Assento adaptável para pessoas com paralisia cerebral e seqüela de escoliose: aplicando ergonomia por meio do design - num estudo de caso

Coordenação de Aperfeiçoamento de Pessoal de Nível Superior (CAPES)

Adaptable Strut-and-Tie Model for Design and Verification of Four-Pile Caps

A large percentage of pile caps support only one column, and the pile caps in turn are supported by only a few piles. These are typically short and deep members with overall span-depth ratios of less than 1.5. Codes of practice do not provide uniform treatment for the design of these types of pile caps. These members have traditionally been designed as beams spanning between piles with the depth selected to avoid shear failures and the amount of longitudinal reinforcement selected to provide sufficient flexural capacity as calculated by the engineering beam theory. More recently, the strut-and-tie method has been used for the design of pile caps (disturbed or D-region) in which the load path is envisaged to be a three-dimensional truss, with compressive forces being supported by concrete compressive struts between the column and piles and tensile forces being carried by reinforcing steel located between piles. Both of these models have not provided uniform factors of safety against failure or been able to predict whether failure will occur by flexure (ductile mode) or shear (fragile mode). In this paper, an analytical model based on the strut-and-tie approach is presented. The proposed model has been calibrated using an extensive experimental database of pile caps subjected to compression and evaluated analytically for more complex loading conditions. It has been proven to be applicable across a broad range of test data and can predict the failures modes, cracking, yielding, and failure loads of four-pile caps with reasonable accuracy.

Adaptable control for electrical generation at irregural wind speeds

The main aims of this work are the development and the validation of one generic algorithm to provide the optimal control of small power wind generators. That means up to 40 kW and blades with fixed pitch angle. This algorithm allows the development of controllers to fetch the wind generators at the desired operational point in variable operating conditions. The problems posed by the variable wind intensity are solved using the proposed algorithm. This is done with no explicit measure of the wind velocity, and so no special equipment or anemometer is required to compute or measure the wind velocity.

Building adaptable, QoS-aware dependable embedded systems

Most of today’s embedded systems are required to work in dynamic environments, where the characteristics of the computational load cannot always be predicted in advance. Furthermore, resource needs are usually data dependent and vary over time. Resource constrained devices may need to cooperate with neighbour nodes in order to fulfil those requirements and handle stringent non-functional constraints. This paper describes a framework that facilitates the distribution of resource intensive services across a community of nodes, forming temporary coalitions for a cooperative QoSaware execution. The increasing need to tailor provided service to each application’s specific needs determines the dynamic selection of peers to form such a coalition. The system is able to react to load variations, degrading its performance in a controlled fashion if needed. Isolation between different services is achieved by guaranteeing a minimal service quality to accepted services and by an efficient overload control that considers the challenges and opportunities of dynamic distributed embedded systems.

Seat in China

Currently, China has the biggest automobile industry in the world. China’s economic situation helped the automobile market, as the internal demand of passenger cars increased substantially in the last years. Chinese automobile industry’s astonishing expansion over the past years has attracted many foreign automobile groups. SEAT decided to enter the Chinese market, following its expansion strategy to enter new markets. The purpose of this study is to analyse and understand the strategic entry of SEAT in the Chinese market, hence the choice of an explanatory case study (Yin, 2003). This study extends this analysis by examining the chines automobile market, more specifically the demand, the market segmentation and the intensity of competition, reviewing the SEAT company history, their competitive positioning and resources. I conclude that, although the Chinese market has growing potential, SEAT has failed to achieve its initial objective. The company has not been able to create a brand awareness in the Chinese market, unlike other foreign brands that have managed to accomplish that. This occurred, mostly, because of the high prices in comparison to its competitors due to additional import cost, such as import duties, transportation and distribution.

Adaptable pulmonary artery band for late arterial switch procedure in transposition of the great arteries.

BACKGROUND: In late-diagnosed transposition of the great arteries (TGA), the left ventricle (LV) involutes as it pumps against low resistance and needs retraining by applying a pulmonary artery band (PAB) in preparation for an arterial switch operation. We report our experience with a telemetrically adaptable band compared with classic banding. METHODS: Ten patients underwent retraining of the LV, 4 patients with an adaptable band and progressive weekly tightening of the band (group 1) and 6 patients with a traditional band (group 2). RESULTS: Mean weight and age at pulmonary band placement was 5.8 ± 2.36 kg and 11.7 ± 11.1 months for group 1 and 5.0 ± 2.3 kg and 6.4 ± 7.6 months for group 2. Time between palliation and switch procedure was 4.2 months in both groups. Group 1 showed an initial mean pulmonary gradient of 25.5 ± 4.43 mm Hg with a 5% closure of the device. The mean gradient increased with progressive closure to 63.5 ± 9.8 mm Hg at the time of the arterial switch operation. There were no reinterventions or deaths in this group. In group 2, the mean pulmonary gradient increased with growth from 49 ± 21.4 mm Hg to 68.4 ± 7.86 mm Hg at the time of the switch procedure. However, 4 of these patients required reoperations during retraining: 2 needed 1 reoperation and 2 needed 2 reoperations. Two patients died-1 after banding and 1 after the switch operation. CONCLUSIONS: Retraining of the LV by the adaptable device allows precise control of the tightening, avoids repetitive operations, and diminishes morbidity.

Rehabilitation of Concrete Pavements Utilizing Rebblization and Crack and Seat Methods, June 2005

Deterioration in portland cement concrete (PCC) pavements can occur due to distresses caused by a combination of traffic loads and weather conditions. Hot mix asphalt (HMA) overlay is the most commonly used rehabilitation technique for such deteriorated PCC pavements. However, the performance of these HMA overlaid pavements is hindered due to the occurrence of reflective cracking, resulting in significant reduction of pavement serviceability. Various fractured slab techniques, including rubblization, crack and seat, and break and seat are used to minimize reflective cracking by reducing the slab action. However, the design of structural overlay thickness for cracked and seated and rubblized pavements is difficult as the resulting structure is neither a “true” rigid pavement nor a “true” flexible pavement. Existing design methodologies use the empirical procedures based on the AASHO Road Test conducted in 1961. But, the AASHO Road Test did not employ any fractured slab technique, and there are numerous limitations associated with extrapolating its results to HMA overlay thickness design for fractured PCC pavements. The main objective of this project is to develop a mechanistic-empirical (ME) design approach for the HMA overlay thickness design for fractured PCC pavements. In this design procedure, failure criteria such as the tensile strain at the bottom of HMA layer and the vertical compressive strain on the surface of subgrade are used to consider HMA fatigue and subgrade rutting, respectively. The developed ME design system is also implemented in a Visual Basic computer program. A partial validation of the design method with reference to an instrumented trial project (IA-141, Polk County) in Iowa is provided in this report. Tensile strain values at the bottom of the HMA layer collected from the FWD testing at this project site are in agreement with the results obtained from the developed computer program.

L'Audi Q3: més enllà de Seat i la crisi de L'automòbil

La crisi econòmica global és, sens dubte, el principal motiu de preocupació de la societat. Les dificultats que estant patint empreses i treballadors queden plasmades enl'evolució catastròfica de certes variables macroeconòmiques tals com els índex de(de)creixement del PIB, la taxa d'atur, el dèficit públic o la inversió privada.En aquest context, els grans sectors de l'economia són els que reben major atenciómediàtica i popular.Els problemes en el sistema financer han estat els grans protagonistes d'aquesta crisi, doncs en són l'origen i s'espera que siguin part important en la recuperació.En el context espanyol, el sector immobiliari ha endurit encara més la crisi, deixant a centenars de milers de treballadors a l'atur i donant símptomes de ser un sector que mai podrà recuperar la dimensió de la que havia gaudit els últims anys. Dins d'un entorn econòmic recessiu, el sector automobilístic mundial ha estat colpejat molt durament, en especial a Espanya.A les notícies de caigudes en les matriculacions, s'han succeït retallades de la producció, EROs temporals, reduccions de plantillla.... i l'adjudicació de l'Audi Q3 a la fàbrica que Seat té a Martorell, i que salvarà milers de llocs de treball.Hem volgut doncs, analitzar la crisi de l'automòbil a Espanya, centrant-nos en Seat i el Grup Volkswagen, i tractar de manera profunda el cas de l'Audi Q3.Estudiarem la importància de que el Q3 es fabriqui aquí, els motius pels quals Seat haestat l'elegida, el seguiment que la premsa n'ha fet i l'impacte econòmic i social querepresenta. Finalment, esperem conèixer què necessita el nostre país per aconseguir que el sector automobilístic segueixi sent important en el futur, i s'eviti que poc a poc es vagi deslocalitzant.

Iowa's Seat Belt Laws, July 17, 2010

Iowa has two seat belt laws, which have been amended several times since the original law took eff ect July 1, 1986. The most recent changes, effective July 1, 2010, were made during the 2010 legislative session by Senate File 2381.

Curb it-Click it Iowa's Seat Belt Laws

This brochure explains Iowa's seat belt laws