Parámetros productivos y digestivos de gazapos de engorde alimentados con dietas enriquecidas con aceite de salmón

El objetivo del presente trabajo ha sido determinar el efecto de la suplementación de ácidos grasos poliinsaturados n-3 sobre los parámetros productivos y digestivos en gazapos durante el período de cebo (30-60 días). Para ellos se formularon dos piensos que únicamente diferían en la fuente de grasa: manteca (grupo CON) o un producto comercial a base de aceite de salmón rico en ácidos grasos poliinsaturados n-3 (PUFA). En ambos casos, el nivel de inclusión de grasa fue de 7,5 g/kg de pienso. Cada uno de los piensos se administró a 12 camadas de gazapos de 8 animales cada una. En la mitad de las camadas de cada tratamiento se determinó semanalmente el consumo de pienso (CMD) y la ganancia de peso vivo (GMD) de los animales y al final de la prueba se sacrificaron 4 animales de cada camada. En la otra mitad de las camadas, se sacrificaron 2 gazapos de cada una de los 30 (destete), 45 y 60 días de vida para analizar los parámetros de fermentación cecal y la morfología ileal. No se encontraron diferencias (P>0,05) entre tratamientos en el CMD, GMD, índice de conversión del alimento, peso al sacrificio, pero de la canal, pH y concentración de NH3-N en el contenido cecal, ni en la morfología ileal (longitud de vellosidades y profundidad de criptas). Los gazapos suplementados con PUFA presentaron mayores (P<0,001) concentraciones de ácidos grasos volátiles en el ciego a los 30 y 45 días de edad que los gazapos control y se observó una tendencia (P=0,062) a este efecto a los 60 días de edad. En conclusión, la sustitución del manteca por PUFA en la dieta no afectó al rendimiento productivo de los gazapos, pero incrementó la fermentación de la digesta en el ciego.

Effects of fiber inclusion on growth performance and nutrient digestibility of piglets reared under optimal or poor hygienic conditions

Two experiments were conducted to estimate the standardized ileal digestible (SID) Trp:Lys ratio requirement for growth performance of nursery pigs. Experimental diets were formulated to ensure that lysine was the second limiting AA throughout the experiments. In Exp. 1 (6 to 10 kg BW), 255 nursery pigs (PIC 327 × 1050, initially 6.3 ± 0.15 kg, mean ± SD) arranged in pens of 6 or 7 pigs were blocked by pen weight and assigned to experimental diets (7 pens/diet) consisting of SID Trp:Lys ratios of 14.7%, 16.5%, 18.4%, 20.3%, 22.1%, and 24.0% for 14 d with 1.30% SID Lys. In Exp. 2 (11 to 20 kg BW), 1,088 pigs (PIC 337 × 1050, initially 11.2 kg ± 1.35 BW, mean ± SD) arranged in pens of 24 to 27 pigs were blocked by average pig weight and assigned to experimental diets (6 pens/diet) consisting of SID Trp:Lys ratios of 14.5%, 16.5%, 18.0%, 19.5%, 21.0%, 22.5%, and 24.5% for 21 d with 30% dried distillers grains with solubles and 0.97% SID Lys. Each experiment was analyzed using general linear mixed models with heterogeneous residual variances. Competing heteroskedastic models included broken-line linear (BLL), broken-line quadratic (BLQ), and quadratic polynomial (QP). For each response, the best-fitting model was selected using Bayesian information criterion. In Exp. 1 (6 to 10 kg BW), increasing SID Trp:Lys ratio linearly increased (P < 0.05) ADG and G:F. For ADG, the best-fitting model was a QP in which the maximum ADG was estimated at 23.9% (95% confidence interval [CI]: [<14.7%, >24.0%]) SID Trp:Lys ratio. For G:F, the best-fitting model was a BLL in which the maximum G:F was estimated at 20.4% (95% CI: [14.3%, 26.5%]) SID Trp:Lys. In Exp. 2 (11 to 20 kg BW), increasing SID Trp:Lys ratio increased (P < 0.05) ADG and G:F in a quadratic manner. For ADG, the best-fitting model was a QP in which the maximum ADG was estimated at 21.2% (95% CI: [20.5%, 21.9%]) SID Trp:Lys. For G:F, BLL and BLQ models had comparable fit and estimated SID Trp:Lys requirements at 16.6% (95% CI: [16.0%, 17.3%]) and 17.1% (95% CI: [16.6%, 17.7%]), respectively. In conclusion, the estimated SID Trp:Lys requirement in Exp. 1 ranged from 20.4% for maximum G:F to 23.9% for maximum ADG, whereas in Exp. 2 it ranged from 16.6% for maximum G:F to 21.2% for maximum ADG. These results suggest that standard NRC (2012) recommendations may underestimate the SID Trp:Lys requirement for nursery pigs from 11 to 20 kg BW.

Papyrus, EATOP, and MetaEdit+: a comparison between the EAST-ADL modeling tools

Several Architecture Description Languages (ADLs) are emerging as models to describe and represent system architectures. Among others, EAST-ADL language is highlighted. It represents an abstraction of embedded software systems for automobiles. Given the need to implement the EAST-ADL language, there are many modeling tools to perform this task. The scope of this thesis is a detailed comparison of three EAST-ADL editors: Papyrus, EATOP and MetaEdit +, providing a conceptual framework, describing the comparison criteria, and finally exemplifying thanks to the Brake-By-Wire use case which has been provided, and whose development is not the subject of this project. The motivation for developing this project is to provide comparison guide between these three modeling tools to facilitate developers choice when deciding the tool in which develop their work. RESUMEN. Diversos Lenguajes de Descripción de Arquitecturas (ADLs) están surgiendo como modelos para describir y representar arquitecturas de sistemas. Entre ellos es destacado el lenguaje EAST-ADL, que representa una abstracción de los sistemas de software embebido para automóviles. Ante la necesidad de implementar el lenguaje EAST-ADL, han surgido diversas herramientas de modelado que llevan a cabo esta tarea. El alcance de este proyecto consiste en una comparación detallada de tres editores EAST-ADL: Papyrus, EATOP y MetaEdit+, proporcionando un marco conceptual, describiendo los criterios de comparación y finalmente ejemplificando con el caso de uso Brake-By-Wire que nos ha sido proporcionado, y cuyo desarrollo no es sujeto de este proyecto. La motivación para desarrollar este proyecto parte de proporcionar al usuario una guía comparativa de estas tres herramientas de modelado para facilitar su elección a la hora de desarrollar su trabajo.

Análisis paramétrico determinista y aleatorio de problemas dinámicos en estructuras aeroespaciales

Los fenómenos dinámicos pueden poner en peligro la integridad de estructuras aeroespaciales y los ingenieros han desarrollado diferentes estrategias para analizarlos. Uno de los grandes problemas que se plantean en la ingeniería es cómo atacar un problema dinámico estructural. En la presente tesis se plantean distintos fenómenos dinámicos y se proponen métodos para estimar o simular sus comportamientos mediante un análisis paramétrico determinista y aleatorio del problema. Se han propuesto desde problemas sencillos con pocos grados de libertad que sirven para analizar las diferentes estrategias y herramientas a utilizar, hasta fenómenos muy dinámicos que contienen comportamientos no lineales, daños y fallos. Los primeros ejemplos de investigación planteados cubren una amplia gama de los fenómenos dinámicos, como el análisis de vibraciones de elementos másicos, incluyendo impactos y contactos, y el análisis de una viga con carga armónica aplicada a la que también se le añaden parámetros aleatorios que pueden responder a un desconocimiento o incertidumbre de los mismos. Durante el desarrollo de la tesis se introducen conceptos y se aplican distintos métodos, como el método de elementos finitos (FEM) en el que se analiza su resolución tanto por esquemas implícitos como explícitos, y métodos de análisis paramétricos y estadísticos mediante la técnica de Monte Carlo. Más adelante, una vez ya planteadas las herramientas y estrategias de análisis, se estudian fenómenos más complejos, como el impacto a baja velocidad en materiales compuestos, en el que se busca evaluar la resistencia residual y, por lo tanto, la tolerancia al daño de la estructura. Se trata de un suceso que puede producirse por la caída de herramienta, granizo o restos en la pista de aterrizaje. Otro de los fenómenos analizados también se da en un aeropuerto y se trata de la colisión con un dispositivo frangible, el cual tiene que romperse bajo ciertas cargas y, sin embargo, soportar otras. Finalmente, se aplica toda la metodología planteada en simular y analizar un posible incidente en vuelo, el fenómeno de la pérdida de pala de un turbohélice. Se trata de un suceso muy particular en el que la estructura tiene que soportar unas cargas complejas y excepcionales con las que la aeronave debe ser capaz de completar con éxito el vuelo. El análisis incluye comportamientos no lineales, daños, y varios tipos de fallos, y en el que se trata de identificar los parámetros clave en la secuencia del fallo. El suceso se analiza mediante análisis estructurales deterministas más habituales y también mediante otras técnicas como el método de Monte Carlo con el que se logran estudiar distintas incertidumbres en los parámetros con variables aleatorias. Se estudian, entre otros, el tamaño de pala perdida, la velocidad y el momento en el que se produce la rotura, y la rigidez y resistencia de los apoyos del motor. Se tiene en cuenta incluso el amortiguamiento estructural del sistema. Las distintas estrategias de análisis permiten obtener unos resultados valiosos e interesantes que han sido objeto de distintas publicaciones. ABSTRACT Dynamic phenomena can endanger the integrity of aerospace structures and, consequently, engineers have developed different strategies to analyze them. One of the major engineering problems is how to deal with the structural dynamics. In this thesis, different dynamic phenomena are introduced and several methods are proposed to estimate or simulate their behaviors. The analysis is considered through parametric, deterministic and statistical methods. The suggested issues are from simple problems with few degrees of freedom, in order to develop different strategies and tools to solve them, to very dynamic phenomena containing nonlinear behaviors failures, damages. The first examples cover a wide variety of dynamic phenomena such as vibration analysis of mass elements, including impacts and contacts, and beam analysis with harmonic load applied, in which random parameters are included. These parameters can represent the unawareness or uncertainty of certain variables. During the development of the thesis several concepts are introduced and different methods are applied, such as the finite element method (FEM), which is solved through implicit and explicit schemes, and parametrical and statistical methods using the Monte Carlo analysis technique. Next, once the tools and strategies of analysis are set out more complex phenomena are studied. This is the case of a low-speed impact in composite materials, the residual strength of the structure is evaluated, and therefore, its damage tolerance. This incident may occur from a tool dropped, hail or debris throw on the runway. At an airport may also occur, and it is also analyzed, a collision between an airplane and a frangible device. The devise must brake under these loads, however, it must withstand others. Finally, all the considered methodology is applied to simulate and analyze a flight incident, the blade loss phenomenon of a turboprop. In this particular event the structure must support complex and exceptional loads and the aircraft must be able to successfully complete the flight. Nonlinear behavior, damage, and different types of failures are included in the analysis, in which the key parameters in the failure sequence are identified. The incident is analyzed by deterministic structural analysis and also by other techniques such as Monte Carlo method, in which it is possible to include different parametric uncertainties through random variables. Some of the evaluated parameters are, among others, the blade loss size, propeller rotational frequency, speed and angular position where the blade is lost, and the stiffness and strength of the engine mounts. The study does also research on the structural damping of the system. The different strategies of analysis obtain valuable and interesting results that have been already published.

Co-simulation Methodologies for Hybrid and Electric Vehicle Dynamics

In recent decades, full electric and hybrid electric vehicles have emerged as an alternative to conventional cars due to a range of factors, including environmental and economic aspects. These vehicles are the result of considerable efforts to seek ways of reducing the use of fossil fuel for vehicle propulsion. Sophisticated technologies such as hybrid and electric powertrains require careful study and optimization. Mathematical models play a key role at this point. Currently, many advanced mathematical analysis tools, as well as computer applications have been built for vehicle simulation purposes. Given the great interest of hybrid and electric powertrains, along with the increasing importance of reliable computer-based models, the author decided to integrate both aspects in the research purpose of this work. Furthermore, this is one of the first final degree projects held at the ETSII (Higher Technical School of Industrial Engineers) that covers the study of hybrid and electric propulsion systems. The present project is based on MBS3D 2.0, a specialized software for the dynamic simulation of multibody systems developed at the UPM Institute of Automobile Research (INSIA). Automobiles are a clear example of complex multibody systems, which are present in nearly every field of engineering. The work presented here benefits from the availability of MBS3D software. This program has proven to be a very efficient tool, with a highly developed underlying mathematical formulation. On this basis, the focus of this project is the extension of MBS3D features in order to be able to perform dynamic simulations of hybrid and electric vehicle models. This requires the joint simulation of the mechanical model of the vehicle, together with the model of the hybrid or electric powertrain. These sub-models belong to completely different physical domains. In fact the powertrain consists of energy storage systems, electrical machines and power electronics, connected to purely mechanical components (wheels, suspension, transmission, clutch…). The challenge today is to create a global vehicle model that is valid for computer simulation. Therefore, the main goal of this project is to apply co-simulation methodologies to a comprehensive model of an electric vehicle, where sub-models from different areas of engineering are coupled. The created electric vehicle (EV) model consists of a separately excited DC electric motor, a Li-ion battery pack, a DC/DC chopper converter and a multibody vehicle model. Co-simulation techniques allow car designers to simulate complex vehicle architectures and behaviors, which are usually difficult to implement in a real environment due to safety and/or economic reasons. In addition, multi-domain computational models help to detect the effects of different driving patterns and parameters and improve the models in a fast and effective way. Automotive designers can greatly benefit from a multidisciplinary approach of new hybrid and electric vehicles. In this case, the global electric vehicle model includes an electrical subsystem and a mechanical subsystem. The electrical subsystem consists of three basic components: electric motor, battery pack and power converter. A modular representation is used for building the dynamic model of the vehicle drivetrain. This means that every component of the drivetrain (submodule) is modeled separately and has its own general dynamic model, with clearly defined inputs and outputs. Then, all the particular submodules are assembled according to the drivetrain configuration and, in this way, the power flow across the components is completely determined. Dynamic models of electrical components are often based on equivalent circuits, where Kirchhoff’s voltage and current laws are applied to draw the algebraic and differential equations. Here, Randles circuit is used for dynamic modeling of the battery and the electric motor is modeled through the analysis of the equivalent circuit of a separately excited DC motor, where the power converter is included. The mechanical subsystem is defined by MBS3D equations. These equations consider the position, velocity and acceleration of all the bodies comprising the vehicle multibody system. MBS3D 2.0 is entirely written in MATLAB and the structure of the program has been thoroughly studied and understood by the author. MBS3D software is adapted according to the requirements of the applied co-simulation method. Some of the core functions are modified, such as integrator and graphics, and several auxiliary functions are added in order to compute the mathematical model of the electrical components. By coupling and co-simulating both subsystems, it is possible to evaluate the dynamic interaction among all the components of the drivetrain. ‘Tight-coupling’ method is used to cosimulate the sub-models. This approach integrates all subsystems simultaneously and the results of the integration are exchanged by function-call. This means that the integration is done jointly for the mechanical and the electrical subsystem, under a single integrator and then, the speed of integration is determined by the slower subsystem. Simulations are then used to show the performance of the developed EV model. However, this project focuses more on the validation of the computational and mathematical tool for electric and hybrid vehicle simulation. For this purpose, a detailed study and comparison of different integrators within the MATLAB environment is done. Consequently, the main efforts are directed towards the implementation of co-simulation techniques in MBS3D software. In this regard, it is not intended to create an extremely precise EV model in terms of real vehicle performance, although an acceptable level of accuracy is achieved. The gap between the EV model and the real system is filled, in a way, by introducing the gas and brake pedals input, which reflects the actual driver behavior. This input is included directly in the differential equations of the model, and determines the amount of current provided to the electric motor. For a separately excited DC motor, the rotor current is proportional to the traction torque delivered to the car wheels. Therefore, as it occurs in the case of real vehicle models, the propulsion torque in the mathematical model is controlled through acceleration and brake pedal commands. The designed transmission system also includes a reduction gear that adapts the torque coming for the motor drive and transfers it. The main contribution of this project is, therefore, the implementation of a new calculation path for the wheel torques, based on performance characteristics and outputs of the electric powertrain model. Originally, the wheel traction and braking torques were input to MBS3D through a vector directly computed by the user in a MATLAB script. Now, they are calculated as a function of the motor current which, in turn, depends on the current provided by the battery pack across the DC/DC chopper converter. The motor and battery currents and voltages are the solutions of the electrical ODE (Ordinary Differential Equation) system coupled to the multibody system. Simultaneously, the outputs of MBS3D model are the position, velocity and acceleration of the vehicle at all times. The motor shaft speed is computed from the output vehicle speed considering the wheel radius, the gear reduction ratio and the transmission efficiency. This motor shaft speed, somehow available from MBS3D model, is then introduced in the differential equations corresponding to the electrical subsystem. In this way, MBS3D and the electrical powertrain model are interconnected and both subsystems exchange values resulting as expected with tight-coupling approach.When programming mathematical models of complex systems, code optimization is a key step in the process. A way to improve the overall performance of the integration, making use of C/C++ as an alternative programming language, is described and implemented. Although this entails a higher computational burden, it leads to important advantages regarding cosimulation speed and stability. In order to do this, it is necessary to integrate MATLAB with another integrated development environment (IDE), where C/C++ code can be generated and executed. In this project, C/C++ files are programmed in Microsoft Visual Studio and the interface between both IDEs is created by building C/C++ MEX file functions. These programs contain functions or subroutines that can be dynamically linked and executed from MATLAB. This process achieves reductions in simulation time up to two orders of magnitude. The tests performed with different integrators, also reveal the stiff character of the differential equations corresponding to the electrical subsystem, and allow the improvement of the cosimulation process. When varying the parameters of the integration and/or the initial conditions of the problem, the solutions of the system of equations show better dynamic response and stability, depending on the integrator used. Several integrators, with variable and non-variable step-size, and for stiff and non-stiff problems are applied to the coupled ODE system. Then, the results are analyzed, compared and discussed. From all the above, the project can be divided into four main parts: 1. Creation of the equation-based electric vehicle model; 2. Programming, simulation and adjustment of the electric vehicle model; 3. Application of co-simulation methodologies to MBS3D and the electric powertrain subsystem; and 4. Code optimization and study of different integrators. Additionally, in order to deeply understand the context of the project, the first chapters include an introduction to basic vehicle dynamics, current classification of hybrid and electric vehicles and an explanation of the involved technologies such as brake energy regeneration, electric and non-electric propulsion systems for EVs and HEVs (hybrid electric vehicles) and their control strategies. Later, the problem of dynamic modeling of hybrid and electric vehicles is discussed. The integrated development environment and the simulation tool are also briefly described. The core chapters include an explanation of the major co-simulation methodologies and how they have been programmed and applied to the electric powertrain model together with the multibody system dynamic model. Finally, the last chapters summarize the main results and conclusions of the project and propose further research topics. In conclusion, co-simulation methodologies are applicable within the integrated development environments MATLAB and Visual Studio, and the simulation tool MBS3D 2.0, where equation-based models of multidisciplinary subsystems, consisting of mechanical and electrical components, are coupled and integrated in a very efficient way.

Effect of type of fiber, site of fermentation, and method of analysis on digestibility of soluble and insoluble fiber in rabbits

The effect of type of fiber, site of fermetation, method for quantifying insoluble and soluble dietary fiber, and their correction for intestinal mucin on fiber digestibility were examined in rabbits. Three diets differing in soluble fiber were formulated (8.5% soluble fiber, on DM basis, in the low soluble fiber [LSF] diet; 10.2% in the medium soluble fiber [MSF] diet; and 14.5% in the high soluble fiber [HSF] diet). They were obtained by replacing half of the dehydrated alfalfa in the MSF diet with a mixture of beet and apple pulp (HSF diet) or with a mix of oat hulls and soybean protein (LSF diet). Thirty rabbits with ileal T-cannulas were used to determine ileal and fecal digestibility. Cecal digestibility was determined by difference between fecal and ileal digestibility. Insoluble fiber was measured as NDF, insoluble dietary fiber (IDF), and in vitro insoluble fiber, whereas soluble fiber was calculated as the difference between total dietary fiber (TDF) and NDF (TDF_NDF), IDF (TDF-IDF), and in vitro insoluble fiber (TDF-in vitro insoluble fiber). The intestinal mucin content was used to correct the TDF and soluble fiber digestibility. Ileal and fecal concentration of mucin increased from the LSF to the HSF diet group (P < 0.01). Once corrected for intestinal mucin, ileal and fecal digestibility of TDF and soluble fiber increased whereas cecal digestibility decreased (P < 0.01). Ileal digestibility of TDF increased from the LSF to the HSF diet group (12.0 vs. 28.1%; P < 0.01), with no difference in the cecum (26.4%), resulting in a higher fecal digestibility from the LSF to the HSF diet group (P < 0.01). Ileal digestibility of insoluble fiber increased from the LSF to the HSF diet group (11.3 vs. 21.0%; P < 0.01), with no difference in the cecum (13.9%) and no effect of fiber method, resulting in a higher fecal digestibility for rabbits fed the HSF diet compared with the MSF and LSF diets groups (P < 0.01).Fecal digestibility of NDF was higher compared with IDF or in vitro insoluble fiber (P < 0.01). Ileal soluble fiber digestibility was higher for the HSF than for the LSF diet group (43.6 vs. 14.5%; P < 0.01) and fiber method did not affect it. Cecal soluble fiber digestibility decreased from the LSF to the HSF diet group (72.1 vs. 49.2%; P < 0.05). The lowest cecal and fecal soluble fiber digestibility was measured using TDF-NDF (P < 0.01). In conclusion, a correction for intestinal mucin is necessary for ileal TDF and soluble fiber digestibility whereas the selection of the fiber method has a minor relevance. The inclusion of sugar beet and apple pulp increased the amount of TDF fermented in the small intestine.

Fermentación in vitro de pepsina/pancreatina con inóculos de conejos

The in vitro gas production of pepsin/pancreatin used in the determination of in vitro digestibility was evaluated using different inocula from rabbits (ileal, caecal and soft faeces from rabbits). In experiment 1 were used 3 different ileal and caecal inocula obtained each one from the combination of the digesta of 3 different 70 d old rabbits.

Estudio de la cinetica de producción de gas de la pulpa de remolacha con inóculos ileales y cecales de conejos: comparación de modelos

Sugar beet pulp was digested in vitro using protease and pancreatin and the final residue (with no filtering) was fermented in vitro using three different ileal and caecal inocula (each one combining the digesta of three 70 d ols rabbits), respectively. In vitro gas production was measured and modeled using single and dual pool models (logistic and Groot model).

NA PALMA DA MÃO: A difusão de celulares e smartphones e possibilidades para o ensino-aprendizagem no Brasil

A pesquisa considera a difusão de celulares e smartphones e as consequências deste fato em possibilidades para o ensino-aprendizagem. Aparatos de comunicação sempre estiveram ligados ao processo de ensino-aprendizagem. Entretanto, com o desenvolvimento mais intenso, nas últimas décadas, das Tecnologias de Informação e Comunicação (TIC), essa relação vem ganhando novos contornos. Surge a Internet, a evolução das máquinas computacionais e, recentemente, a explosão dos dispositivos móveis, fornecendo novos produtos e serviços convergentes. Nesse contexto, celulares e smartphones tem sido utilizados e recomendados para apoio e complemento do processo de ensino-aprendizagem: a chamada Aprendizagem Móvel. Esse ramo cresce devido à rápida expansão e barateamento dessas tecnologias na sociedade. Para verificar cientificamente essa relação foi realizada uma pesquisa de natureza qualitativa, do tipo exploratória, com dois projetos de Aprendizagem Móvel em andamento no Brasil, o Palma – Programa de Alfabetização na Língua Materna e o Escola Com Celular – ECC. Assim, a partir dos dados provenientes da pesquisa, identificamos alguns aspectos relacionados ao uso de celulares e smartphones para o processo de ensino-aprendizagem que contribuem na compreensão desse campo ainda em construção no Brasil. O uso desses dispositivos como suporte para processos de ensino-aprendizagem nos projetos estudados é delineado pelos aspectos tecnologia, dispositivo, público e contexto e novas tecnologias e Aprendizagem Móvel. O aspecto dispositivo desdobra-se em dimensões como disseminação, multifuncionalidade e acessibilidade que embasam os projetos, ainda favorece características apontadas como importantes para o processo de ensino-aprendizagem na atualidade, como mobilidade e portabilidade. Os projetos pesquisados demonstram potencial e metodologia adequada aos contextos para os quais foram criados e aplicados. Entretanto, a pesquisa indicou que ao mesmo tempo em que celulares e smartphones representam o ápice da convergência tecnológica e são considerados extremamente populares e acessíveis na sociedade contemporânea, com possibilidades concretas como nos projetos estudados, não conseguiram conquistar uma posição sólida como suporte para o ensino-aprendizagem. Tal indicação se deve, de acordo com o corpus, à carência de alguns fatores, como: fomento, as práticas se mostram extremamente dependentes da iniciativa pública ou privada para sua extensão e continuidade; sensibilização para o uso de tecnologias disponíveis, não consideram o aparelho dos próprios alunos e um planejamento que inclua, capacite e incentive o uso desses dispositivos. Além disso, a pesquisa também destaca a necessidade de uma visão crítica do uso e papel da tecnologia nesses processos.

O BOCA A BOCA ON-LINE: AS IMPLICAÇÕES DA VOZ DO CONSUMIDOR NA COMUNICAÇÃO DE MERCADO

O consumidor contemporâneo, inserido em um novo ambiente de comunicação, potencializa suas expressões, capaz de avaliar uma marca ou produto e transmitir sua opinião pelas redes sociais, ou seja, o consumidor expressa suas opiniões e desejos dialogando com seus pares de forma espontânea nas redes sociais on-line. É neste ambiente de participação e interação (ciberespaço) que está nosso objeto de estudo, o boca a boca on-line – a voz do consumidor contemporâneo, também conhecido como uma manifestação informativa pessoal ou uma conversa, a opinion sharing. Proporcionado pelos consumidores nas redes sociais on-line, o boca a boca se fortalece em função das possibilidades de interação, característica da sociedade em rede. Nesse cenário, oobjetivo desta pesquisa é caracterizar o boca a boca on-line como um novo fluxo comunicacional entre consumidores, hoje potencializado pelas novas tecnologias da comunicação, capazes de alterar a percepção da marca e demonstrar o uso, pelas marcas, das redes sociais on-line ainda como um ambiente de comunicação unidirecional. Mediante três casos selecionados por conveniência (dois casos nacionais e um internacional), o corpus de análise de nossa pesquisa se limitou aos 5.084 comentários disponibilizados após publicação de matérias jornalísticas no Portal G1 e nas fanpages (Facebook), ambos relativos aos casos selecionados. Com a Análise de Conteúdo dos posts, identificamos e categorizamos a fala do consumidor contemporâneo, sendo assim possível comprovar que as organizações/marcas se valem da cultura do massivo, não dialogando com seus consumidores, pois utilizam as redes sociais on-line ainda de forma unidirecional, além de não darem a devida atenção ao atual fluxo onde se evidencia a opinião compartilhada dos consumidores da sociedade em rede.

MÍDIAS SOCIAIS DIGITAIS: ESPAÇO DE RELACIONAMENTO E COMUNICAÇÃO ESTRATÉGICA

O trabalho tem como proposta avaliar a postura das organizações nas mídias sociais digitais, considerando o fato de que esses novos ambientes virtuais têm modificado drasticamente a maneira pela qual elas promovem o relacionamento com seus públicos estratégicos. O objetivo principal da pesquisa é identificar e compreender como as organizações se posicionam diante de comentários desfavoráveis nas mídias sociais digitais que possam impactar sua imagem e reputação, bem como mostrar a importância de monitorar constantemente o consumidor e dialogar com ele nos canais digitais para evitar riscos à marca. A metodologia aplicada denomina-se Estudo de Casos Múltiplos, por meio da qual analisaram-se os comentários desfavoráveis às marcas: Vivo, Tim e Oi, na página do Facebook, durante o mês de setembro de 2015. Construiu-se um protocolo de pesquisa, e realizou-se o acompanhamento dessas marcas analisando-lhes os posts e os comentários desfavoráveis coletados no período. Constatou-se, após tais procedimentos que as operadoras apresentam frequentemente dificuldades para se relacionar com os públicos nas mídias sociais digitais, o que as coloca em risco quanto à sua imagem e reputação.

Epithelial antibiotic induced in states of disease

Epithelial defensins provide an active defense against the external microbial environment. We investigated the distribution and expression of this class of antimicrobial peptides in normal cattle and in animals in varying states of disease. β-defensin mRNA was found to be widely expressed in numerous exposed epithelia but was found at higher levels in tissues that are constantly exposed to and colonized by microorganisms. We observed induction in ileal mucosa during chronic infection with Mycobacterium paratuberculosis and in bronchial epithelium after acute infection with Pasteurella haemolytica. It has been proposed that expression of antimicrobial peptides is an integral component of the inflammatory response. The results reported here support this hypothesis and suggest that epithelial defensins provide a rapidly mobilized local defense against infectious organisms.

Cattle lack vascular receptors for Escherichia coli O157:H7 Shiga toxins

Escherichia coli O157:H7 causes Shiga toxin (Stx)-mediated vascular damage, resulting in hemorrhagic colitis and the hemolytic uremic syndrome in humans. These infections are often foodborne, and healthy carrier cattle are a major reservoir of E. coli O157:H7. We were interested in knowing why cattle are tolerant to infection with E. coli O157:H7. Cattle tissues were examined for the Stx receptor globotriaosylceramide (Gb3), for receptivity to Stx binding in vitro, and for susceptibility to the enterotoxic effects of Stx in vivo. TLC was used to detect Gb3 in tissues from a newborn calf. Gb3 was detected by TLC in kidney and brain, but not in the gastrointestinal tract. Immunohistochemistry was used to define binding of Stx1 and Stx2 overlaid onto sections from cattle tissues. Stx1 and Stx2 bound to selected tubules in the cortex of the kidney of both newborn calves (n = 3) and adult cattle (n = 3). Stx did not bind to blood vessels in any of the six gastrointestinal and five extraintestinal organs examined. The lack of Gb3 and of Stx receptivity in the gastrointestinal tract raised questions about the toxicity of Stx in bovine intestine. We found that neither viable E. coli O157:H7 nor Stx-containing bacterial extracts were enterotoxic (caused fluid accumulation) in ligated ileal loops in newborn calves. The lack of vascular receptors for Stx provides insight into why cattle are tolerant reservoir hosts for E. coli O157:H7.

T cell activation up-regulates cyclic nucleotide phosphodiesterases 8A1 and 7A3

Agents that increase intracellular cAMP inhibit the activation and function of T cells and can lead to cell death. Recently, it has been postulated that cAMP inhibits T cell function in large part by acting as a brake on the T cell receptor and costimulatory receptor pathways. Therefore, for full activation of the T cell to occur, this inhibitory influence must be removed. One likely mechanism for accomplishing this is by up-regulation and/or activation of specific cyclic nucleotide phosphodiesterases (PDEs), and such a mechanism for one phosphodiesterase, PDE7A1, has been reported. In this paper, we extend this mechanism to another isozyme variant of the same PDE family, PDE7A3. We also report the full-length sequence of human PDE8A1 and show that it also is induced in response to a combination of T cell receptor and costimulatory receptor pathway activation. However, the time course for induction of PDE8A1 is slower than that of PDE7A1. The basal level measured and, therefore, the apparent fold induction of PDE7A1 mRNA and protein depend in large part on the method of isolation of the T cells. On the other hand, regardless of the isolation method, the basal levels of PDE7A3 and PDE8A1 are very low and fold activation is much higher. Constitutively expressed PDE8A1 and PDE7A3 also have been isolated from a human T cell line, Hut78.

Tracking the estrogen receptor in neurons: Implications for estrogen-induced synapse formation

Estrogens (E) and progestins regulate synaptogenesis in the CA1 region of the dorsal hippocampus during the estrous cycle of the female rat, and the functional consequences include changes in neurotransmission and memory. Synapse formation has been demonstrated by using the Golgi technique, dye filling of cells, electron microscopy, and radioimmunocytochemistry. N-methyl-d-aspartate (NMDA) receptor activation is required, and inhibitory interneurons play a pivotal role as they express nuclear estrogen receptor alpha (ERα) and show E-induced decreases of GABAergic activity. Although global decreases in inhibitory tone may be important, a more local role for E in CA1 neurons seems likely. The rat hippocampus expresses both ERα and ERβ mRNA. At the light microscopic level, autoradiography shows cell nuclear [3H]estrogen and [125I]estrogen uptake according to a distribution that primarily reflects the localization of ERα-immunoreactive interneurons in the hippocampus. However, recent ultrastructural studies have revealed extranuclear ERα immunoreactivity (IR) within select dendritic spines on hippocampal principal cells, axon terminals, and glial processes, localizations that would not be detectable by using standard light microscopic methods. Based on recent studies showing that both types of ER are expressed in a form that activates second messenger systems, these findings support a testable model in which local, non-genomic regulation by estrogen participates along with genomic actions of estrogens in the regulation of synapse formation.