Effect of Acute Administration of Angiopoietin-1 in Experimental Traumatic Spinal Cord Injury: Magnetic Resonance Imaging and Neurobehavioral Studies

Spinal cord injury (SCI) is a devastating condition that affects people in the prime of their lives. A myriad of vascular events occur after SCI, each of which contributes to the evolving pathology. The primary trauma causes mechanical damage to blood vessels, resulting in hemorrhage. The blood-spinal cord barrier (BSCB), a neurovascular unit that limits passage of most agents from systemic circulation to the central nervous system, breaks down, resulting in inflammation, scar formation, and other sequelae. Protracted BSCB disruption may exacerbate cellular injury and hinder neurobehavioral recovery in SCI. In these studies, angiopoietin-1 (Ang1), an agent known to reduce vascular permeability, was hypothesized to attenuate the severity of secondary injuries of SCI. Using longitudinal magnetic resonance imaging (MRI) studies (dynamic contrast-enhanced [DCE]-MRI for quantification of BSCB permeability, highresolution anatomical MRI for calculation of lesion size, and diffusion tensor imaging for assessment of axonal integrity), the acute, subacute, and chronic effects of Ang1 administration after SCI were evaluated. Neurobehavioral assessments were also performed. These non-invasive techniques have applicability to the monitoring of therapies in patients with SCI. In the acute phase of injury, Ang1 was found to reduce BSCB permeability and improve neuromotor recovery. Dynamic contrast-enhanced MRI revealed a persistent compromise of the BSCB up to two months post-injury. In the subacute phase of injury, Ang1’s effect on reducing BSCB permeability was maintained and it was found to transiently reduce axonal integrity. The SCI lesion burden was assessed with an objective method that compared favorably with segmentations from human raters. In the chronic phase of injury, Ang1 resulted in maintained reduction in BSCB permeability, a decrease in lesion size, and improved axonal integrity. Finally, longitudinal correlations among data from the MRI modalities and neurobehavioral assays were evaluated. Locomotor recovery was negatively correlated with lesion size in the Ang1 cohort and positively correlated with diffusion measures in the vehicle cohort. In summary, the results demonstrate a possible role for Ang1 in mitigating the secondary pathologies of SCI during the acute and chronic phases of injury.

AN INVESTIGATION INTO THE EFFECT OF TESTOSTERONE ON THE QUANTITATIVE MAINTENANCE OF SPERMATOGENESIS IN THE HYPOPHYSECTOMIZED ADULT RAT (PHARMACOKINETICS, MORPHOMETRY, STATISTICS)

Administration of gonadotropins or testosterone (T) will maintain qualitatively normal spermatogenesis and fertility in hypophysectomized (APX) rats. However, quantitative maintenance of the spermatogenic process in APX rats treated with T alone or in combination with follicle stimulating hormone (FSH) has not been demonstrated. Studies reported here were conducted to determine whether it would be possible to increase intratesticular testosterone (ITT) levels in APX rats to those found in normal animals by administration of appropriate amounts of testosterone propionate (TP) and if under these conditions spermatogenesis can be maintained quantitatively. Quantitative analysis of spermatogenesis was performed on stages VI and VII of the spermatogenic cycle utilizing criteria of Leblond and Clermont (1952) all cell types were enumerated. In a series of experiments designed to investigate the effects of T on spermatogenesis, TP was administered to 60 day old APX rats twice daily for 30 days in doses ranging from 0.6 to 15 mg/day or from 0.6 to 6.0 mg/day in combination with FSH. The results of this study demonstrate that the efficiency of transformation of type A to type B spermatogonia and the efficacy of the meiotic prophase are related to ITT levels, and that quantitatively normal completion of the reduction division requires normal ITT levels. The ratio of spermatids to spermatocytes in the vehicle-treated APX rats was 1:1.38; in the APX rats treated with 15 mg of TP it was 1:4.0 (the theoretically expected number). This study is probably the first to demonstrate: (1) the pharmacokinetics of TP, (2) the profile and quantity of T-immunoactivity in both serum and testicular tissue of APX and IC rats as well as APX rats treated with TP alone or in combination with FSH, (3) the direct correlation of serum T and ITT levels in treated APX rats (r = 0.9, p < 0.001) as well as in the IC rats (r = 0.9, p < 0.001), (4) the significant increase in the number of Type B spermatogonia, preleptotene and pachytene spermatocytes and round spermatids in TP-treated APX rats, (5) the correlation of the number of round spermatids formed in IC rats to ITT levels (r = 0.9, p < 0.001), and (6) the correlation of the quantitative maintenance of spermatogenesis with ITT levels (r = 0.7, p < 0.001) in the testes of TP-treated APX rats. These results provide direct experimental evidence for the key role of T in the spermatogenic process. ^

Application of virtual certification techniques to vehicle design and track maintenance

Virtual certification partially substitutes by computer simulations the experimental techniques required for rail vehicle certification. In this paper, several works were these techniques were used in the vehicle design and track maintenance processes are presented. Dynamic simulation of multibody systems was used to virtually apply the EN14363 standard to certify the dynamic behaviour of vehicles. The works described are: assessment of a freight bogie design adapted to meter-gauge, assessment of a railway track layout for a subway network, freight bogie design with higher speed and axle load, and processing of the data acquired by a track recording vehicle for track maintenance.

Applied continuous modelling in the study of pyrotechnic shock propagation on Ariane 5

This paper deals with the theoretical method and the modelling problems on the analysis of the Pyrotechnic Shock Propagation in the Vehicle Equipment Bay Structure of the ARIANE 5 during the separation of the upper stage. This work has been developed under a contract with the Spanish Firm Construcciones Aeronáuticas S.A. From all the analysis and the studies it can be concluded that: 1.- The mathematical method used for the study of the pyrotechnic shock phenomena is very well suited for conducting parametric studies. 2.- A careful model of the structure should be developed taking into account the realistic stiffness and dissipation properties at the junctions. 3.- The load produced by the pyrotechnic device should be carefully calibrated to reach a good agreement between theoretical and test results. 4.- In any case with the adquired experience it can be said that with the modelling of continuous elements the order of magnitude of the accelerations can be predicted with the accuracy needed in practical applications.

Hybrid analysis of nonlinear circuits: DAE models with indices zero and one

We extend in this paper some previous results concerning the differential-algebraic index of hybrid models of electrical and electronic circuits. Specifically, we present a comprehensive index characterization which holds without passivity requirements, in contrast to previous approaches, and which applies to nonlinear circuits composed of uncoupled, one-port devices. The index conditions, which are stated in terms of the forest structure of certain digraph minors, do not depend on the specific tree chosen in the formulation of the hybrid equations. Additionally, we show how to include memristors in hybrid circuit models; in this direction, we extend the index analysis to circuits including active memristors, which have been recently used in the design of nonlinear oscillators and chaotic circuits. We also discuss the extension of these results to circuits with controlled sources, making our framework of interest in the analysis of circuits with transistors, amplifiers, and other multiterminal devices.

Impact Behavior of Hybrid Glass/Carbon Epoxy Composites

The high velocity impact performance in hybrid woven carbon and S2 and E glass fabric laminates manufactured by resin transfer molding (RTM) was studied. Specimens with different thicknesses and glass-fiber content were tested against 5.5 mm spherical projectiles with impact velocities ranging from 300 to 700 m/s to obtain the ballistic limit. The resulting deformation and fracture micromechanisms were studied. Several impacts were performed on the same specimens to identify the multihit behavior of such laminates. The results of the fracture analysis, in conjunction with those of the impact tests, were used to describe the role played by glass-fiber hybridization on the fracture micromechanisms and on the overall laminate performance under high velocity impact.

Region-dependent vehicle classification using PCA features

Video-based vehicle detection is the focus of increasing interest due to its potential towards collision avoidance. In particular, vehicle verification is especially challenging due to the enormous variability of vehicles in size, color, pose, etc. In this paper, a new approach based on supervised learning using Principal Component Analysis (PCA) is proposed that addresses the main limitations of existing methods. Namely, in contrast to classical approaches which train a single classifier regardless of the relative position of the candidate (thus ignoring valuable pose information), a region-dependent analysis is performed by considering four different areas. In addition, a study on the evolution of the classification performance according to the dimensionality of the principal subspace is carried out using PCA features within a SVM-based classification scheme. Indeed, the experiments performed on a publicly available database prove that PCA dimensionality requirements are region-dependent. Hence, in this work, the optimal configuration is adapted to each of them, rendering very good vehicle verification results.

On-line learning of a fuzzy controller for a precise vehicle cruise control system

Usually, vehicle applications require the use of artificial intelligent techniques to implement control methods, due to noise provided by sensors or the impossibility of full knowledge about dynamics of the vehicle (engine state, wheel pressure or occupiers weight). This work presents a method to on-line evolve a fuzzy controller for commanding vehicles? pedals at low speeds; in this scenario, the slightest alteration in the vehicle or road conditions can vary controller?s behavior in a non predictable way. The proposal adapts singletons positions in real time, and trapezoids used to codify the input variables are modified according with historical data. Experimentation in both simulated and real vehicles are provided to show how fast and precise the method is, even compared with a human driver or using different vehicles.

Optimización del consumo de combustible de un vehículo dependiendo de las condiciones de la carretera

El consumo de combustible en un automóvil es una característica que se intenta mejorar continuamente debido a los precios del carburante y a la creciente conciencia medioambiental. Esta tesis doctoral plantea un algoritmo de optimización del consumo que tiene en cuenta las especificaciones técnicas del vehículo, el perfil de orografía de la carretera y el tráfico presente en ella. El algoritmo de optimización calcula el perfil de velocidad óptima que debe seguir el vehículo para completar un recorrido empleando un tiempo de viaje especificado. El cálculo del perfil de velocidad óptima considera los valores de pendiente de la carretera así como también las condiciones de tráfico vehicular de la franja horaria en que se realiza el recorrido. El algoritmo de optimización reacciona ante condiciones de tráfico cambiantes y adapta continuamente el perfil óptimo de velocidad para que el vehículo llegue al destino cumpliendo el horario de llegada establecido. La optimización de consumo es aplicada en vehículos convencionales de motor de combustión interna y en vehículos híbridos tipo serie. Los datos de consumo utilizados por el algoritmo de optimización se obtienen mediante la simulación de modelos cuasi-estáticos de los vehículos. La técnica de minimización empleada por el algoritmo es la Programación Dinámica. El algoritmo divide la optimización del consumo en dos partes claramente diferenciadas y aplica la Programación Dinámica sobre cada una de ellas. La primera parte corresponde a la optimización del consumo del vehículo en función de las condiciones de tráfico. Esta optimización calcula un perfil de velocidad promedio que evita, cuando es posible, las retenciones de tráfico. El tiempo de viaje perdido durante una retención de tráfico debe recuperarse a través de un aumento posterior de la velocidad promedio que incrementaría el consumo del vehículo. La segunda parte de la optimización es la encargada del cálculo de la velocidad óptima en función de la orografía y del tiempo de viaje disponible. Dado que el consumo de combustible del vehículo se incrementa cuando disminuye el tiempo disponible para finalizar un recorrido, esta optimización utiliza factores de ponderación para modular la influencia que tiene cada una de estas dos variables en el proceso de minimización. Aunque los factores de ponderación y la orografía de la carretera condicionan el nivel de ahorro de la optimización, los perfiles de velocidad óptima calculados logran ahorros de consumo respecto de un perfil de velocidad constante que obtiene el mismo tiempo de recorrido. Las simulaciones indican que el ahorro de combustible del vehículo convencional puede lograr hasta un 8.9% mientras que el ahorro de energía eléctrica del vehículo híbrido serie un 2.8%. El algoritmo fusiona la optimización en función de las condiciones del tráfico y la optimización en función de la orografía durante el cálculo en tiempo real del perfil óptimo de velocidad. La optimización conjunta se logra cuando el perfil de velocidad promedio resultante de la optimización en función de las condiciones de tráfico define los valores de los factores de ponderación de la optimización en función de la orografía. Aunque el nivel de ahorro de la optimización conjunta depende de las condiciones de tráfico, de la orografía, del tiempo de recorrido y de las características propias del vehículo, las simulaciones indican ahorros de consumo superiores al 6% en ambas clases de vehículo respecto a optimizaciones que no logran evitar retenciones de tráfico en la carretera. ABSTRACT Fuel consumption of cars is a feature that is continuously being improved due to the fuel price and an increasing environmental awareness. This doctoral dissertation describes an optimization algorithm to decrease the fuel consumption taking into account the technical specifications of the vehicle, the terrain profile of the road and the traffic conditions of the trip. The algorithm calculates the optimal speed profile that completes a trip having a specified travel time. This calculation considers the road slope and the expected traffic conditions during the trip. The optimization algorithm is also able to react to changing traffic conditions and tunes the optimal speed profile to reach the destination within the specified arrival time. The optimization is applied on a conventional vehicle and also on a Series Hybrid Electric vehicle (SHEV). The fuel consumption optimization algorithm uses data obtained from quasi-static simulations. The algorithm is based on Dynamic Programming and divides the fuel consumption optimization problem into two parts. The first part of the optimization process reduces the fuel consumption according to foreseeable traffic conditions. It calculates an average speed profile that tries to avoid, if possible, the traffic jams on the road. Traffic jams that delay drivers result in higher vehicle speed to make up for lost time. A higher speed of the vehicle within an already defined time scheme increases fuel consumption. The second part of the optimization process is in charge of calculating the optimal speed profile according to the road slope and the remaining travel time. The optimization tunes the fuel consumption and travel time relevancies by using two penalty factors. Although the optimization results depend on the road slope and the travel time, the optimal speed profile produces improvements of 8.9% on the fuel consumption of the conventional car and of 2.8% on the spent energy of the hybrid vehicle when compared with a constant speed profile. The two parts of the optimization process are combined during the Real-Time execution of the algorithm. The average speed profile calculated by the optimization according to the traffic conditions provides values for the two penalty factors utilized by the second part of the optimization process. Although the savings depend on the road slope, traffic conditions, vehicle features, and the remaining travel time, simulations show that this joint optimization process can improve the energy consumption of the two vehicles types by more than 6%.

Spontaneous heterosis in larval life-history traits of hemiclonal frog hybrids

European water frog hybrids Rana esculenta (Rana ridibunda × Rana lessonae) reproduce hemiclonally, transmitting only their ridibunda genome to gametes. We compared fitness-related larval life-history traits of natural R. esculenta from Poland with those of the two sympatric parental species and of newly generated F1 hybrids. Compared with either parental species, F1 hybrid offspring had higher survival, higher early growth rates, a more advanced developmental stage by day 49, and earlier metamorphosis, but similar mass at metamorphosis. R. esculenta from natural lineages had trait values intermediate between those of F1 offspring and of the two parental species. The data support earlier observations on natural R. esculenta that had faster larval growth, earlier metamorphosis, and higher resistance to hypoxic conditions compared with either parental species. Observing larval heterosis in F1 hybrids in survival, growth rate, and time to metamorphosis, however, at an even higher degree than in hybrids from natural lineages, demonstrates that heterosis is spontaneous and results from hybridity per se rather than from subsequent interclonal selection; in natural lineages the effects of hybridity and of clonal history are confounded. This is compelling evidence for spontaneous heterosis in hybrid clonals. Results on hemiclonal fish hybrids (Poeciliopsis) showed no spontaneous heterosis; thus, our frog data are not applicable to all hybrid clonals. Our data do show, however, that heterosis is an important potential source for the extensively observed ecological success of hybrid clonals. We suggest that heterosis and interclonal selection together shape fitness of natural R. esculenta lineages.

Integrated architecture for vision-based indoor localization and mapping of a quadrotor micro-air vehicle

Atualmente os sistemas de pilotagem autónoma de quadricópteros estão a ser desenvolvidos de forma a efetuarem navegação em espaços exteriores, onde o sinal de GPS pode ser utilizado para definir waypoints de navegação, modos de position e altitude hold, returning home, entre outros. Contudo, o problema de navegação autónoma em espaços fechados sem que se utilize um sistema de posicionamento global dentro de uma sala, subsiste como um problema desafiante e sem solução fechada. Grande parte das soluções são baseadas em sensores dispendiosos, como o LIDAR ou como sistemas de posicionamento externos (p.ex. Vicon, Optitrack). Algumas destas soluções reservam a capacidade de processamento de dados dos sensores e dos algoritmos mais exigentes para sistemas de computação exteriores ao veículo, o que também retira a componente de autonomia total que se pretende num veículo com estas características. O objetivo desta tese pretende, assim, a preparação de um sistema aéreo não-tripulado de pequeno porte, nomeadamente um quadricóptero, que integre diferentes módulos que lhe permitam simultânea localização e mapeamento em espaços interiores onde o sinal GPS ´e negado, utilizando, para tal, uma câmara RGB-D, em conjunto com outros sensores internos e externos do quadricóptero, integrados num sistema que processa o posicionamento baseado em visão e com o qual se pretende que efectue, num futuro próximo, planeamento de movimento para navegação. O resultado deste trabalho foi uma arquitetura integrada para análise de módulos de localização, mapeamento e navegação, baseada em hardware aberto e barato e frameworks state-of-the-art disponíveis em código aberto. Foi também possível testar parcialmente alguns módulos de localização, sob certas condições de ensaio e certos parâmetros dos algoritmos. A capacidade de mapeamento da framework também foi testada e aprovada. A framework obtida encontra-se pronta para navegação, necessitando apenas de alguns ajustes e testes.

Radical Language, Radical Identity: Korean Writers in Japanese Spaces and the Burden to "Represent"

Thesis (Ph.D.)--University of Washington, 2016-06

Genetic variation for carbon isotope discrimination in sunflower: Association with transpiration efficiency and evidence for cytoplasmic inheritance

Plants accumulate isotopes of carbon at different rates because of discrimination against C-13 relative to C-12. In plants that fix carbon by the C-3 pathway, the amount of discrimination correlates negatively with transpiration efficiency (TE) where TE is the amount of dry matter accumulated per unit water transpired. Therefore, carbon isotope discrimination (Delta) has become a useful tool for selecting genotypes with improved TE and performance in dry environments. Surveys of 161 sunflower (Helianthus spp.) genotypes of diverse origin revealed a large and unprecedented range of genetic variation for Delta (19.5-23.8parts per thousand). A strong negative genetic correlation (r(g)) between TE and Delta (r(g) = -0.87, P < 0.001) was observed in glasshouse studies. Gas exchange measurements of field grown plants indicated that Delta was strongly correlated with stomatal conductance to water vapor (g), (r(g) 0.64, P < 0.01), and the ratio of net assimilation rate (A) to g, (r(g) = 0.86, P < 0.001), an instantaneous measure of TE. Genotype CMSHA89MAX1 had the lowest TE (and highest Delta) of all genotypes tested in these studies and low yields in hybrid combination. Backcrossing studies showed that the TE of this genotype was due to an adverse effect of the MAX1 cytoplasm, which was inherited from the diploid perennial H. maximiliani Schrader. Overall, these studies suggested that there is an excellent opportunity for breeders to develop sunflower germplasm with improved TE. This can be achieved, in part, by avoiding cytoplasms such as the MAX1 cytoplasm.

Hybrid 'Sinta' papaya exhibits unique ACC synthase 1 cDNA isoforms

Five ripening-related ACC synthase cDNA isoforms were cloned from 80% ripe papaya cv. 'Sinta' by reverse transcription-PCR using gene-specific primers. Clone 2 had the longest transcript and contained all common exons and three alternative exons. Clones 3 and 4 contained common exons and one alternative exon each, while clone 1, the most common transcript, contained only the common exons. Clone 5 could be due to cloning artifacts and might not be a unique cDNA fragment. Thus, there are only four isoforms of ACC synthase mRNA. Southern blot analysis indicates that all five clones came from only one gene existing as a single copy in the 'Sinta' papaya genome. Multiple sequence alignment indicates that the four isoforms arise from a single gene, possibly through alternative splicing mechanisms. All the putative alternative exons were present at the 5'-end of the gene comprising the N-terminal region of the protein. 'Sinta' ACC synthase cDNAs were of the capacs 1 type and are most closely related to a 1.4 kb capacs 1-type DNA (AJ277160) from Eksotika papaya. No capacs 2-type cDNAs were cloned from 'Sinta' by RT-PCR. This is the first report of possible alternative splicing mechanism in ripening-related ACC synthase genes in hybrid papaya, possibly to modulate or fine-tune gene expression relevant to fruit ripening.

Effects of vehicle and region of application on absorption of hydrocortisone through canine skin

Objective-To determine the effects of various vehicles on the penetration and retention of hydrocortisone applied to canine skin. Sample Population-20 canine skin samples obtained from the thorax, neck, and groin regions of 5 Greyhounds. Procedure-Skin was harvested from dogs after euthanasia and stored at -20 degrees C until required. The skin was then defrosted and placed into diffusion cells, which were maintained at approximately 32 degrees C by a water bath. Saturated solutions of hydrocortisone that contained trace amounts of radiolabelled [C-14]-hydrocortisone in each vehicle (ie, PBS solution [PBSS] alone, 50% ethanol [EtOH] in PBSS [wt/wt], and 50% propylene glycol in PBSS [wt/wt]) were applied to the outer (stratum corneum) surface of each skin sample, and aliquots of receptor fluid were collected for 24 hours and analyzed for hydrocortisone. Results-The maximum flux of hydrocortisone was significantly higher for all sites when dissolved in a vehicle containing 50% EtOH, compared with PBSS alone or 50% propylene glycol, with differences more prominent in skin from the neck region. In contrast, higher residues of hydrocortisone were found remaining within the skin when PBSS alone was used as a vehicle, particularly in skin from the thorax and neck. Conclusions and Clinical Relevance-Penetration of topically applied hydrocortisone is enhanced when EtOH is used in vehicle formulation. Significant regional differences (ie, among the thorax, neck, and groin areas) are also found in the transdermal penetration and skin retention of hydrocortisone. Variability in clinical response to hydrocortisone can be expected in relation to formulation design and site of application.