Caso um ou ambos escolhessem o cartão verde, os dois recebiam 2 pontos. Os participantes foram distribuídos em dois grupos (Cooperação e Individual) que se diferenciavam pela escolha do confederado. Em ambos os grupos, na Fase Inicial, o confederado escolheu o cartão verde e azul alternadamente. Na Fase de História e na Fase de Teste do Grupo Cooperação, o confederado escolheu o cartão azul em todas as tentativas. Enquanto que no Grupo Individual, o confederado escolheu o cartão verde na Fase de História e o cartão azul na Fase de Teste. Os resultados indicaram que os participantes do Grupo Cooperação escolheram o cartão azul em aproximadamente 11 de 15 tentativas na Fase de Teste, produzindo iniquidade desfavorável para ele, enquanto os do Grupo Individual escolheram o cartão azul aproximadamente em 1 de 15 tentativas. Conclui-se que a escolha de um dos participantes (ou confederado) de uma dupla entre produzir ou não iniquidade favorável para o outro participante precisa ser cuidadosamente considerada nos estudos sobre cooperação, já que pode alterar inclusive a função da iniquidade de reforços / This study aimed to investigate what is the effect of different stories of cooperation and non-cooperation on the choice of a participant of a cooperation alternative and a single alternative. Participants worked in pairs with a confederate, and each pair had the task of choosing between a blue card and a green card. If the participant and the confederate chose the blue card, cooperation alternative came into effect; if either or both choose the green card, the individual alternative entered into force. Participants were exposed to three experimental phases: Initial Phase, Phase History and Test Phase. In the Initial Phase (four attempts) and History Phase (fifteen attempts), when the participant and confederate chose the blue card, the participant received 5 points and the confederate 2 points. When either or both chose green cards, both received 2 points. In the Test Phase (fifteen attempts), when the participant and confederate chose the blue card, the confederate received 5 points and the participant 2 points. If either or both choose the green card, both received 2 points. Participants were divided into two groups (Cooperation and Single), that differed by the choice of confederate. In both groups, in the Initial Phase, the confederate chose the blue card and green alternately. In Phase History and Test Phase of Cooperation Group, the confederate chose the blue card in all attempts. While in the Individual Group the confederate chose the green card in the History Phase and the blue card in the Test Phase. Results indicated that the participants of the Cooperation Group chose the blue card more than 11 of the attempts in the Test Phase, producing unfavorable iniquity for it; while the Individual Group chose at least 2 of attempts. We conclude that the experimental history is an important variable to be considered in studies of cooperation, and the fact that the reinforcements of iniquity does or does not aversive properties depends more on other variables than necessarily of iniquity itself

O presente trabalho investigou o efeito de histórias de cooperação e não-cooperação sobre a escolha de um participante entre uma alternativa de cooperação e uma alternativa individual. Os participantes formaram duplas com um confederado e ambos escolheram entre cartões azuis e verdes. Cooperação foi definida como o participante e o confederado escolherem o cartão azul e a alternativa individual foi definida como um ou ambos escolherem o cartão verde. Os participantes foram expostos a três fases experimentais: Fase Inicial, Fase de História e Fase de Teste. Na Fase Inicial (4 tentativas) e na Fase de História (15 tentativas), quando o participante e confederado escolhiam o cartão azul, o participante recebia 5 pontos e o confederado 2 pontos. Quando um dos dois ou ambos escolhiam o cartão verde, ambos recebiam 2 pontos. Na Fase de Teste (15 tentativas), quando o participante e confederado escolhiam o cartão azul, o confederado recebia 5 pontos e o participante 2 pontos. Caso um ou ambos escolhessem o cartão verde, os dois recebiam 2 pontos. Os participantes foram distribuídos em dois grupos (Cooperação e Individual) que se diferenciavam pela escolha do confederado. Em ambos os grupos, na Fase Inicial, o confederado escolheu o cartão verde e azul alternadamente. Na Fase de História e na Fase de Teste do Grupo Cooperação, o confederado escolheu o cartão azul em todas as tentativas. Enquanto que no Grupo Individual, o confederado escolheu o cartão verde na Fase de História e o cartão azul na Fase de Teste. Os resultados indicaram que os participantes do Grupo Cooperação escolheram o cartão azul em aproximadamente 11 de 15 tentativas na Fase de Teste, produzindo iniquidade desfavorável para ele, enquanto os do Grupo Individual escolheram o cartão azul aproximadamente em 1 de 15 tentativas. Conclui-se que a escolha de um dos participantes (ou confederado) de uma dupla entre produzir ou não iniquidade favorável para o outro participante precisa ser cuidadosamente considerada nos estudos sobre cooperação, já que pode alterar inclusive a função da iniquidade de reforços / This study aimed to investigate what is the effect of different stories of cooperation and non-cooperation on the choice of a participant of a cooperation alternative and a single alternative. Participants worked in pairs with a confederate, and each pair had the task of choosing between a blue card and a green card. If the participant and the confederate chose the blue card, cooperation alternative came into effect; if either or both choose the green card, the individual alternative entered into force. Participants were exposed to three experimental phases: Initial Phase, Phase History and Test Phase. In the Initial Phase (four attempts) and History Phase (fifteen attempts), when the participant and confederate chose the blue card, the participant received 5 points and the confederate 2 points. When either or both chose green cards, both received 2 points. In the Test Phase (fifteen attempts), when the participant and confederate chose the blue card, the confederate received 5 points and the participant 2 points. If either or both choose the green card, both received 2 points. Participants were divided into two groups (Cooperation and Single), that differed by the choice of confederate. In both groups, in the Initial Phase, the confederate chose the blue card and green alternately. In Phase History and Test Phase of Cooperation Group, the confederate chose the blue card in all attempts. While in the Individual Group the confederate chose the green card in the History Phase and the blue card in the Test Phase. Results indicated that the participants of the Cooperation Group chose the blue card more than 11 of the attempts in the Test Phase, producing unfavorable iniquity for it; while the Individual Group chose at least 2 of attempts. We conclude that the experimental history is an important variable to be considered in studies of cooperation, and the fact that the reinforcements of iniquity does or does not aversive properties depends more on other variables than necessarily of iniquity itself

This project is a study on the effect on motivation when adding positive reinforcements, in the form of audiovisual rewards, to an e-learning application. Two e-learning applications (designed to teach Japanese Kanji) were created; one experimental version with audiovisual rewards (to act as positive reinforcements) and one control version without. Two groups of test subjects were gathered, one using the control version, the other using the experimental version. Using questionnaires their experiences and progress were measured, compared and analyzed. The study indicated that the experimental group learned slightly more than the control group, but that there were no difference in overall motivation between the groups.

<p>This project is a study on the effect on motivation when adding positive reinforcements, in the form of audiovisual rewards, to an e-learning application. Two e-learning applications (designed to teach Japanese Kanji) were created; one <em>experimental</em> version with audiovisual rewards (to act as positive reinforcements) and one <em>control</em> version without. Two groups of test subjects were gathered, one using the control version, the other using the experimental version. Using questionnaires their experiences and progress were measured, compared and analyzed. The study indicated that the experimental group learned slightly more than the control group, but that there were no difference in overall motivation between the groups.</p>

The purpose of this study was to identify the perception and relationships between corporate entrepreneurship (CE) practices and management performance. The use of Morris and Kuratko's (2002) Corporate Entrepreneurship Assessment Instrument (CEAI) was used as the survey instrument for this study. A sample size of 1,200 unit managers, middle managers, and top management teams (TMTs) within nine casual dining restaurant organizations were surveyed with a response of 522 subjects at a rate of 44%. Responses of the CEAI results were studied using regression analysis and conclusions were drawn to support four out of the six hypothesis originally proposed in determining CE activity and management reinforcement. A post test analysis was also conducted in order to reinforce the previous results of the original study. This study concluded with the determination through an empirical analysis that forms of CE activity and enforcement are currently present within the casual dining restaurant segment. / Ph. D.

O objetivo deste trabalho é mostrar a aplicação de reforços estruturais pré-moldados utilizando o material polimérico PA66 através de simulações em elementos finitos na área de segurança veicular. Os reforços estruturais pré-moldados têm mostrado bom desempenho em testes de impacto, onde a grande vantagem está em seu reduzido peso. Estes reforços são projetados com o intuito de aumentar a rigidez das regiões que estão sujeitas a grandes deformações, estabilizando as seções do veículo que trabalham como caminho de carga durante o impacto. Inicialmente, foram executados testes estáticos e dinâmicos para caracterizar o material PA66, que foi utilizado nas simulações. Os casos de impacto estudados foram aqueles que serão adotados pelo CONTRAN em 2012 e já são adotados por outras normas de grande importância para a segurança do ocupante, como a ECE-R94, ECE-R12, ECE-R95, ECE-R32/34 e a FMVSS216. As simulações executadas no software LS-Dyna ® e MADYMO ® com a aplicação do reforço mostraram, no caso do impacto frontal na configuração ODB a 57km/h, uma redução de 70% na deformação da coluna A, bem como uma redução de 65% na deformação da coluna de direção e uma redução de, aproximadamente, 59% na região das pernas e pés do ocupante. O nível de lesões do ocupante pôde ser avaliado através do software MADYMO ® , e foi possível verificar uma redução de 23,5% na compressão do peito, 80% de compressão na tíbia, o que levaria o ocupante do veículo com este tipo de reforços sair ileso de uma colisão nas condições da norma. A aplicação dos reforços no impacto lateral possibilitou uma redução de 13,8m/s para 10,6m/s na velocidade de deformação da coluna B na região das costelas do dummy e houve um ganho de 140mm de espaço residual. Os reforços adotados para o impacto frontal e lateral proporcionaram um aumento de 47,5% de força de colapso da estrutura superior, segundo a norma FMVSS216. / The objective of this work is to show the application of structural reinforcements using the polymeric material PA66 through finite element simulations in the field of vehicle safety. The preformed structural reinforcements have shown good performance in crash tests, where the great advantage is their reduced weight. These reinforcements are designed with the aim of increasing the rigidity of regions which are prone to large deformations, stabilizing sections of the vehicle that works as load path during the impact. Initially, static and dynamic tests were performed to characterize the material PA66, which was used in the simulations. The impact cases studied were those which will be adopted by CONTRAN in 2012 and already adopted by other standards of great importance for the occupant safety, such as ECE-R94, ECE-R12, ECE-R95, ECE-R32/34 and FMVSS216. The simulations performed in the software LS-Dyna ® and MADYMO ® considering the application of reinforcements in the case of frontal impact regarding ODB at 57km/h configuration, resulted in 70% reduction in the A pillar deformation and 65% in the deformation of the steering column and a reduction of approximately 59% in the occupant\'s legs and feet region. The occupant\'s injury level were assessed by MADYMO ® software, and a reduction of 23.5% in the chest compression and 80% in the tibia compression were verified. Such conditions lead the safety of an occupant of the vehicle with reinforcements in a collision event according to the standard. The application of reinforcements on side impact load case contributed to reduce the B pillar velocity at the dummy\'s ribs region from 13.8 m/s to 10.6 m/s and there was a gain of 140mm of B pillar residual space. Reinforcements adopted for the front and side impact load cases provided an increase of 47.5% in the upper structure crush force, according to FMVSS216 standard.

O objetivo deste trabalho é mostrar a aplicação de reforços estruturais pré-moldados utilizando o material polimérico PA66 através de simulações em elementos finitos na área de segurança veicular. Os reforços estruturais pré-moldados têm mostrado bom desempenho em testes de impacto, onde a grande vantagem está em seu reduzido peso. Estes reforços são projetados com o intuito de aumentar a rigidez das regiões que estão sujeitas a grandes deformações, estabilizando as seções do veículo que trabalham como caminho de carga durante o impacto. Inicialmente, foram executados testes estáticos e dinâmicos para caracterizar o material PA66, que foi utilizado nas simulações. Os casos de impacto estudados foram aqueles que serão adotados pelo CONTRAN em 2012 e já são adotados por outras normas de grande importância para a segurança do ocupante, como a ECE-R94, ECE-R12, ECE-R95, ECE-R32/34 e a FMVSS216. As simulações executadas no software LS-Dyna ® e MADYMO ® com a aplicação do reforço mostraram, no caso do impacto frontal na configuração ODB a 57km/h, uma redução de 70% na deformação da coluna A, bem como uma redução de 65% na deformação da coluna de direção e uma redução de, aproximadamente, 59% na região das pernas e pés do ocupante. O nível de lesões do ocupante pôde ser avaliado através do software MADYMO ® , e foi possível verificar uma redução de 23,5% na compressão do peito, 80% de compressão na tíbia, o que levaria o ocupante do veículo com este tipo de reforços sair ileso de uma colisão nas condições da norma. A aplicação dos reforços no impacto lateral possibilitou uma redução de 13,8m/s para 10,6m/s na velocidade de deformação da coluna B na região das costelas do dummy e houve um ganho de 140mm de espaço residual. Os reforços adotados para o impacto frontal e lateral proporcionaram um aumento de 47,5% de força de colapso da estrutura superior, segundo a norma FMVSS216. / The objective of this work is to show the application of structural reinforcements using the polymeric material PA66 through finite element simulations in the field of vehicle safety. The preformed structural reinforcements have shown good performance in crash tests, where the great advantage is their reduced weight. These reinforcements are designed with the aim of increasing the rigidity of regions which are prone to large deformations, stabilizing sections of the vehicle that works as load path during the impact. Initially, static and dynamic tests were performed to characterize the material PA66, which was used in the simulations. The impact cases studied were those which will be adopted by CONTRAN in 2012 and already adopted by other standards of great importance for the occupant safety, such as ECE-R94, ECE-R12, ECE-R95, ECE-R32/34 and FMVSS216. The simulations performed in the software LS-Dyna ® and MADYMO ® considering the application of reinforcements in the case of frontal impact regarding ODB at 57km/h configuration, resulted in 70% reduction in the A pillar deformation and 65% in the deformation of the steering column and a reduction of approximately 59% in the occupant\'s legs and feet region. The occupant\'s injury level were assessed by MADYMO ® software, and a reduction of 23.5% in the chest compression and 80% in the tibia compression were verified. Such conditions lead the safety of an occupant of the vehicle with reinforcements in a collision event according to the standard. The application of reinforcements on side impact load case contributed to reduce the B pillar velocity at the dummy\'s ribs region from 13.8 m/s to 10.6 m/s and there was a gain of 140mm of B pillar residual space. Reinforcements adopted for the front and side impact load cases provided an increase of 47.5% in the upper structure crush force, according to FMVSS216 standard.

To determine the relationships among perceived contingency of parental reinforcements, depression, and locus of control, 66 male and 54 female undergraduate university students completed questionnaire measures. Significant relationships were obtained between depression and locus of control for both sexes. Also, subjects of both sexes who described their parents as having administered rewards and punishments more noncontingently tended to describe themselves as more external and as more depressed. Parental rewards were perceived by both sexes as administered more noncontingently than punishments. Females tended to perceive parental rewards as delivered more noncontingently than did males. All the intercorrelations among perceived contingency of parental reinforcement, locus of control, and depression were in the prediction direction.