Dentro da seqüência natural de testes para validar o uso do biodiesel (éster etílico) misturado ao óleo diesel em maiores proporções no Brasil, este trabalho teve o objetivo de estudar os efeitos do uso de uma mistura combustível B10 (com concentração de 10% em volume de biodiesel diluído em óleo diesel) na degradação do óleo lubrificante de um motor de ignição por compressão, aspirado, de 1,9 L e de injeção indireta. Acoplado a um dinamômetro, o motor foi submetido à condição de velocidade constante de 2.500 rpm, sob carga variável, e abastecido com três combustíveis diferentes: óleo diesel puro, B10 de biodiesel de soja e B10 de biodiesel de soja e nabo forrageiro. Cada combustível alimentou o motor durante 30 horas. Para determinar a degradação resultante, selecionaram-se as propriedades do óleo lubrificante usado em cada etapa para serem analisadas (viscosidade, contaminação por água e presença de elementos). Os resultados revelaram que o uso de 10% volume dos dois tipos de biodiesel na mistura combustível não causou variação significante na concentração de elementos e nas propriedades físico-químicas do óleo lubrificante. / Adding to an ongoing sequence of tests aimed at validating the use of biodiesel (ethyl ester) mixed with diesel in higher proportions in Brazil, this study was conducted to investigate the effects of utilizing a B10 fuel mixture (10% volume biodiesel diluted in diesel) on the degradation of lubricating oil in an aspirated, indirect-injection, 1.9 L compression-ignition engine. Coupled to a dynamometer, the engine was operated at a constant speed of 2,500 rpm under variable load and run with three types of fuel: pure diesel, B10 soy biodiesel, and B10 soy and fodder turnip biodiesel. Each type of fuel fed the engine for 30 hours. To determine the resulting degradation, selected properties of the lubricating oil used in each run were analyzed (viscosity, contamination by water and presence of elements). The results revealed that the use of a 10% volume of either type of biodiesel in the fuel mixture did not lead to significant variation in the concentration of elements or in the physico-chemical properties of the lubricating oil.

Nesta dissertação avaliamos o pico de torque da máxima contração voluntária de diferentes grupos musculares do membro operado e não operado em pacientes submetidos à ressecção de tumores ósseos e reconstrução com endopróteses do joelho (17 pacientes) ou do quadril (11 pacientes). Foi comparado o torque do lado acometido com o não acometido e, no caso do joelho, a redução do torque das ressecções distais do fêmur (8 pacientes) com as proximais da tíbia (9 pacientes). A redução do torque dos grupos musculares responsáveis pelo movimento das articulações estudadas foi definida como a proporção da diferença entre o lado acometido e o não acometido em relação ao torque do lado não acometido. No joelho houve redução do torque extensor de 77,5% e flexor de 29,1%. Não foi encontrada diferença na redução dos torques extensor e flexor entre ressecções proximais da tíbia e distais do fêmur apesar da necessidade de reinserção do ligamento patelar no primeiro caso. A reabilitação apresentou correlação inversa e moderada com a redução do torque, mostrando a importância da atividade física para manutenção ou melhora da força muscular. Nas reconstruções do quadril houve redução de todos os grupos musculares avaliados, sendo maior para os abdutores (39%), que foi o único grupo muscular reinserido à prótese com sutura. Apesar dos resultados funcionais bons e excelentes obtidos pelo questionário Musculoskeletal Tumor Society Rating Scale (MSTS) houve redução significativa da força para todos os grupos musculares estudados. Este estudo é original na medida em que o estudo das forças musculares é pouco explorado nas endopróteses do joelho e inédito nas endopróteses do quadril. Concluímos que não houve diferença significativa da redução da força muscular quando comparadas ressecções do fêmur distal e da tíbia proximal e que a altura da patela, o surgimento de complicações e o tempo de seguimento não influenciaram a redução da força muscular nas ressecções do joelho, mas o maior tempo de reabilitação melhorou o desempenho muscular. Nas reconstruções do quadril a redução da força ocorreu em todos os grupos musculares avaliados, sendo maior para os abdutores (39%). A redução do torque abdutor mostrou ter correlação com os resultados obtidos na avaliação do questionário MSTS. / In this dissertation, the peak torque of the maximum voluntary contraction of different muscle groups of the operated and non-operated limbs was measured in patients submitted to bone tumors resection and reconstruction with knee (17 patients) or hip (11 patients) endoprosthesis. The affected side was compared to the contralateral side and the torque deficit ratio was used to compare distal femur and proximal tibia resections. The torque deficit ratio was defined as the ratio of the torque difference between the affected and non-affected sides in relation to the non-affected side torque. Extension torque deficit ratio of the knee was 77,5% and flexor torque deficit ratio was 29,1%. No difference was found in extensor and flexor torque deficit ratios between distal femur (8 patients) and proximal tibia (9 patients) resections despite the need for reinsertion of the patellar ligament in the latter case. Rehabilitation presented an inverse and moderate correlation with torque deficit ratio, showing the importance of physical activity for maintenance or improvement of muscle strength. Strength reduction was seen in all muscle groups after hip reconstruction and was more intense in abductor muscles (39,0%), which was the only muscle group reinserted to the prosthesis with suture. Despite the good and excellent functional results obtained from the Musculoskeletal Tumor Society Rating Scale (MSTS), there was a significant strength reduction of all studied muscle groups. The need for muscular reinsertion and biomechanical factors did not affect the torque deficit ratio. Muscular strength has been scarcely studied after implantation of knee endoprosthesis and never after hip endoprosthesis which turns this study original. We concluded that there was no significant difference of muscle strength deficit when comparing distal femur and proximal tibia resections and that patellar height, complication upset, and follow-up time did not influence muscle strength in the knee resections, but longer rehabilitation time improves muscle performance in knee reconstructions. In hip reconstructions, the force reduction occurred in all muscle groups evaluated, being higher for the abductors (39,0%). Abductor torque reduction was shown to correlate with the results obtained in the MSTS questionnaire.

Orientador: João Neudenir Arioli Filho / Resumo: A mensuração da força de mordida permite a avaliação da funcionalidade e da atividade do sistema estomatognático, sendo esta uma variável de grande importância para o cirurgião-dentista no estabelecimento do correto plano de tratamento e prognóstico das reabilitações orais. Os dinamômetros para medida de força manual são preditores de força global e apresentam acessibilidade técnica e financeira. O objetivo deste estudo foi estimar a correlação entre a força de preensão manual (FP) média e força máxima de mordida (FM) de indivíduos jovens dentados (G1), adultos dentados (G2) e desdentados totais usuários de próteses totais bimaxilares (G3) do sexo feminino. Após preencher o termo de consentimento livre e esclarecido, os participantes foram submetidos ao teste de mensuração da FP com o auxílio do dispositivo eletrônico digital na mão dominante e não dominante, um total de três mensurações para cada mão, para obtenção da média das mesmas. Posteriormente, através de um gnatodinamômetro digital, foi mensurada a FM na região de molar sendo considerada a média de três mensurações de cada lado. Foram calculados o Coeficiente de Correlação de Pearson (r) e Análise de Variância multivariada (MANOVA). Para comparação das médias, pós-teste de Tukey e de Games-Howell, a nível de significância de 5%. Observou-se uma correlação de moderada a forte entre as variáveis para todos os grupos: G1, G2 e G3 (r=0,838; 0,707; 0,643; respectivamente) e uma diferença significativa entre as médias de F... (Resumo completo, clicar acesso eletrônico abaixo) / Abstract: The measurement of bite force allows the evaluation of the functionality and activity of the stomatognathic system, being a variable of great importance for the dentistry professionals in the establishment of the correct treatment plan for oral rehabilitations. Dynamometers for manual force measurement are predictors of global strength and have technical and financial accessibility. The aim of this study was to estimate the correlation between the average handgrip force (HF) and maximum bite force (BF) of young dentate (G1), dentate adults (G2) and female total edentulous users of bimaxillary total dentures (G3). After signed the consent form, the participants were submitted to the HF measurement test using the digital electronic device on both hands, three measurements for each hand, to obtain the average of the same ones. Subsequently, through a digital gnatodynamometer, BF was measured in the molar region and the average of three measurements on each side was considered. The Pearson Correlation Coefficient (r) and the Multivariate Analysis of Variance (MANOVA) were calculated. In order to compare the obtained average data, post-tests of Tukey and Games-Howell have been performed at a significance level of 5%. A moderate to strong correlation was observed among the variables for all groups: G1, G2 and G3 (r=0.838, 0.707, and 0.643, respectively) and a significant difference among the average BF data being G1>G2>G3 (p<0.05). Regarding the average of HF, G3 statistically diff... (Complete abstract click electronic access below) / Mestre

The purpose of our study was to compare the effectiveness of aggressive and traditional physiotherapy programs for peak torque measurements of knee extensors and flexors at different degrees. 40 patients who had anterior cruciate ligament reconstruction using bone-patellar tendon-bone were examined in this study. Patients were selected in two different groups considering how motivated and physically active they were. Isokinetic dynamometer was used to evaluate the peak torque of knee flexors and extensors. In these latter years isokinetic dynamometer is the most popular and sure method to determine the physiotherapy effectiveness after anterior cruciate ligament reconstruction. Physiotherapy programs were chosen on how patients physically active were. Programs varied with the time period in which goals and exercises were accomplished. Time frame vary from 4 to 9 months, depending on which program is used. Patients were examined 6 months after physiotherapy program was used. The results have shown that the strength of knee flexors and extensors comes back faster using aggressive physiotherapy program right back after anterior cruciate ligament reconstruction. Also time to reach peak torque is less and the angle where the peak torque is reached is smaller. According to our results we can propose, that aggressive physiotherapy must be used at the same day after anterior cruciate ligament reconstruction in order to come back to full activity as soon as possible.

The internal combustion engine (ICE) vehicle has dominated the transportation market for nearly 100 years. Numerous concerns with continued use of fossil fuels arise, however, and these concerns have created an impetus to develop more efficient vehicles that release fewer emissions. There are several powertrain technologies that could supplant conventional ICEs as the dominant technology, most notably electric and hybrid powertrains. In order to achieve the levels of performance and cost of conventional powertrains, electric and hybrid powertrain designers must use design techniques and tools such as computer modelling, simulation and optimization. These tools facilitate development of a virtual prototype that allows the designer to rapidly see the effects of design modifications and precludes the need to manufacture multiple expensive physical prototypes. A comprehensive survey of the state of the art of commercialized hybrid vehicle powertrains is conducted, and the term multi-regime in ICE hybrid vehicle (ICEHV) modelling is introduced to describe designs that allow for multiple configurations and operating regimes. A dynamic mathematical model of a power-split architecture with two modes (or configurations) introduced by General Motors Corporation is developed and a steady-state version is programmed into the ADvanced VehIcle SimulatOR (ADVISOR) simulation software package. This ADVISOR model is applied to a commercial delivery vehicle, and the fuel consumption of the vehicle undergoing a variety of drive cycles is determined. The two-mode model is compared to the ADVISOR models for the Toyota Hybrid System (THS), parallel hybrid, and conventional powertrains in the same vehicle. The results show that for this vehicle type, the two-mode design achieves lower fuel consumption than the THS and conventional powertrains, and only slighter greater fuel consumption than the parallel hybrid design. There is also considerable potential for improvement in performance of the two-mode model through the development of an optimal power management strategy. In the medium- to long-term, the necessity for zero-emission vehicles may position fuel cell systems (FCSs) to be commercialized as on-board energy conversion devices. FCSs are currently inordinately expensive with power density and durability issues, among other design problems. Fuel cell hybrid vehicle (FCHV) designers must use the available design techniques intelligently to overcome the limitations and take advantage of the higher efficiency capabilities of the fuel cell. As the first step in creating a virtual prototype of a FCS, a semi-empirical model of the system is developed and further enhancements such as transient response modelling are proposed. An optimization of the operating parameters to maximize average net power and average exergetic efficiency is conducted, and the technique is applied to the FCS model for the prototype fuel cell hybrid scooter (FCHS). The optimizations demonstrate that significant improvements in performance can be achieved, and that optimizations with more design variables are warranted. Models of a conventional battery scooter (BS) and of the FCHS are developed in ADVISOR. Simulations are conducted which compare the performance of the two models. Subsequently, performance tests of the BS and FCHS are conducted using a chassis dynamometer. Despite problems with the prototype FCHS, the tests confirm the theoretical results: the FCHS model achieves higher performance in terms of acceleration and power, while the BS model operates more efficiently and requires less energy. This study provides better understanding on the emerging FCHV and ICEHV technologies; introduced new and improved models for FCHV and multi-regime hybrid powertrains; developed FCHV and ICEHV performance simulation and design optimization methods using the new computer models; explored the methods for validating the computer models using prototype BS and FCHS on a research dynamometer; identified areas of improvements of the new experiment methods; and formed the foundation for future research in related areas.

Accurate prediction of performance is an important aspect of modern sailing yacht design and provides a competitive advantage on the racecourse and in the marketplace. Although wind tunnel testing of yacht sails is a common tool for obtaining input data for Velocity Prediction Programs, its results have not been validated against aerodynamic full-scale measurements as quality full-scale data is rare. Wind tunnel measurements are conducted at the Twisted Flow Wind Tunnel of The University of Auckland and are compared to the full-scale aerodynamic force measurements from the Berlin Sail-Force-Dynamometer. To realise this comparison wind tunnel techniques and aerodynamic force models for yacht sails are enhanced; this in turn also improves the accuracy of Velocity Prediction Programs. Force and surface pressure measurements were conducted demonstrating that the interaction of the hull/deck with the sails has a significant effect on the side force and the force perpendicular to the deck plane, and that this should be considered in aerodynamic analysis of sails and the performance prediction of yachts. The first Real-Time Velocity Prediction Program for wind tunnel testing has been developed and implemented as an additional module of FRIENDSHIP-Equilibrium. Model sails can now be trimmed based on the full-scale performance of the yacht, and at the correct heel angle, which makes the trimming process in the wind tunnel much more similar to the real life situation. Improved aerodynamic force models have been developed from realistically depowered sail trims obtained with the Real-Time Velocity Prediction Program. An empirical model that describes the force and moment changes due to depowering in detail has been developed and implemented. The standard semi-empirical trim parameter model, which expresses depowering in a more generic way, has been enhanced based on aerodynamic principles and validated against the wind tunnel results. Utilising the enhanced wind tunnel techniques and aerodynamic force models, a generally good qualitative and quantitative agreement with the full-scale data is achieved. Remaining challenges associated with full-scale and wind tunnel tests are however also highlighted and, based on this work alone, a conclusive judgement that scaling effects are negligible cannot be made. / Whole document restricted, but available by request, use the feedback form to request access. / IPENZ Craven Scholarship; The University of Auckland Yacht Research Unit Scholarship; The University of Auckland Graduate Research Fund

Accurate prediction of performance is an important aspect of modern sailing yacht design and provides a competitive advantage on the racecourse and in the marketplace. Although wind tunnel testing of yacht sails is a common tool for obtaining input data for Velocity Prediction Programs, its results have not been validated against aerodynamic full-scale measurements as quality full-scale data is rare. Wind tunnel measurements are conducted at the Twisted Flow Wind Tunnel of The University of Auckland and are compared to the full-scale aerodynamic force measurements from the Berlin Sail-Force-Dynamometer. To realise this comparison wind tunnel techniques and aerodynamic force models for yacht sails are enhanced; this in turn also improves the accuracy of Velocity Prediction Programs. Force and surface pressure measurements were conducted demonstrating that the interaction of the hull/deck with the sails has a significant effect on the side force and the force perpendicular to the deck plane, and that this should be considered in aerodynamic analysis of sails and the performance prediction of yachts. The first Real-Time Velocity Prediction Program for wind tunnel testing has been developed and implemented as an additional module of FRIENDSHIP-Equilibrium. Model sails can now be trimmed based on the full-scale performance of the yacht, and at the correct heel angle, which makes the trimming process in the wind tunnel much more similar to the real life situation. Improved aerodynamic force models have been developed from realistically depowered sail trims obtained with the Real-Time Velocity Prediction Program. An empirical model that describes the force and moment changes due to depowering in detail has been developed and implemented. The standard semi-empirical trim parameter model, which expresses depowering in a more generic way, has been enhanced based on aerodynamic principles and validated against the wind tunnel results. Utilising the enhanced wind tunnel techniques and aerodynamic force models, a generally good qualitative and quantitative agreement with the full-scale data is achieved. Remaining challenges associated with full-scale and wind tunnel tests are however also highlighted and, based on this work alone, a conclusive judgement that scaling effects are negligible cannot be made. / Whole document restricted, but available by request, use the feedback form to request access. / IPENZ Craven Scholarship; The University of Auckland Yacht Research Unit Scholarship; The University of Auckland Graduate Research Fund

Accurate prediction of performance is an important aspect of modern sailing yacht design and provides a competitive advantage on the racecourse and in the marketplace. Although wind tunnel testing of yacht sails is a common tool for obtaining input data for Velocity Prediction Programs, its results have not been validated against aerodynamic full-scale measurements as quality full-scale data is rare. Wind tunnel measurements are conducted at the Twisted Flow Wind Tunnel of The University of Auckland and are compared to the full-scale aerodynamic force measurements from the Berlin Sail-Force-Dynamometer. To realise this comparison wind tunnel techniques and aerodynamic force models for yacht sails are enhanced; this in turn also improves the accuracy of Velocity Prediction Programs. Force and surface pressure measurements were conducted demonstrating that the interaction of the hull/deck with the sails has a significant effect on the side force and the force perpendicular to the deck plane, and that this should be considered in aerodynamic analysis of sails and the performance prediction of yachts. The first Real-Time Velocity Prediction Program for wind tunnel testing has been developed and implemented as an additional module of FRIENDSHIP-Equilibrium. Model sails can now be trimmed based on the full-scale performance of the yacht, and at the correct heel angle, which makes the trimming process in the wind tunnel much more similar to the real life situation. Improved aerodynamic force models have been developed from realistically depowered sail trims obtained with the Real-Time Velocity Prediction Program. An empirical model that describes the force and moment changes due to depowering in detail has been developed and implemented. The standard semi-empirical trim parameter model, which expresses depowering in a more generic way, has been enhanced based on aerodynamic principles and validated against the wind tunnel results. Utilising the enhanced wind tunnel techniques and aerodynamic force models, a generally good qualitative and quantitative agreement with the full-scale data is achieved. Remaining challenges associated with full-scale and wind tunnel tests are however also highlighted and, based on this work alone, a conclusive judgement that scaling effects are negligible cannot be made. / Whole document restricted, but available by request, use the feedback form to request access. / IPENZ Craven Scholarship; The University of Auckland Yacht Research Unit Scholarship; The University of Auckland Graduate Research Fund

Accurate prediction of performance is an important aspect of modern sailing yacht design and provides a competitive advantage on the racecourse and in the marketplace. Although wind tunnel testing of yacht sails is a common tool for obtaining input data for Velocity Prediction Programs, its results have not been validated against aerodynamic full-scale measurements as quality full-scale data is rare. Wind tunnel measurements are conducted at the Twisted Flow Wind Tunnel of The University of Auckland and are compared to the full-scale aerodynamic force measurements from the Berlin Sail-Force-Dynamometer. To realise this comparison wind tunnel techniques and aerodynamic force models for yacht sails are enhanced; this in turn also improves the accuracy of Velocity Prediction Programs. Force and surface pressure measurements were conducted demonstrating that the interaction of the hull/deck with the sails has a significant effect on the side force and the force perpendicular to the deck plane, and that this should be considered in aerodynamic analysis of sails and the performance prediction of yachts. The first Real-Time Velocity Prediction Program for wind tunnel testing has been developed and implemented as an additional module of FRIENDSHIP-Equilibrium. Model sails can now be trimmed based on the full-scale performance of the yacht, and at the correct heel angle, which makes the trimming process in the wind tunnel much more similar to the real life situation. Improved aerodynamic force models have been developed from realistically depowered sail trims obtained with the Real-Time Velocity Prediction Program. An empirical model that describes the force and moment changes due to depowering in detail has been developed and implemented. The standard semi-empirical trim parameter model, which expresses depowering in a more generic way, has been enhanced based on aerodynamic principles and validated against the wind tunnel results. Utilising the enhanced wind tunnel techniques and aerodynamic force models, a generally good qualitative and quantitative agreement with the full-scale data is achieved. Remaining challenges associated with full-scale and wind tunnel tests are however also highlighted and, based on this work alone, a conclusive judgement that scaling effects are negligible cannot be made. / Whole document restricted, but available by request, use the feedback form to request access. / IPENZ Craven Scholarship; The University of Auckland Yacht Research Unit Scholarship; The University of Auckland Graduate Research Fund

Orientador: Aparecido Augusto de Carvalho / Resumo: Dinamômetros biomédicos são equipamentos utilizados para medir forças exercidas pelas mãos. Com o uso deste tipo de equipamento, é possível realizar avaliações biomecânicas das mãos de pacientes que após cirurgias, acidentes ou patologias osteomioarticulares, tiveram redução na sua capacidade de exercer forças com as mãos. O objetivo deste trabalho foi a implementação de um dinamômetro biomédico ergonômico, de fácil utilização, com capacidade de comunicação com diferentes tipos de dispositivos móveis, como smartphones e tablets. O projeto realizado se constitui no aprimoramento de duas versões anteriores de dinamômetros implementadas no Laboratório de Instrumentação Eletrônica e Engenharia Biomédica da UNESP –Campus de Ilha Solteira. Testes em voluntários utilizando o dinamômetro desenvolvido e um dinamômetro comercial da marca SAEHAN, e posterior análise estatística dos dados revelam uma excelente confiabilidade intra-examinador para o dinamômetro desenvolvido, com coeficiente de correlação intraclasse médio de 0,95 entre os diferentes grupos analisados, e de 0,98 para o dinamômetro SAEHAN. A análise estatística revela também uma excelente confiabilidade concorrente para as medidas realizadas pelo dinamômetro desenvolvido em relação às do dinamômetro SAEHAN, sendo de 0,93 para mãos dominantes e 0,92 para mãos não dominantes. Assim, o dinamômetro desenvolvido é confiável, válido e comparável com o dinamômetro SAEHAN quando adotados os mesmos procedimentos de exame de preensão... (Resumo completo, clicar acesso eletrônico abaixo) / Abstract: Biomedical dynamometers are equipment used to measure forces exerted by the hands. Using this type of equipment, it is possible to perform biomechanical evaluations of the hands of patients that after surgery, accidents or diseases have had a reduction in the ability to exert force with their hands. The objective of this work was the implementation of an ergonomic biomedical dynamometer, easy to use, with ability to communicate with different types of mobile devices such as smartphones and tablets. The project carried out constitutes the improvement of two previous dynamometers versions implemented in the Electronic Instrumentation and Biomedical Engineering Laboratory at UNESP - Ilha Solteira. Volunteer tests using the developed dynamometer and a commercial SAEHAN dynamometer, and subsequent statistical analysis of the data revealed an excellent intra-examiner reliability for the developed dynamometer, a mean of 0,95 among different groups analyzed, and a mean of 0,98 for the SAEHAN dynamometer. The statistical analysis also revealed an excellent concurrent reliability for the measurements performed by the dynamometer developed in relation to those of the SAEHAN dynamometer, being 0,93 for dominant hands and 0,92 for non-dominant hands. Thus, the developed dynamometer is reliable, valid and comparable with the SAEHAN dynamometer when the same grip strength examination procedures were adopted. / Mestre