Les fauteuils roulants électriques (FRE) ont permis à nombre de personnes handicapés moteurs de retrouver une mobilité satisfaisante, ce qui a amélioré leur qualité de vie, un vaste champ d’activités leur étant devenu accessible. Lors de la prescription d’un FRE ou d’une phase d’apprentissage à la conduite il est cependant nécessaire d’évaluer les capacités de ces personnes à piloter un fauteuil. Dans ce contexte, notre objectif consiste à déterminer des paramètres pertinents permettant de décrire la qualité de la conduite d’un FRE pour des personnes ayant des déficiences motrices sévères. Tout d’abord, nous avons modélisé le système pilote-FRE par le modèle OPCM (Optimal Preview Control Model) de Sharp. Ce modèle est basé sur la distance anticipée (Dp) par l’utilisateur durant sa conduite du FRE. Cette distance a été estimée grâce à un système de suivi du regard combiné avec le simulateur 3D ViEW du laboratoire LCOMS. Un panel de 15 sujets valides a été recruté pour faire des tests de conduite sur simulateur et valider la modélisation OPCM. La distance Dp a permis de décrire le comportement du pilote. Ensuite, une analyse de la distance anticipée Dp en fonction de différentes zones du parcours (slalom serré, virage, slalom large), a montré que ce paramètre peut être utilisé pour différencier les différents comportements de conduite liées aux différentes situations du parcours. Ensuite nous avons comparé cette distance anticipée entre deux groupes, familiarisés et novices vis-à-vis de la conduite en FRE. L’analyse a montré que le groupe familiarisé présente une distance Dp plus importante que le groupe novice. Enfin, une dernière expérience a eu lieu au Centre de Réadaptation de Flavigny sur Moselle (54, France). Nous avons estimé la distance anticipée (Dp) pour des sujets à déficiences motrices sévères, afin de valider le paramètre Dp comme indicateur de performance. Une étude de cas a été établie portant sur 5 enfants en situation de handicap, en comparant leurs résultats à ceux obtenus précédemment sur un panel de personnes valides / The Powered wheelchairs (PW) allowed many people with motor disabilities to find a suitable mobility, which improved their quality of life. Hence, a vast field of activities has become accessible for them. When prescribing a PW or in a learning phase, however, it is necessary to evaluate the ability of these people to drive a wheelchair. In this context, our goal is to determine relevant parameters to describe the quality of driving on PW for people with disabilities. First, we modeled the pilot-PW system using the OPCM (Optimal Preview Control Model) model proposed by Sharp. This model is based on the preview distance (Dp) of the user during his driving. This distance has been estimated thanks to an eye-tracking system combined with the ViEW 3D simulator of the LCOMS laboratory. A panel of 15 healthy subjects was recruited to drive the PW on a 3D simulator and to validate the OPCM modeling. This distance Dp allows to describe the behavior of the pilot. If this distance is important, it guarantees the tracking trajectory of the OPCM model. Otherwise, the OPCM model diverges. This shows that if the user looks a long part of his future path, he will better anticipate the future control applied to the PW (change of direction, braking, etc.), which allows him to follow his path. In this situation the user has a tracking behavior. In the otherwise, the user’s behavior is rather compensatory. Then, an analysis of preview distance Dp with respect to the different zones of the path (tight slalom, turn, wide slalom), showed that the parameter Dp can be used to differentiate the different driving behaviors related to the different situations of the path. Next, we compared the preview distance between two groups, familiar and novice with regard to the PW driving. The analysis showed that the familiar group has a greater distance value than the novice group. Finally, a last experiment took place at the Rehabilitation Center of Flavigny sur Moselle (54, France). We estimated the preview distance (Dp) for subjects with severe motor impairment, in order to validate the parameter Dp as a performance indicator. A case study analysis was established on five children with disabilities comparing their results with those previously obtained with the healthy subjects

For a wide range of people with limited upper- and lower-body mobility, interaction with robots remains a challenging problem. Due to various health conditions, they are often unable to use standard joystick interface, most of wheelchairs are equipped with. To accommodate this audience, a number of alternative human-machine interfaces have been designed, such as single switch, sip-and-puff, brain-computer interfaces. They are known as low throughput interfaces referring to the amount of information that an operator can pass into the machine. Using them to control a wheelchair poses a number of challenges. This thesis makes several contributions towards the design of robotic wheelchairs controlled via low throughput human-machine interfaces: (1) To improve wheelchair motion control, an adaptive controller with online parameter estimation is developed for a differentially driven wheelchair. (2) Steering control scheme is designed that provides a unified framework integrating different types of low throughput human-machine interfaces with an obstacle avoidance mechanism. (3) A novel approach to the design of control systems with low throughput human-machine interfaces has been proposed. Based on the approach, position control scheme for a holonomic robot that aims to probabilistically minimize time to destination is developed and tested in simulation. The scheme is adopted for a real differentially driven wheelchair. In contrast to other methods, the proposed scheme allows to use prior information about the user habits, but does not restrict navigation to a set of pre-defined points, and parallelizes the inference and motion reducing the navigation time. (4) To enable the real time operation of the position control, a high-performance algorithm for single-source any-angle path planning on a grid has been developed. By abandoning the graph model and introducing discrete geometric primitives to represent the propagating wave front, we were able to design a planning algorithm that uses only integer addition and bit shifting. Experiments revealed a significant performance advantage. Several modifications, including optimal and multithreaded implementations, are also presented.

Made available in DSpace on 2016-04-29T13:31:30Z (GMT). No. of bitstreams: 1 TeseDaniel Presoto.pdf: 835588 bytes, checksum: 8c81108f7dd9d05cc16d7c03c258d7f4 (MD5) Previous issue date: 2005-05-02 / The objective of this study was to investigate the formation of the Individual Identity of a person who in accident virtue, becoming handicapped "cadeirante" (practitioner of wheelchair Basketball). Eight integrants of Piracicaba´s team had participated in this research. Initially eight of participants three had been selected, and after only one satisfied some criteria: to be handicapped that uses wheelchair for his locomotion, to be adult and to be Basketball practitioner. The individual identified here as JM was choose because he satisfied the selection criteria and presented a life history narrative more deepened with greater conscience of his life. The Ciampa´s Identity Metamorphosis theoretical conceptualization (1987) and Mead´s Ideas (1972) revisited by Habermas (1990) had been used as theoretical support. Finally, the subject was seen presenting several personages articulated during his life history. After analysis and data interpretation, couldn´t be possible considered him as a fully emancipated subject, but he presented some fragments of emancipation and demonstrated to be in an interesting process of individuation. It was possible to make critical to the enrollment of handicapped in sport programs, that is, questions about until point these programs contribute or not for the autonomy of subject. This reveals the necessity of quarrels that extend the question in the scope to not only enclose the sportive activity, but, to unite to psychosocial aspects that the phenomenon demands like the Identity as individuation and socialization process at the same time. / O objetivo desse estudo foi investigar a formação da Identidade Individual de uma pessoa que, em virtude de acidente, tornou-se deficiente físico e também cadeirante (praticante de Basquete Sobre Rodas). Nesta pesquisa participaram oito integrantes da equipe de Piracicaba. Desses oito, foram inicialmente selecionados três e, posteriormente, desses três apenas um, que satisfez alguns critérios: ser deficiente físico que se utiliza de cadeira de rodas para sua locomoção, ser adulto e que pratique o Esporte Basquete Sobre Rodas. O sujeito, identificado aqui como JM foi o escolhido, pois, além de satisfazer esses critérios de seleção, apresentou uma narrativa mais aprofundada de sua história e maior consciência de sua vida. Para a coleta de dados, foi utilizada a Técnica da História de Vida, em cuja narrativa também se consideram as informações referentes ao projeto de vida do sujeito. Como suporte teórico, foram utilizadas a conceituação teorica de Identidade Metamorfose de Ciampa (1987), bem como os pressupostos teóricos de Mead (1972), revisitados por Habermas (1990). Em termos de considerações finais, o sujeito foi visto apresentando várias personagens em articulação durante o decorrer de sua história de vida. Na análise e na interpretação dos dados, não foi possível considerá-lo como sendo um indivíduo plenamente emancipado, mas o mesmo apresentou alguns fragmentos de emancipação e demonstrou estar num processo interessante de individuação. Levantaram-se críticas no que se refere ao engajamento de deficientes físicos em programas de esporte, questionando-se assim, até que ponto esses programas contribuem para a autonomia ou não do deficiente físico. Mostra-se assim, a necessidade de discussões que ampliem a questão no âmbito de abranger não só a atividade esportiva, mas, aliá-la a aspectos psicosociais que o fenômeno exige, dentre eles a questão da Identidade, como processo ao mesmo tempo de socialização e de individuação.

L’objectif principal de ce travail était d’évaluer les situations à risque de TMS chez les utilisateurs de fauteuil roulant manuel (FRM). Pour cela un indice d’inconfort articulaire biomécanique basé sur une cotation par logique floue a été créé. Il fut ensuite utilisé dans trois situations d’usage courant du FRM : propulsion, transfert et franchissement. L’objectif secondaire de ce travail était d’identifier les articulations les plus délétères au sein de chaque activité. L’étude 1 a permis de mettre en évidence que l’Inconfort Articulaire est moyen lors de la propulsion sur sol plat et augmente avec la pente. L’étude 2 souligne que la stratégie de positionnement du tronc lors d’un transfert par pivot n’influence pas le niveau de risque déjà important du transfert mais que le niveau d’inconfort varie entre les deux bras. Enfin la troisième étude a permis de mettre en évidence un niveau de risque plus important au cours du franchissement d’obstacle que lors de la propulsion. La montée des roues arrière étant la phase la plus exigeante. L’analyse des activités de la vie quotidienne a pour objectif d’évaluer les AVQ les plus délétères pour les utilisateurs de FRM afin « d’orienter » l’utilisation du FRM pour préserver leurs MS en limitant les activités les plus à risques. L’Indice d’Inconfort Articulaire focal de chaque activité a permis de mettre en évidence les articulations les plus à risques au cours de chaque activité : le poignet et l’épaule. La prévalence importante des TMS chez les utilisateurs de FRM et la survenue possible tout au long de leur vie nécessite la mise en place d’un suivi avec pour objectif premier de prévenir l’apparition des TMS. / The main objective of this work was to evaluate MD risk situations in manual wheelchair users (MWU). To do a biomechanical joint discomfort index based on a fuzzy quote was created. It was then used in three common use cases of MWU: propulsion, transfer and curb ascent. The secondary objective of this study was to identify the most deleterious joints within each activity.The study 1 helped highlight the discomfort Articular is medium during propulsion on level ground and increases with the slope. The study 2 emphasizes that the positioning strategy of the trunk during a pivot transfer does not affect the already high level of risk transfer but the level of discomfort varies between the two arms. Finally, the third study to show a higher level of risk in the curb ascent that during propulsion. The rise of the rear wheels is the most demanding phase.Analysis of the daily activities (DA) aims to assess the most deleterious DA for MWU in order to "guide" the MW use to preserve their UL by limiting the most risky activities. The focused articular discomfort index of each activity helped to highlight the most at-risk joints in each activity: the wrist and shoulder. The high prevalence of MDs among MWU and possible occurrence throughout their lifetime requires the establishment of a monitoring with the primary objective to prevent the development of MDs. We observed in these studies that the level of risk varies from one skill to another as well as joint stress. However, to be complete analysis of the risk level should be taking into account environmental aspects.

<div>Airlines are legally required to provide adequate service to passengers with disabilities; this research examines the quality of service provided based on the analysis of airline complaint data and the results of a survey of passengers with disabilities. The provision of adequate service to airline passengers is challenging since passenger counts continue to rise and passengers are increasingly diverse. Airline passengers with disabilities are protected by federal legislation under the Air Carrier Access Act (ACAA), 49 U.S. Code § 41705, which prohibits discriminatory treatment of people with disabilities in air transportation. Regulations outlined in 14 CFR Part 382, Nondiscrimination on the Basis of Disability in Air Travel, require that airlines and airports are accessible, and require that airline, airport and contract personnel provide appropriate accommodations and services to people with disabilities.</div><div><br></div><div>To track operational efficiency and compliance with the ACAA, the Department of Transportation collects data on airline performance. Data are published in monthly and annual reports. One component of these reports is complaint data. Complaints are an important metric because they identify deficiencies in service.</div><div><br></div><div>Individual complaints are forwarded to airport and airline service providers for investigation; however, complaint data do not appear to be used to systematically assess the adequacy of service, as evidenced by a disproportionately high and rising number of disability complaints.</div><div><br></div><div>The objective of this research is to investigate the provision of air service for passengers with disabilities. This investigation includes identification of the regulations that affect commercial air travel for passengers with disabilities, an examination of disability-related complaints, specifically the number and rate of these complaints compared to complaints for all travelers, and an assessment of service based on a survey of passengers with disabilities.</div><div><br></div>

No description available.

Propulsionar cadeira de rodas (CR) está relacionado a altas incidências de dores e lesões em usuários de cadeira de rodas (UCR). Embora seja reconhecida como uma forma de baixa eficiência para se locomover, representa fundamental importância para o desempenho dessas pessoas nas atividades de vida diária, ocupacionais, de lazer e em sua participação social. Ao longo dos estudos sobre a propulsão nas últimas décadas, foi notado recentemente em especial, que a propulsão inicial que retira o sistema usuário-cadeira de rodas do repouso, o colocando em movimento, apresentam a maiores solicitações mecânicas. Considerando que esta situação é executada várias vezes durante o uso típico da cadeira de rodas, torna-a relevante objeto de estudo. Como até o momento, pouco foram os estudos sobre a fase inicial da autopropulsão e que do ponto de vista da neuroativação, esse movimento não foi abordado, este estudo tem como objetivo descrever o gesto da fase inicial da autopropulsão de cadeira de rodas manual de UCR, por meio da eletromiografia, apresentando os níveis atingidos de ativação muscular e o perfil do comportamento de ativação ao longo da execução do gesto da autopropulsão. Para isso foram avaliados oito grupos musculares envolvidos nesse gesto de onze UCR. Os sinais eletromiográficos foram coletados dos oito grupos musculares, simultaneamente, durante a execução de dez propulsões, partindo do repouso, de cada UCR participante da pesquisa. Com relação aos níveis de ativações musculares, foi introduzido um método alternativo de normalização. Esse método consiste na realização do teste de contração isométrica máxima na própria CR. Os resultados foram apresentados em boxplot a fim de demonstrar o pico de ativação bem como a distribuição dos demais níveis de ativação. Como o novo método proposto demonstrou limitações, inviabilizou a interpretação dos resultados quanto as intensidades calculadas. Sobre o perfil de acionamento muscular ao longo da execução da autopropulsão, os resultados foram expostos em gráficos normalizados pelo pico dinâmico e em relação ao período de um ciclo de propulsão, evidenciando o comportamento ativado em cada instante do ciclo. Segundo os resultados dessa segunda metodologia, entre os oito grupos musculares examinados, os que apresentaram os maiores picos de ativação foram: deltoide anterior (80,27%), o peitoral maior (79,27%), os flexores de punho (78,93%) e os extensores de punho (80,65%). Os achados colaboram com estudos anteriores de outros autores de que os principais grupos musculares efetores na propulsão de CR são o deltóide anterior (DA) e peitoral maior (PM). / Propelling wheelchair (CR) is related to high incidences of pain and injury in wheelchair users (WCU). Although this locomotion way be known as low efficient locomotion mode, it represents fundamental importance for these people performance in daily living activities, occupational, leisure and in their social participation. Over the studies course on propulsion in recent decades, it has recently been noted, particularly, that the initial stage of wheelchair propulsion which retires the user-wheelchair system from resting, putting it into motion, presents greater mechanical stresses. It considering this situation is executed several times during the typical wheelchair usage, it makes this relevant study object. As until current moment, there are few studies about initial stage of wheelchair propulsion and, from the neuroactivation point of view, this movement was not approached, this study aims to describe the gesture of initial stage of manual wheelchair propulsion from WCU, across electromyography, presenting the muscular activation levels achieved and the recruited behavior profile during the propulsion gesture execution. For this problem, eight muscle groups involved in this gesture were evaluated from eleven WCU. Electromyographic signals were collected from these eight muscle groups, simultaneously, during ten propulsions execution, starting from resting, of each WCU participant of the research. Regarding the muscular activation levels, an alternative normalization method was introduced. This method consists in performing the maximum isometric contraction test on the wheelchair itself. The results were showed in boxplot in order to demonstrate the activation peak as well as the remaining activation levels distribution. As the new method proposed showed limitations, a better results interpretation was not possible on calculated intensities. Regarding the muscular activation profile during the propulsion execution, the results were exposed in graphs normalized by the dynamic peak as well as in relation to a single propulsion cycle, evidencing the activated behavior at each cycle moment. According to the results based on second methodology, among the eight muscle groups examined, the ones which presented the highest activation peaks values were: the anterior deltoid (80.27%), the pectoralis major (79.27%), the wrist flexors (78, 93%) and the wrist extensors (80.65%). The findings agree with previous studies by other authors that the main effector muscle groups in CR propulsion are anterior deltoid (DA) and pectoralis major (PM).

For older adults, functional independent mobility is essential to well-being. Many care home residents have physical and cognitive impairments and use wheelchairs. Residents with difficulty self-propelling manual wheelchairs may benefit from power mobility; however, those with cognitive impairments may be precluded because of the potential for injury. My research goals were to apply novel power wheelchair technology to enable safe, independent mobility. Technology was developed to examine the value and implications of power mobility for residents with restricted mobility and mild or moderate cognitive impairments. The first study tested a prototype anti-collision wheelchair with a contact sensor skirt. Six single subject studies were completed. Distances travelled in manual and anti-collision wheelchairs were compared. Observational and interview data were collected. Focus groups (37 staff) and interviews (18 staff, six other residents, one spouse) were performed. Three of six residents were able or had potential to operate the prototype. One resident chose to use it beyond the study, and his mobility and well-being improved. Case analyses showed factors limiting prototype acceptance. Residents were unsatisfied with the appearance and slow speed, and found the interface frustrating to operate because of inadequate feedback. Social isolation and reduced autonomy restricted independence achievable with technology. Socialization and affective benefits of mobility were demonstrated in one case where prototype use was continually assisted. Residents and staff supported the anti-collision concept. On observation, the prototype compensated for absent or delayed responses of residents to obstacles below sensors and decreased injury risk. However, full sensor coverage of the environment was needed. The second study addressed acceptance and interface usability issues. A simulated collision-avoidance wheelchair with a multimodal feedback interface was evaluated. The interface provided audio, visual and haptic feedback to guide navigation away from obstacles. Through observations, interviews and questionnaires, five residents evaluated the device. High device acceptance and usability were found. The device was easy to use and assisted with performance of indoor mobility goals. Further research is necessary before power wheelchairs with new features are available for users; however, these results could play a fundamental role in shaping technology development and mobility interventions for this neglected population.

For older adults, functional independent mobility is essential to well-being. Many care home residents have physical and cognitive impairments and use wheelchairs. Residents with difficulty self-propelling manual wheelchairs may benefit from power mobility; however, those with cognitive impairments may be precluded because of the potential for injury. My research goals were to apply novel power wheelchair technology to enable safe, independent mobility. Technology was developed to examine the value and implications of power mobility for residents with restricted mobility and mild or moderate cognitive impairments. The first study tested a prototype anti-collision wheelchair with a contact sensor skirt. Six single subject studies were completed. Distances travelled in manual and anti-collision wheelchairs were compared. Observational and interview data were collected. Focus groups (37 staff) and interviews (18 staff, six other residents, one spouse) were performed. Three of six residents were able or had potential to operate the prototype. One resident chose to use it beyond the study, and his mobility and well-being improved. Case analyses showed factors limiting prototype acceptance. Residents were unsatisfied with the appearance and slow speed, and found the interface frustrating to operate because of inadequate feedback. Social isolation and reduced autonomy restricted independence achievable with technology. Socialization and affective benefits of mobility were demonstrated in one case where prototype use was continually assisted. Residents and staff supported the anti-collision concept. On observation, the prototype compensated for absent or delayed responses of residents to obstacles below sensors and decreased injury risk. However, full sensor coverage of the environment was needed. The second study addressed acceptance and interface usability issues. A simulated collision-avoidance wheelchair with a multimodal feedback interface was evaluated. The interface provided audio, visual and haptic feedback to guide navigation away from obstacles. Through observations, interviews and questionnaires, five residents evaluated the device. High device acceptance and usability were found. The device was easy to use and assisted with performance of indoor mobility goals. Further research is necessary before power wheelchairs with new features are available for users; however, these results could play a fundamental role in shaping technology development and mobility interventions for this neglected population.

High-tone extensor thrusts, or involuntary muscle contractions experienced by many children with cerebral palsy, can cause problems that are not addressed by current seating systems. This thesis is concerned with the development of a dynamic seating system to better accommodate individuals who exhibit high-tone extensor thrusts. The first part of the thesis is focused on obtaining a general understanding of extensor thrusts from a mechanical perspective. To achieve this goal, an analytical dynamic model of a human subject undergoing an extensor thrust on a rigid chair is created. This model is validated experimentally, and inferences about the nature of extensor thrusts are made from the simulation and experimental results. A Dynamic-Hingeback Seating System which allows the occupant to lean back during an uncontrolled extensor thrust is developed. This system is capable of maintaining seatback rigidity during an intentionally-induced episode, thereby enabling the occupant to communicate or interact with his/her environment. The design of this system is influenced by the results obtained from the rigid seat study, as well as by numerical simulation results gathered with a commercial dynamic simulation software package (Working Model 2D). The improved seatback performance is characterized through experimentation. Alternative dynamic seating systems are considered. The important features of each of these systems are identified, and the desired motion of the system occupant during an extensor thrust is verified through Working Model simulations.