School inclusion: analyzing the establishment and organization of a special needs education service in a brazilian municipality

The present research integrates a network of studies called National Monitoring Center for Special Education (NMCSE) which studies the Multi-purpose Feature Rooms (MFRs) in regular schools. We aim to investigate whether the service offered by such rooms, maintained by the Department of Education of the Municipality of Araraquara, in São Paulo State, Brazil, is being successful at supporting the education of children and youth with special needs, pervasive developmental disorders and high skilled/gifted individuals. We have also investigated the limits and possibilities of such rooms concerning the set of services offered to their participants. In order to conduct the present research, we have performed: an interview with the Special Education Program manager from the abovementioned Department of Education; and the analysis of a Training Program that MFRs teachers must take. The training program consists of ten morning and afternoon shift meetings. The analyzed data leads us to conclude that the policy of implementation of MFRs, even in this relatively restricted universe is seen from different perspectives. Some interpretations are still permeated by the clinical model, considering individual action. The challenges observed in the classrooms show that the cooperation among teachers still occur randomly and, among other difficulties raised by them, is the selection of the right placement methods to identify eligible students who will benefit from the Specialized Educational Service (SES). In addition, teaching evaluation was considered fragile, as well as the training and the general requirements demanded in order to achieve the expected results.

Studies on the Helminth Fauna of Alaska. XIII. Disease in the Sea Otter, with Special Reference to Helminth Parasites

During the spring of 1951, the U. S. Fish and Wildlife Service undertook the removal of sea otter, Enhydra lutris (L)., from the Aleutian Island of Amchitka, for the purpose of restocking range from which the animals have long been exterminated. The decision to undertake this activity was influenced by the nature of military operations planned for the island later the same year. The capture and removal of the otter were under the supervision of Mr. Robert D. Jones, Biologist, U. S. Fish and Wildlife Service. Heavy losses among the animals shortly after capture made the venture unsuccessful. Many deaths were concurrent among animals in the wild state. The writer was asked to investigate the causes of disease in the sea otter, and it is the purpose of this paper to report the results of these investigation, with special reference to helminth parasites.

Molecular analysis of special type breast carcinomas

The project was developed into three parts: the analysis of p63 isoform in breast tumours; the study of intra-tumour eterogeneicity in metaplastic breast carcinoma; the analysis of oncocytic breast carcinoma. p63 is a sequence-specific DNA-binding factor, homologue of the tumour suppressor and transcription factor p53. The human p63 gene is composed of 15 exons and transcription can occur from two distinct promoters: the transactivating isoforms (TAp63) are generated by a promoter upstream of exon 1, while the alternative promoter located in intron 3 leads to the expression of N-terminal truncated isoforms (ΔNp63). It has been demonstrated that anti-p63 antibodies decorate the majority of squamous cell carcinomas of different organs; moreover tumours with myoepithelial differentiation of the breast show nuclear p63 expression. Two new isoforms have been described with the same sequence as TAp63 and ΔNp63 but lacking exon 4: d4TAp63 and ΔNp73L, respectively. Purpose of the study was to investigate the molecular expression of N-terminal p63 isoforms in benign and malignant breast tissues. In the present study 40 specimens from normal breast, benign lesions, DIN/DCIS, and invasive carcinomas were analyzed by immunohistochemistry and RT-PCR (Reverse Transcriptase-PCR) in order to disclose the patterns of p63 expression. We have observed that the full-length isoforms can be detected in non neoplastic and neoplastic lesions, while the short isoforms are only present in the neoplastic cells of invasive carcinomas. Metaplastic carcinomas of the breast are a heterogeneous group of neoplasms which exhibit varied patterns of metaplasia and differentiation. The existence of such non-modal populations harbouring distinct genetic aberrations may explain the phenotypic diversity observed within a given tumour. Intra-tumour morphological heterogeneity is not uncommon in breast cancer and it can often be appreciated in metaplastic breast carcinomas. Aim of this study was to determine the existence of intra-tumour genetic heterogeneity in metaplastic breast cancers and whether areas with distinct morphological features in a given tumour might be underpinned by distinct patterns of genetic aberrations. 47 cases of metaplastic breast carcinomas were retrieved. Out of the 47 cases, 9 had areas that were of sufficient dimensions to be independently microdissected. Our results indicate that at least some breast cancers are composed of multiple non-modal populations of clonally related cells and provide direct evidence that at least some types of metaplastic breast cancers are composed of multiple non-modal clones harbouring distinct genetic aberrations. Oncocytic tumours represent a distinctive set of lesions with typical granular cytoplasmatic eosinophilia of the neoplastic cells. Only rare example of breast oncocytic carcinomas have been reported in literature and the incidence is probably underestimated. In this study we have analysed 33 cases of oncocytic invasive breast carcinoma of the breast, selected according to morphological and immunohistochemical criteria. These tumours were morphologically classified and studied by immunohistochemistry and aCGH. We have concluded that oncocytic breast carcinoma is a morphologic entity with distinctive ultrastructural and histological features; immunohistochemically is characterized by a luminal profile, it has a frequency of 19.8%, has not distinctive clinical features and, at molecular level, shows a specific constellation of genetic aberration.

Fondaparinux - data on efficacy and safety in special situations

New anticoagulants promise to have better efficacy, more safety and/or a better manageability than traditional anticoagulants. However, knowledge is limited regarding special situations such as renal insufficiency, obesity, pregnancy, long-term therapy, heparin-induced thrombocytopenia, treatment in patients with mechanical heart valves, use for children, and in patients with a high risk of thromboembolic complications. These situations have rarely or even never been the objective of randomised controlled trials. The purpose of the present article is to summarize and discuss available data on efficacy and safety in these special situations for one of the first new anticoagulants, the indirect factor-Xa inhibitor fondaparinux. Furthermore, we discuss safety in licensed indications and management of bleeding complications and comment on measuring of drug concentration in plasma.

The performance of computer-aided detection when analyzing prior mammograms of newly detected breast cancers with special focus on the time interval from initial imaging to detection

PURPOSE: The clinical role of CAD systems to detect breast cancer, which have not been on cancer containing mammograms not detected by the radiologist was proven retrospectively. METHODS: All patients from 1992 to 2005 with a histologically verified malignant breast lesion and a mammogram at our department, were analyzed in retrospect focussing on the time of detection of the malignant lesion. All prior mammograms were analyzed by CAD (CADx, USA). The resulting CAD printout was matched with the cancer containing images yielding to the radiological diagnosis of breast cancer. CAD performance, sensitivity as well as the association of CAD and radiological features were analyzed. RESULTS: 278 mammograms fulfilled the inclusion criteria. 111 cases showed a retrospectively visible lesion (71 masses, 23 single microcalcification clusters, 16 masses with microcalcifications, in one case two microcalcification clusters). 54/87 masses and 34/41 microcalcifications were detected by CAD. Detection rates varied from 9/20 (ACR 1) to 5/7 (ACR 4) (45% vs. 71%). The detection of microcalcifications was not influenced by breast tissue density. CONCLUSION: CAD might be useful in an earlier detection of subtle breast cancer cases, which might remain otherwise undetected.

Endovascular treatment of posterior circulation cerebral aneurysms by using Guglielmi detachable coils: a 10-year single-center experience with special regard to technical development

The purpose of this study was to analyze the immediate and long-term angiographic and clinical results of endovascular treatment of posterior circulation aneurysms with special regard to technical development.

Effectiveness of Texas Children's Hospital's Saturday Wellness Program for Children with special health care needs

Children with Special Health Care Needs comprise approximately 13% of children within the state of Texas. In addition to their primary diagnosis, it is estimated that approximately 18% of these children with special health care needs are overweight. Many times parents of children with special health care needs are extremely busy dealing with the daily responsibilities required to care for a child with a chronic illness, and thus, lose connections with their local communities and available resources for health needs such as obesity. Texas Children’s Hospital’s Wellness Program for Children with Special Health Care Needs is a family-centered wellness program to prevent obesity in this population; however, no formal evaluation of the program has been conducted. The purpose of this study was to assess the effectiveness of the Texas Children’s Saturday Wellness Program on weight status, nutrition knowledge, and the frequency of physical activity of children who participated in the program. A secondary data analysis was conducted with 50 children with special health care needs and their families who participated in the program during 2007 and 2008. A pre post-test study design was used with data collected immediately before and after participation in the 4 week program. Data measures included demographics (age, race, etc.), anthropometrics (height and weight), a quality of life survey focusing on nutrition and physical activity behaviors, and a knowledge survey on physical activity and nutrition. Of 50 participants, 33 (66%) completed the program. Children participating in the program showed a significant decrease in BMI (mean=29.83 to mean=29.22, BMI z score p<0.01), as well as frequency of physical activity (p<0.05) and knowledge (p<0.01). Texas Children’s Hospital’s wellness program for children with special health care needs provided a promising structure for a wellness program within a multi-ethnic special needs population; however, long term effect research is needed with a larger sample size and more comprehensive outcomes and process measures. Nonetheless, this program indicates the effectiveness and feasibility of a family-based approach to weight loss in children with special needs.^

Análisis de registros de aceleraciones verticales en caja de grasa y correlación con la infraestructura

El sector ferroviario ha experimentado en los últimos años un empuje espectacular acaparando las mayores inversiones en construcción de nuevas líneas de alta velocidad. Junto a esta inversión inicial no se debe perder de vista el coste de mantenimiento y gestión de las mismas y para ello es necesario avanzar en el conocimiento de los fenómenos de interacción de la vía y el material móvil. En los nuevos trazados ferroviarios, que hacen del ferrocarril un modo de transporte competitivo, se produce un notable aumento en la velocidad directamente relacionado con la disminución de los tiempos de viaje, provocando por ello elevados esfuerzos dinámicos, lo que exige una elevada calidad de vía para evitar el rápido deterioro de la infraestructura. Resulta primordial controlar y minimizar los costes de mantenimiento que vienen generados por las operaciones de conservación de los parámetros de calidad y seguridad de la vía férrea. Para reducir las cargas dinámicas que actúan sobre la vía deteriorando el estado de la misma, debido a este aumento progresivo de las velocidades, es necesario reducir la rigidez vertical de la vía, pero igualmente este aumento de velocidades hace necesarias elevadas resistecias del emparrillado de vía y mejoras en las plataformas, por lo que es necesario buscar este punto de equilibrio en la elasticidad de la vía y sus componentes. Se analizan las aceleraciones verticales medidas en caja de grasa, identificando la rigidez vertical de la vía a partir de las frecuencias de vibración vertical de las masas no suspendidas, correlacionándola con la infraestructura. Estas aceleraciones verticales se desprenden de dos campañas de medidas llevadas a cabo en la zona de estudio. En estas campañas se colocaron varios acelerómetros en caja de grasa obteniendo un registro de aceleraciones verticales a partir de las cuales se ha obteniendo la variación de la rigidez de vía de unas zonas a otras. Se analiza la rigidez de la vía correlacionándola con las distintas tipologías de vía y viendo la variación del valor de la rigidez a lo largo del trazado ferroviario. Estos cambios se manifiestan cuando se producen cambios en la infraestructura, de obras de tierra a obras de fábrica, ya sean viaductos o túneles. El objeto principal de este trabajo es profundizar en estos cambios de rigidez vertical que se producen, analizando su origen y las causas que los provocan, modelizando el comportamiento de los mismos, para desarrollar metodologías de análisis en cuanto al diseño de la infraestructura. Igualmente se analizan los elementos integrantes de la misma, ahondando en las características intrínsecas de la rigidez vertical global y la rigidez de cada uno de los elementos constituyentes de la sección tipo ferroviaria, en cada una de las secciones características del tramo en estudio. Se determina en este trabajo si se produce y en qué medida, variación longitudinal de la rigidez de vía en el tramo estudiado, en cada una de las secciones características de obra de tierra y obra de fábrica seleccionadas analizando las tendencias de estos cambios y su homogeneidad a lo largo del trazado. Se establece así una nueva metodología para la determinación de la rigidez vertical de la vía a partir de las mediciones de aceleraciones verticales en caja de grasa así como el desarrollo de una aplicación en el entorno de Labview para el análisis de los registros obtenidos. During the last years the railway sector has experienced a spectacular growth, focusing investments in the construction of new high-speed lines. Apart from the first investment the cost of maintaining and managing them has to be considered and this requires more knowledge of the process of interaction between track and rolling stock vehicles. In the new high-speed lines, that make of the railway a competitive mode of transport, there is a significant increase in speed directly related to the shorten in travel time, and that produces high dynamic forces. So, this requires a high quality of the track to avoid quickly deterioration of infrastructure. It is essential to control and minimize maintenance costs generated by maintenance operations to keep the quality and safety parameters of the railway track. Due to this gradual increase of speed, and to reduce the dynamic loads acting on the railway track causing its deterioration, it is necessary to reduce the vertical stiffness of the track, but on the other hand this speed increase requires high resistance of the railway track and improvements of the railway platform, so we must find the balance between the elasticity of the track and its components. Vertical accelerations in axle box are measured and analyzed, identifying the vertical stiffness of the railway track obtained from the vertical vibration frequency of the unsprung masses, correlating with the infrastructure. These vertical accelerations are the result of two measurement campaigns carried out in the study area with the placement of several accelerometers located in the axle box. From these vertical accelerations the variation of the vertical stiffness from one area to another is obtained. The track stiffness is analysed relating with the different types of infrastructure and the change in the value of the stiffness along the railway line. These changes are revealed when changes in infrastructure occurs, for instance; earthworks to bridges or tunnels. The main purpose of this paper is to examine these vertical stiffness changes, analysing its origins and causes, modelling their behaviour, developing analytical methodologies for the design of infrastructure. In this thesis it is also reviewed the different elements of the superstructure, paying special attention to the vertical stiffness of each one. In this study is determined, if it happens and to what extent, the longitudinal variation in the stiffness of track along the railway line studied in every selected section; earthwork, bridges and tunnels. They are also analyzed trends of these changes and homogeneity along the path. This establishes a new method for determining the vertical stiffness of the railway track from the vertical accelerations measured on axle box as well as an application developed in LabView to analyze the recordings obtained.

Interregional trade changes in Spain caused by the introduction of a road fee charge for heavy goods vehicles

The introduction of a homogeneous road charging system according to the Directive 2011/76/EU for the use of roads is still under development in most European Union (EU) member states. Spain, like other EU members, has been encouraged to introduce a charging system for Heavy Goods Vehicles (HGVs) throughout the country. This nationwide charge has been postponed because there are serious concerns about their advantages from an economic point of view. Within this context, this paper applies an integrated modeling approach to shape elastic trade coefficients among regions by using a random utility based multiregional Input- Output (RUBMRIO) approach and a road transport network model in order to determine regional distributive and substitutive economic effects by simulating the introduction of a distance-based charge (?/km) considering 7,053.8 kilometers of free highways linking the capitals of the Spanish regions. In addition, an in-depth analysis of interregional trade changes is developed to evaluate and characterize the role of the road charging approach in trade relations among regions and across freight intensive economic sectors. For this purpose, differences in trade relations are described and assessed between a base-case or ?do nothing? scenario and a road fee-charge setting scenario. The results show that the specific amount of the charge set for HGVs affect each region differently and to a different extent because in some regions the price of commodities and the Generalized Transport Cost will decrease its competiveness within the country.

Telemetría de vehículos FSAE con microcontrolador PIC32 y transceptor de radio CC1101

Quizás el campo de las telecomunicaciones sea uno de los campos en el que más se ha progresado en este último siglo y medio, con la ayuda de otros campos de la ciencia y la técnica tales como la computación, la física electrónica, y un gran número de disciplinas, que se han utilizado estos últimos 150 años en conjunción para mejorarse unas con la ayuda de otras. Por ejemplo, la química ayuda a comprender y mejorar campos como la medicina, que también a su vez se ve mejorada por los progresos en la electrónica creados por los físicos y químicos, que poseen herramientas más potentes para calcular y simular debido a los progresos computacionales. Otro de los campos que ha sufrido un gran avance en este último siglo es el de la automoción, aunque estancados en el motor de combustión, los vehículos han sufrido enormes cambios debido a la irrupción de los avances en la electrónica del automóvil con multitud de sistemas ya ampliamente integrados en los vehículos actuales. La Formula SAE® o Formula Student es una competición de diseño, organizada por la SAE International (Society of Automotive Engineers) para estudiantes de universidades de todo el mundo que promueve la ingeniería a través de una competición donde los miembros del equipo diseñan, construyen, desarrollan y compiten en un pequeño y potente monoplaza. En el ámbito educativo, evitando el sistema tradicional de clases magistrales, se introducen cambios en las metodologías de enseñanza y surge el proyecto de la Fórmula Student para lograr una mejora en las acciones formativas, que permitan ir incorporando nuevos objetivos y diseñar nuevas situaciones de aprendizaje que supongan una oportunidad para el desarrollo de competencias de los alumnos, mejorar su formación como ingenieros y contrastar sus progresos compitiendo con las mejores universidades del mundo. En este proyecto se pretende dotar a los alumnos de las escuelas de ingeniería de la UPM que desarrollan el vehículo de FSAE de una herramienta de telemetría con la que evaluar y probar comportamiento del vehículo de FSAE junto con sus subsistemas que ellos mismos diseñan, con el objetivo de evaluar el comportamiento, introducir mejoras, analizar resultados de una manera más rápida y cómoda, con el objetivo de poder progresar más rápidamente en su desarrollo, recibiendo y almacenando una realimentación directa e instantánea del funcionamiento mediante la lectura de los datos que circulan por el bus CAN del vehículo. También ofrece la posibilidad de inyectar datos a los sistemas conectados al bus CAN de manera remota. Se engloba en el conjunto de proyectos de la FSAE, más concretamente en los basados en la plataforma PIC32 y propone una solución conjunta con otros proyectos o también por sí sola. Para la ejecución del proyecto se fabricó una placa compuesta de dos placas de circuito impreso, la de la estación base que envía comandos, instrucciones y datos para inyectar en el bus CAN del vehículo mediante radiofrecuencia y la placa que incorpora el vehículo que envía las tramas que circulan por el bus CAN del vehículo con los identificadores deseados, ejecuta los comandos recibidos por radiofrecuencia y salva las tramas CAN en una memoria USB o SD Card. Las dos PCBs constituyen el hardware del proyecto. El software se compone de dos programas. Un programa para la PCB del vehículo que emite los datos a la estación base, codificado en lenguaje C con ayuda del entorno de desarrollo MPLAB de Microchip. El otro programa hecho con LabView para la PCB de la estación base que recibe los datos provenientes del vehículo y los interpreta. Se propone un hardware y una capa o funciones de software para los microcontroladores PIC32 (similar al de otros proyectos del FSAE) para la transmisión de las tramas del bus CAN del vehículo de manera inalámbrica a una estación base, capaz de insertar tramas en el bus CAN del vehículo enviadas desde la estación base. También almacena estas tramas CAN en un dispositivo USB o SD Card situado en el vehículo. Para la transmisión de los datos se hizo un estudio de las frecuencias de transmisión, la legislación aplicable y los tipos de transceptores. Se optó por utilizar la banda de radiofrecuencia de uso común ISM de 433MHz mediante el transceptor integrado CC110L de Texas Instruments altamente configurable y con interfaz SPI. Se adquirieron dos parejas de módulos compatibles, con amplificador de potencia o sin él. LabView controla la estación que recoge las tramas CAN vía RF y está dotada del mismo transceptor de radio junto con un puente de comunicaciones SPI-USB, al que se puede acceder de dos diferentes maneras, mediante librerías dll, o mediante NI-VISA con transferencias RAW-USB. La aplicación desarrollada posee una interfaz configurable por el usuario para la muestra de los futuros sensores o actuadores que se incorporen en el vehículo y es capaz de interpretar las tramas CAN, mostrarlas, gráfica, numéricamente y almacenar esta información, como si fuera el cuadro de instrumentos del vehículo. Existe una limitación de la velocidad global del sistema en forma de cuello de botella que se crea debido a las limitaciones del transceptor CC110L por lo que si no se desea filtrar los datos que se crean necesarios, sería necesario aumentar el número de canales de radio para altas ocupaciones del bus CAN. Debido a la pérdida de relaciones con el INSIA, no se pudo probar de manera real en el propio vehículo, pero se hicieron pruebas satisfactorias (hasta 1,6 km) con una configuración de tramas CAN estándar a una velocidad de transmisión de 1 Mbit/s y un tiempo de bit de 1 microsegundo. El periférico CAN del PIC32 se programará para cumplir con estas especificaciones de la ECU del vehículo, que se presupone que es la MS3 Sport de Bosch, de la que LabView interpretará las tramas CAN recibidas de manera inalámbrica. Para poder probar el sistema, ha sido necesario reutilizar el hardware y adaptar el software del primer prototipo creado, que emite tramas CAN preprogramadas con una latencia también programable y que simulará al bus CAN proporcionando los datos a transmitir por el sistema que incorpora el vehículo. Durante el desarrollo de este proyecto, en las etapas finales, el fabricante del puente de comunicaciones SPI-USB MCP2210 liberó una librería (dll) compatible y sin errores, por lo que se nos ofrecía una oportunidad interesante para la comparación de las velocidades de acceso al transceptor de radio, que se presuponía y se comprobó más eficiente que la solución ya hecha mediante NI-VISA. ABSTRACT. The Formula SAE competition is an international university applied to technological innovation in vehicles racing type formula, in which each team, made up of students, should design, construct and test a prototype each year within certain rules. The challenge of FSAE is that it is an educational project farther away than a master class. The goal of the present project is to make a tool for other students to use it in his projects related to FSAE to test and improve the vehicle, and, the improvements that can be provided by the electronics could be materialized in a victory and win the competition with this competitive advantage. A telemetry system was developed. It sends the data provided by the car’s CAN bus through a radio frequency transceiver and receive commands to execute on the system, it provides by a base station on the ground. Moreover, constant verification in real time of the status of the car or data parameters like the revolutions per minute, pressure from collectors, water temperature, and so on, can be accessed from the base station on the ground, so that, it could be possible to study the behaviour of the vehicle in early phases of the car development. A printed circuit board, composed of two boards, and two software programs in two different languages, have been developed, and built for the project implementation. The software utilized to design the PCB is Orcad10.5/Layout. The base station PCB on a PC receives data from the PCB connected to the vehicle’s CAN bus and sends commands like set CAN filters or masks, activate data logger or inject CAN frames. This PCB is connected to a PC via USB and contains a bridge USB-SPI to communicate with a similar transceiver on the vehicle PCB. LabView controls this part of the system. A special virtual Instrument (VI) had been created in order to add future new elements to the vehicle, is a dashboard, which reads the data passed from the main VI and represents them graphically to studying the behaviour of the car on track. In this special VI other alums can make modifications to accommodate the data provided from the vehicle CAN’s bus to new elements on the vehicle, show or save the CAN frames in the form or format they want. Two methods to access to SPI bus of CC110l RF transceiver over LabView have been developed with minimum changes between them. Access through NI-VISA (Virtual Instrument Software Architecture) which is a standard for configuring, programming, USB interfaces or other devices in National Instruments LabView. And access through DLL (dynamic link library) supplied by the manufacturer of the bridge USB-SPI, Microchip. Then the work is done in two forms, but the dll solution developed shows better behaviour, and increase the speed of the system because has less overload of the USB bus due to a better efficiency of the dll solution versus VISA solution. The PCB connected to the vehicle’s CAN bus receives commands from the base station PCB on a PC, and, acts in function of the command or execute actions like to inject packets into CAN bus or activate data logger. Also sends over RF the CAN frames present on the bus, which can be filtered, to avoid unnecessary radio emissions or overflowing the RF transceiver. This PCB consists of two basic pieces: A microcontroller with 32 bit architecture PIC32MX795F512L from Microchip and the radio transceiver integrated circuit CC110l from Texas Instruments. The PIC32MX795F512L has an integrated CAN and several peripherals like SPI controllers that are utilized to communicate with RF transceiver and SD Card. The USB controller on the PIC32 is utilized to store CAN data on a USB memory, and change notification peripheral is utilized like an external interrupt. Hardware for other peripherals is accessible. The software part of this PCB is coded in C with MPLAB from Microchip, and programming over PICkit 3 Programmer, also from Microchip. Some of his libraries have been modified to work properly with this project and other was created specifically for this project. In the phase for RF selection and design is made a study to clarify the general aspects of regulations for the this project in order to understand it and select the proper band, frequency, and radio transceiver for the activities developed in the project. From the different options available it selects a common use band ICM, with less regulation and free to emit with restrictions and disadvantages like high occupation. The transceiver utilized to transmit and receive the data CC110l is an integrated circuit which needs fewer components from Texas Instruments and it can be accessed through SPI bus. Basically is a state machine which changes his state whit commands received over an SPI bus or internal events. The transceiver has several programmable general purpose Inputs and outputs. These GPIOs are connected to PIC32 change notification input to generate an interrupt or connected to GPIO to MCP2210 USB-SPI bridge to inform to the base station for a packet received. A two pair of modules of CC110l radio module kit from different output power has been purchased which includes an antenna. This is to keep away from fabrication mistakes in RF hardware part or designs, although reference design and gerbers files are available on the webpage of the chip manufacturer. A neck bottle is present on the complete system, because the maximum data rate of CC110l transceiver is a half than CAN bus data rate, hence for high occupation of CAN bus is recommendable to filter the data or add more radio channels, because the buffers can’t sustain this load along the time. Unfortunately, during the development of the project, the relations with the INSIA, who develops the vehicle, was lost, for this reason, will be made impossible to test the final phases of the project like integration on the car, final test of integration, place of the antenna, enclosure of the electronics, connectors selection, etc. To test or evaluate the system, it was necessary to simulate the CAN bus with a hardware to feed the system with entry data. An early hardware prototype was adapted his software to send programed CAN frames at a fixed data rate and certain timing who simulate several levels of occupation of the CAN Bus. This CAN frames emulates the Bosch ECU MS3 Sport.

BIDIRECTIONAL AC-DC CONVERTERS USING ONE CYCLE CONTROL (OCC) FOR ELECTRIC VEHICLES

The electric vehicle (EV) market has seen a rapid growth in the recent past. With an increase in the number of electric vehicles on road, there is an increase in the number of high capacity battery banks interfacing the grid. The battery bank of an EV, besides being the fuel tank, is also a huge energy storage unit. Presently, it is used only when the vehicle is being driven and remains idle for rest of the time, rendering it underutilized. Whereas on the other hand, there is a need of large energy storage units in the grid to filter out the fluctuations of supply and demand during a day. EVs can help bridge this gap. The EV battery bank can be used to store the excess energy from the grid to vehicle (G2V) or supply stored energy from the vehicle to grid (V2G ), when required. To let power flow happen, in both directions, a bidirectional AC-DC converter is required. This thesis concentrates on the bidirectional AC-DC converters which have a control on power flow in all four quadrants for the application of EV battery interfacing with the grid. This thesis presents a bidirectional interleaved full bridge converter topology. This helps in increasing the power processing and current handling capability of the converter which makes it suitable for the purpose of EVs. Further, the benefit of using the interleaved topology is that it increases the power density of the converter. This ensures optimization of space usage with the same power handling capacity. The proposed interleaved converter consists of two full bridges. The corresponding gate pulses of each switch, in one cell, are phase shifted by 180 degrees from those of the other cell. The proposed converter control is based on the one-cycle controller. To meet the challenge of new requirements of reactive power handling capabilities for grid connected converters, posed by the utilities, the controller is modified to make it suitable to process the reactive power. A fictitious current derived from the grid voltage is introduced in the controller, which controls the converter performance. The current references are generated using the second order generalized integrators (SOGI) and phase locked loop (PLL). A digital implementation of the proposed control ii scheme is developed and implemented using DSP hardware. The simulated and experimental results, based on the converter topology and control technique discussed here, are presented to show the performance of the proposed theory.

EEAS 2.0: Recommendations for the amendment of Council Decision 2010/427/EU on the European External Action Service. CEPS Special Report No. 78, 13 November 2013

This Special Report offers recommendations for the amendment of the Council Decision 2010/427/EU establishing the organisation and functioning of the European External Action Service. Its purpose is to contribute, in practical legal terms, to the ongoing review of the Decision in 2013, as well as to the possible discussion on its revision that may take place in 2014. In particular, it sheds light on possible adjustments in the application of the Decision ‘à droit constant’, but also suggests potential alteration of its formulation.

Transatlantic MRAs: Lessons for TTIP? CEPS Special Report No. 101/March 2015

It is striking that there is little or no mention in the TTIP debate so far of the US-EU Mutual Recognition Agreement (MRA) concluded in 1998. At the time, expectations of the gains from the MRA were high. One should expect the MRA to be instructive for TTIP and entail some lessons to be learned for today’s attempt to lower technical barriers to trade (TBTs) across the North Atlantic. We offer an analysis of the 1998 MRA, the difficulties in the prior negotiations and those during the implementation phase, the subsequent and present status of sectoral approaches. The MRA experience revealed clearly how difficult it is to accomplish the acceptance of all relevant aspects of conformity assessment of the trading partner for the mere purpose of testing and certifying export goods on the requirements of the importing economy. The MRA has succeeded only in a few sectors. However, the ambition in TTIP with respect to TBTs is said to go so much further. It is therefore important for all those involved or interested in TTIP to learn the lessons of this early exercise in lowering TBT costs. This paper reaches two main conclusions: i) the US-EU MRA was only partially successful and only for some one-fifth of the export flows at the time: a disappointing outcome and a far cry from the expectations of business and political leaders; and ii) the EU’s attempt to ‘balance’ the negotiations in 1995 by bringing in three relatively competitive sectors did not work out – it was precisely there that problems accumulated. It is critical that domestic regulators must be satisfied during and after the negotiations that their pursuit of health, safety, environment and consumer protection objectives will not be watered down in any way. Lessons drawn include, among others: MRAs are not about regulatory change (by definition), but if initial regulatory cleavages between trading partners are too wide, conditions become so restrictive that parties may regard them as a denial of the very purpose of the MRA. There are incentives to opt for alternatives in the market for the formalised designation of conformity assessment bodies in the MRA and these are often cheaper and faster, while equally qualified. Even in heavily regulated sectors such as medicines and medical devices, the narrow MRA has been superseded by near-global forms of effective cost-reducing cooperative (i.e. not treaty-based) regulatory alignment, a confirmation of the OECD approach that governments should think in terms of an entire spectrum of forms of regulatory cooperation.

Towards an Effective EU Framework for Road Transport and GHG Emissions. CEPS Special Report No. 141 / July 2016

The adoption of the Paris Agreement at the end of 2015 and the EU’s intended nationally determined contribution (INDC) have confirmed the EU’s commitment to achieve decarbonisation by 2050. Transport accounts for about a quarter of EU greenhouse gas (GHG) emissions, representing the second-largest source of GHG emissions in Europe after the energy sector. The transport sector will play a significant role in the EU’s efforts to decarbonise its economy in line with its international commitments. The purpose of this report is to examine different EU policy options to address transport emissions, with a special emphasis on passenger cars. It ‘thinks through’ the options that are currently assessed in the EU and considers how they could be put together in a comprehensive framework. The report concludes with a number of measures to lead EU transport decarbonisation policy. A distinction is made between i) no-regret options and ii) measures for consideration.

Demographic special reports: based on data from 1990 Nationwide Personal Transportation Survey (NPTS).

Federal Highway Administration, Washington, D.C.