Bakgrund: Personer som opererats för godartad lillhjärnstumör när de var barn upplever sig ha balansproblem och förekomst av lätt balansnedsättning har rapporterats. I en pågående uppföljningsstudie vid Akademiska sjukhuset undersöks bl.a. balansen i denna patientgrupp. Syfte: … att i en delstudie med kontrollpersoner beskriva och jämföra balansförmågan vid genomförande av Mini-BESTest med fokus på Timed-Up-and-Go (TUG) och TUG_kognitiv. Metod: Tvärsnittsstudie. Elva personer 19-33 år rekryterades. Deltagarna utförde Mini-BESTest med rörelseanalyssystemet MoLab. Beroende variabler var poäng på MiniBESTest, absolut och relativ tid för TUG-faser samt balansvariabeln trunk sway velocity. Resultat: Medianvärdet för Mini-BESTest var 31 (Q1-Q3=29-31). En skillnad på 17,3%  framkom för den totala tiden mellan TUG och TUG_kognitiv. Signifikanta skillnader mellan balansuppgifterna påvisades för total absolut tid (p = 0,003), fas 2 (p = 0,013) och fas 3 (p = 0,021). För balansvariabeln trunk sway velocity i antero-/posterior riktning framkom signifikanta skillnader för fas 2 (p=0,008), fas 3 (p=0,010) och fas 4 (p = 0,05), medio-/lateralt en signifikant skillnad för fas 2 (p = 0,03). Konklusion: Denna studie visade att friska unga vuxna får en påverkan på balansen när de samtidigt utför en kognitiv uppgift. Resultatet går inte att generalisera till en större population utan gäller för de undersökta deltagarna / Background: People treated for benign cerebellar tumor during childhood experience balance problems and studies report presence of mild balance impairment. In an ongoing follow-up study at the University Hospital in Uppsala balance in this patient group is being investigated. Objective: ... in a sub-study with control persons describe and compare balance performance of Mini-BESTest focusing on Timed-Up-and-Go (TUG) and TUG_cognitive. Methods: Cross-sectional study. Eleven people 19-33 years were recruited. The participants performed the Mini-BESTest with the MoLab motion analysis system. Dependent variables were points on MiniBESTest, absolute and relative time for TUG-phases, and the balance variable trunk sway velocity. Results: Median value for Mini-BESTest was 31 (Q1-Q3 = 29-31). A difference of 17.3% was shown for total time between TUG and TUG_cognitive. Significant differences between the balance tests were shown for total absolute time (p = 0.003), phase 2 (p = 0.013) and phase 3 (p = 0.021). For trunk sway velocity in the antero-/posterior direction, significant differences were shown for phase 2 (p = 0.008), phase 3 (p = 0.010) and phase 4 (p = 0.05), medio-/laterally  significant difference for phase 2 (p = 0.03). Conclusion: This study demonstrated that healthy young adults have an impact on balance when they simultaneously perform a cognitive task. The result cannot be generalized to a larger population, but applies to the participants investigated.

Os rebocadores portuários desempenham funções essenciais de assistência a navios nas operações de atracação, desatracação e navegação em aguas portuárias. Eles são equipamentos fundamentais para garantir a segurança das operações e a eficiência dos serviços portuários, contribuindo para a competitividade do porto. Com o crescimento do comercio mundial e, em particular, do Brasil, diversos portos vêm realizando a atualização e renovação das suas frotas de rebocadores para atendimento das demandas atuais. Neste trabalho apresenta-se um modelo de síntese e otimização multi-objetivo para o projeto de rebocadores portuários para ser aplicado na etapa de concepção. Nesta etapa os projetistas devem realizar a exploração mais ampla possível do espaço das potenciais soluções, na busca das melhores possíveis. O modelo de síntese foi formulado a partir de equações empíricas obtidas com base em informações extraídas de bancos de dados de rebocadores, e de estimativas de desempenho propostas por diferentes autores. Em seguida foi acoplado a um algoritmo genético para otimização da capacidade de reboque e do porte da embarcação. Os resultados da otimização para o projeto de três tipos de rebocadores mostraram que o modelo foi capaz de gerar soluções com desempenho melhor ou igual aos rebocadores já construídos. Esta otimização visou maximização da capacidade de reboque e a minimização do porte dos rebocadores. Os valores dos parâmetros que descrevem as soluções, que formaram a fronteira de Pareto deste processo de otimização multi-objetivo, encontram-se dentro daqueles normalmente encontrados em rebocadores existentes. Os resultados mostraram que o modelo de síntese é uma ferramenta capaz de auxiliar e facilitar as atividades das etapas iniciais do projeto de rebocadores. / The harbor tugs play essential assistance functions to vessels in docking and undocking operations, and navigation on port waters. They are an essential equipment to guarantee safe operations and efficiency in port services, contributing to the competitiveness of the port. With the growth of world trade, particularly in Brazil, several ports have been upgrading and renovating their tugs fleet to meet today\'s demands. This study presents a synthesis and multi-objective optimization model for harbor tugboats project to be applied at the design stage, in which the designers must exploit the entire potential solutions space to achieve the best possible one. The synthesis model was formulated by empirical equations based on information extracted from tugboats databases and performance estimates proposed by different authors. It was then coupled to a genetic algorithm to optimize the towing capability and the vessel size. The results of optimization for the design of three types of tugs showed that the model was able to generate solutions with better or equal performance to tugboats ever built. This optimization aimed at maximizing the towing capacity and minimizing the size of the tugs. The values of the parameters that describe solutions, which formed the Pareto front of this multi-objective optimization process, are within those usually found in existing tugboats. The results showed that the synthesis model is a tool capable of assisting and facilitating the early stages activities of the tugs project.

No description available.

No description available.

Submitted by Caroline Xavier (caroline.xavier@pucrs.br) on 2017-06-30T18:22:59Z No. of bitstreams: 1 TES_JOAO_PAULO_CAPELLI_MARTINS_COMPLETO.pdf: 9245905 bytes, checksum: b39758774bc62641e234c869463002e0 (MD5) / Made available in DSpace on 2017-06-30T18:22:59Z (GMT). No. of bitstreams: 1 TES_JOAO_PAULO_CAPELLI_MARTINS_COMPLETO.pdf: 9245905 bytes, checksum: b39758774bc62641e234c869463002e0 (MD5) Previous issue date: 2017-03-31 / Understanding witch motives are chosen by consumers for adoption and the use of technologies, especially about computer-mediated communications (CMC), represents a fundamental issue both from the academic and managerial point of view, being the subject of several theoretical and empirical studies. Based on this central question, the present study analyzed two theories of different aspects: The Theory of Planned Behavior (TPB) and the Uses and Gratification Theory (UGT) with a sample of users of digital messages (371 cases). With the use of structural equation modeling procedures, a model was tested integrating these two theoretical currents used to explain the adoption and use of digital communication technologies. The results show an impact of TPB variables as attitude with intention to use an CMC. In addition, it was identified the impact of Perceived Control over the behavior of using digital messages. The UGT constructs have a positive effect on TPB also, throughout the variables Entertainment, Pleasure Perceived and Social Interaction over Attitude. In addition, it was verified in this research that Attitude, when incorporated into the complete structural model, becomes a mediating agent in the relationship between Entertainment/Enjoyment Perceived variables and the Intention to Use communication technologies. Based on the results, contributions to the academic knowledge of consumer behavior, as well limitations and developments for future studies are presented in this work. / Entender os motivos escolhidos pelos consumidores para ado??o e o uso de tecnologias, em especial as comunica??es mediadas por computadores (CMC), representa uma quest?o fundamental tanto do ponto de Vista acad?mico quanto gerencial, sendo objeto de diversos estudos te?ricos e emp?ricos. Partindo deste questionamento central, o presente estudo analisou duas teorias de diferentes vertentes: a Teoria do Comportamento Planejado (TCP) e a Teoria de Usos e Gratifica??es (TUG) junto a uma amostra de usu?rios de mensagens digitais (371 casos). Com o uso de procedimentos de modelagem de equa??es estruturais, foi testado um modelo integrando essas duas correntes te?ricas empregadas para explicar a ado??o e o uso de tecnologias de comunica??o digital. Os resultados apontam para um impacto de vari?veis da TCP como a atitude sobre a inten??o de uso de CMC. Al?m disso, identificou-se o impacto do Controle Percebido sobre o comportamento de uso de mensagens digitais. Os constructos da TUG exercem um efeito positivo em rela??o a TCP, por meio das vari?veis Entretenimento, Prazer Percebido e Intera??o Social sobre a Atitude. Al?m disso, foi verificado na pesquisa que a Atitude, quando incorporada ao modelo estrutural completo, torna-se um agente de media??o na rela??o entre as vari?veis Entretenimento/Prazer Percebido e a Inten??o de Uso de tecnologias de comunica??o medidas por computadores. Com base nos resultados, contribui??es para o conhecimento acad?mico da ?rea de comportamento do consumidor, bem como suas limita??es e desdobramentos para futuros estudos, s?o apresentados neste trabalho.

Remorquer des satellites peut être utiles pour de nombreuses raisons : les désorbiter ou ré-orbiter, nécessaire dans le cas des satellites en fin de vie, ou pour finaliser les lancements par exemple. Dans ce cas, cette manœuvre augmenterait la capacité des étages supérieurs de lanceurs. Plusieurs moyens peuvent être envisagés pour modifier l’orbite d’un satellite cible grâce à un autre satellite. Parmi eux, les concepts sans contact sont intéressants, car ils fournissent un moyen d’éviter le besoin d’interfaces normalisées. Ils permettent ausside ne pas réaliser d’amarrages non coopératifs, qui représentent une grande difficulté. Enfin, ils contribuent à réduire le risque de créer de nouveaux débris par collision. Dans cette thèse, nous proposons d’utiliser les forces magnétiques pour remorquer le satellite cible. En effet, de nombreux satellites, en particulier en orbite terrestre basse, sont équipés de magnéto-coupleur, utilisés pour le contrôle d’attitude. Un satellite chasseur équipé d’un dipôle magnétique puissant pourrait donc générer des forces sur la cible. Cependant, la création d’une force entre deux dipôles magnétiques génère automatiquement des couples sur les deux dipôles. Par conséquent, la viabilité d’un remorqueur magnétique spatial n’est a priori pas assurée, étant donné qu’appliquer en permanence des couples sur les deux satellites ne serait pas acceptable. / Satellite tugging can be undertaken for various reasons: de-orbiting or reorbiting,necessary in the case of satellites at the end-of-life, or for instance to finalise launches,in which case this manoeuvre would increase the capacity of launchers’ upper stages. Severalmeans can be considered to modify the orbit of a target satellite by tugging it with anothersatellite. Contact-less concepts are interesting, as they provide a way to avoid standardisedinterfaces and hazardous docking phases. They also help to prevent the creation of new debrisby reducing the risk of collision. In this thesis, we suggest using magnetic forces to tug the target. Indeed many satellites, especially in Low Earth Orbit, are equipped with Magnetic Torque Bars used for attitudecontrol. A chaser satellite equipped with a powerful magnetic dipole could hence generateforces on the target. However, creating a force between two magnetic dipoles automaticallycreates torque on both of them. Therefore, the feasibility of magnetic tugging is a priori notassured, considering that applying constant torques on both satellites would not be acceptable.

Dementia disorders are difficult to detect in the early stages of the disease. Therefore, it is of importance to develop new methods in early diagnostics. The Uppsala Dalarna Dementia and Gait Study has established a new method in diagnosing early stages of cognitive impairments. The new method Timed-Up-and-Go (TUG) dual-task, combines a gait test with a verbal task. This thesis analyses nine TUG variables for healthy controls and discusses differences between two age groups, subjects younger than 72 years and subjects 72 years or older. Reliability of the new method is the primary focus point and is assessed using Intraclass Correlation Coefficients (ICC) and Bland-Altman plots. Normative reference values for the continuous variables are estimated with the help of bootstrap confidence intervals for the 2.5 and 97.5 percentiles. The results show that the three variables measuring the time to complete the test have good to excellent reliability, while variables that measure combinations of gait and verbal tasks show poor to moderate reliability. The lower reliability for these variables could be explained by them being ratios or differences of other variables. Differences in reliability can be seen between the age groups, where younger subjects have lower reliability partly due to homogeneity. Results show that the reference values of healthy controls are different for the two age groups.

Abstract is not available.

No description available.

In biological cells, the long-range intracellular traffic is powered by molecular motors which transport various cargos along microtubule filaments. The microtubules possess an intrinsic direction, having a 'plus' and a 'minus' end. Some molecular motors such as cytoplasmic dynein walk to the minus end, while others such as conventional kinesin walk to the plus end. Cells typically have an isopolar microtubule network. This is most pronounced in neuronal axons or fungal hyphae. In these long and thin tubular protrusions, the microtubules are arranged parallel to the tube axis with the minus ends pointing to the cell body and the plus ends pointing to the tip. In such a tubular compartment, transport by only one motor type leads to 'motor traffic jams'. Kinesin-driven cargos accumulate at the tip, while dynein-driven cargos accumulate near the cell body. We identify the relevant length scales and characterize the jamming behaviour in these tube geometries by using both Monte Carlo simulations and analytical calculations. A possible solution to this jamming problem is to transport cargos with a team of plus and a team of minus motors simultaneously, so that they can travel bidirectionally, as observed in cells. The presumably simplest mechanism for such bidirectional transport is provided by a 'tug-of-war' between the two motor teams which is governed by mechanical motor interactions only. We develop a stochastic tug-of-war model and study it with numerical and analytical calculations. We find a surprisingly complex cooperative motility behaviour. We compare our results to the available experimental data, which we reproduce qualitatively and quantitatively. / In biologischen Zellen transportieren molekulare Motoren verschiedenste Frachtteilchen entlang von Mikrotubuli-Filamenten. Die Mikrotubuli-Filamente besitzen eine intrinsische Richtung: sie haben ein "Plus-" und ein "Minus-"Ende. Einige molekulare Motoren wie Dynein laufen zum Minus-Ende, während andere wie Kinesin zum Plus-Ende laufen. Zellen haben typischerweise ein isopolares Mikrotubuli-Netzwerk. Dies ist besonders ausgeprägt in neuronalen Axonen oder Pilz-Hyphen. In diesen langen röhrenförmigen Ausstülpungen liegen die Mikrotubuli parallel zur Achse mit dem Minus-Ende zum Zellkörper und dem Plus-Ende zur Zellspitze gerichtet. In einer solchen Röhre führt Transport durch nur einen Motor-Typ zu "Motor-Staus". Kinesin-getriebene Frachten akkumulieren an der Spitze, während Dynein-getriebene Frachten am Zellkörper akkumulieren. Wir identifizieren die relevanten Längenskalen und charakterisieren das Stauverhalten in diesen Röhrengeometrien mit Hilfe von Monte-Carlo-Simulationen und analytischen Rechnungen. Eine mögliche Lösung für das Stauproblem ist der Transport mit einem Team von Plus- und einem Team von Minus-Motoren gleichzeitig, so dass die Fracht sich in beide Richtungen bewegen kann. Dies wird in Zellen tatsächlich beobachtet. Der einfachste Mechanismus für solchen bidirektionalen Transport ist ein "Tauziehen" zwischen den beiden Motor-Teams, das nur mit mechanischer Interaktion funktioniert. Wir entwickeln ein stochastisches Tauzieh-Modell, das wir mit numerischen und analytischen Rechnungen untersuchen. Es ergibt sich ein erstaunlich komplexes Motilitätsverhalten. Wir vergleichen unsere Resultate mit den vorhandenen experimentellen Daten, die wir qualitativ und quantitativ reproduzieren.