Mechanical isolation of capuchin monkey (Cebus apella) preantral ovarian follicles

O presente trabalho objetivou adaptar um procedimento mecânico para o isolamento de folículos pré-antrais a partir de ovários de Cebus apella. Para isso, foi testado o efeito do intervalo de cortes seriados do tissue chopper sobre o número de folículos pré-antrais isolados a partir de ovários (n=6) de três fêmeas de C. apella, duas pré-púberes e uma adulta. Os ovários foram divididos em quatro partes iguais e fragmentados com auxílio de um tissue chopper, ajustado para a realização de secções seriadas a intervalos de 250, 500, 750 e 1000µm, respectivamente. Os folículos isolados foram contados em câmara de Neubauer e classificados em primordiais, primários e secundários. O número (média ± EP) de folículos pré-antrais isolados de 1/4 de ovário variou de 68.330+17.590, no intervalo de corte de 1.000µm, a 300.830+111.460, no intervalo de corte de 500µm, o de melhores resultados. O diâmetro médio dos folículos pré-antrais isolados variou de 11,6µm a 27, 8µm.

Internal Combustion Engine's Throttle Control as a Motivational Theme for Teaching Microprocessors Systems Lab Classes

The increased fuel economy and driveability of modern internal combustion engine vehicles (ICEVs) are the result of the application of advanced digital electronics to control the operation of the internal combustion engine (ICE). Microprocessors (and micro controllers) play a key role in the engine control, by precisely controlling the amount of both air and fuel admitted into the cylinders. Air intake is controlled by utilizing a throttle valve equipped with a motor and gear mechanism as actuator, and a sensor enabling the measurement of the angular position of the blades. This paperwork presents a lab setup that allows students to control the throttle position using a microcontroller that runs a program developed by them. A commercial throttle body has been employed, whereas a power amplifier and a microcontroller board have been hand assembled to complete the experimental setup. This setup, while based in a high-tech, microprocessor-based solution for a real-world, engine operation optimization problem, has the potential to engage students around a hands-on multidisciplinary lab activity and ignite their interest in learning fundamental and advanced topics of microprocessors systems.

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.

Linear and nonlinear pathways of spectral information transmission in the cochlear nucleus

At the level of the cochlear nucleus (CN), the auditory pathway divides into several parallel circuits, each of which provides a different representation of the acoustic signal. Here, the representation of the power spectrum of an acoustic signal is analyzed for two CN principal cells—chopper neurons of the ventral CN and type IV neurons of the dorsal CN. The analysis is based on a weighting function model that relates the discharge rate of a neuron to first- and second-order transformations of the power spectrum. In chopper neurons, the transformation of spectral level into rate is a linear (i.e., first-order) or nearly linear function. This transformation is a predominantly excitatory process involving multiple frequency components, centered in a narrow frequency range about best frequency, that usually are processed independently of each other. In contrast, type IV neurons encode spectral information linearly only near threshold. At higher stimulus levels, these neurons are strongly inhibited by spectral notches, a behavior that cannot be explained by level transformations of first- or second-order. Type IV weighting functions reveal complex excitatory and inhibitory interactions that involve frequency components spanning a wider range than that seen in choppers. These findings suggest that chopper and type IV neurons form parallel pathways of spectral information transmission that are governed by two different mechanisms. Although choppers use a predominantly linear mechanism to transmit tonotopic representations of spectra, type IV neurons use highly nonlinear processes to signal the presence of wide-band spectral features.

A series-dynamic-resistor-based converter protection scheme for doubly-fed induction generator during various fault conditions

This paper proposes a new converter protection method, primarily based on a series dynamic resistor (SDR) that avoids the doubly-fed induction generator (DFIG) control being disabled by crowbar protection during fault conditions. A combined converter protection scheme based on the proposed SDR and conventional crowbar is analyzed and discussed. The main protection advantages are due to the series topology when compared with crowbar and dc-chopper protection. Various fault overcurrent conditions (both symmetrical and asymmetrical) are analyzed and used to design the protection in detail, including the switching strategy and coordination with crowbar, and resistance value calculations. PSCAD/EMTDC simulation results show that the proposed method is advantageous for fault overcurrent protection, especially for asymmetrical faults, in which the traditional crowbar protection may malfunction.

Biodeterioration of harvested sugar cane in Jamaica

The microbiological, physical and chemical changes which occur instored, harvested sugarcane were studied in Jamaica and the United Kingdom.The degree of deterioration was proportional to time of storage, and wasrevealed by a statistically significant reduction in sucrose content.Other symptoms included a fall in pH, and increases in reducing sugars,dextran, viscosity, and microbial count. Cut cane was universally infectedwith Leuconostoc mesenteroides, which reached a maximum count of 107 to 108organisms per ml. juice within. 3 to 4 days of harvest. Counts of othermicroorganisms were generally insignificant, except for occasional lactobacilli.A new dextran-forming species was named Lactobacillus confusus.Microorganisms isolated from deteriorated cane were screened for theirability to cause deterioration of a sterile, synthetic cane juice. L. mesenteroides strains were the most deteriogenic, but attempts toreproduce the symptoms of "sour" cane by inoculation of this organism intocut cane were only partially successful. L. mesenteroides was present in the soil and the epiphytic flora of the stalk. The principal vector of infection appeared to be the cutters' machete, especially in wet weather. Cane harvested by a chopper machine deteriorated more rapidly than hand-cut whole-stalks. Economic losses due to deterioration of harvested cane were estimated to be 9.2% of the initial recoverable sugar for the 1969 crop at Frome Estate, Jamaica. Dextran content was a useful indicator of cane biodeterioration. The dextran content of mill juices was correlated with rainfall, and significant correlations were obtained between dextran content and viscosity of mill syrups and the amount of sugar lost in final molasses; it also caused the formation of elongated crystals. Attempts to control sour cane by chemical and physical methods were unsuccessful, and it was concluded that the only solution is to mill cane within 24 hours of harvest. A novel method for removal of dextran from mill juices by enzymic treatment with dextranase was developed and patented.

A coordinated control scheme for power demand changes in a PMSG based multi-terminal DC wind farm

Although maximum power point tracking (MPPT) is crucial in the design of a wind power generation system, the necessary control strategies should also be considered for conditions that require a power reduction, called de-loading in this paper. A coordinated control scheme for a proposed current source converter (CSC) based DC wind energy conversion system is presented in this paper. This scheme combines coordinated control of the pitch angle, a DC load dumping chopper and the DC/DC converter, to quickly achieve wind farm de-loading. MATLAB/Simulink simulations and experiments are used to validate the purpose and effectiveness of the control scheme, both at the same power level. © 2013 IEEE.