Developmental Changes in Pedunculopontine Nucleus (PPN) Neurons

The developmental decrease in rapid-eye-movement (REM) sleep in man occurs between birth and after puberty. We hypothesize that if this decrease in REM sleep does not occur, lifelong increases in REM sleep drive may ensue. Such disorders are characterized by hypervigilance and sensory-gating deficits, such as are present in postpubertal onset disorders like schizophrenia, panic attacks (a form of anxiety disorder), and depression. The decrease in REM sleep in the rat occurs between 10 and 30 days of age. We studied changes in size and physiological properties of pedunculopontine nucleus (PPN) cells involved in the control of arousal, i.e., waking and REM sleep. During the largest decrease in REM sleep (12–21 days), cholinergic PPN neurons doubled in cell area, the hypertrophy peaking at 15–16 days, then decreasing in area by 20–21 days. Noncholinergic PPN cells did not change in area during this period. We confirmed the presence of two populations of PPN neurons based on action potential (AP) duration, with the proportion of short-AP-duration cells increasing and long AP duration decreasing between 12 and 21 days. Most cholinergic and noncholinergic cells had short AP durations. Afterhyperpolarization (AHP) duration became segregated into long and short AHP duration after 15 days. Cells with short AP duration also had short AHP duration. The proportion of PPN cells with Ih current increased gradually, peaking at 15 days, then decreased by 21 days. These changes in morphological and physiological properties are discussed in relation to the developmental decrease in REM sleep

Restoration of Frequency-Dependent Depression of the H-Reflex by Passive Exercise in Spinal Rats

Hyper-reflexia, measured as a decrease of low frequency-dependent depression of the H-reflex, is known to occur in both humans and animals after spinal cord injury (SCI). Previous studies have shown that passive exercise for 3 months could be used to restore low frequency-dependent depression of the H-reflex after SCI. To determine the effects of various periods of time on the ability of passive exercise to restore low frequency-dependent depression of the H-reflex. Spinal Cord Injury Mobilization Program of the Center for Translational Neuroscience, the research arm of the Jackson T Stephens Spine and Neuroscience Institute, Little Rock, AR, USA. Adult rats underwent complete spinal cord transection at the T10 level. The hindlimbs were passively exercised in different groups of rats for 1 h/day, 5 days/week for 15, 30, 45, 60, or 90 days, and low frequency-dependent depression of the H-reflex was tested. Statistically significant low frequency-dependent depression of the H-reflex was evident by 30 days of exercise, although numerical reductions were seen even at 15 days. There was a linear decrease in low frequency-dependent depression of the H-reflex with duration of passive exercise. Passive exercise can restore frequency-dependent depression of spinal reflexes in a time-dependent manner if used following complete spinal transection

Numerical methods in vehicle system dynamics: state of the art and current developments

Robust and efficient numerical methods are an essential prerequisite for the computer based dynamical analysis of engineering systems. In vehicle system dynamics, the methods and software tools from multibody system dynamics provide the integration platform for the analysis, simulation and optimization of the complex dynamical behaviour of vehicles and vehicle components and their interaction with hydraulic components, electronical devices and control structures. Based on the principles of classical mechanics, the modelling of vehicles and their components results in nonlinear systems of ordinary differential equations (ODEs) or differential-algebraic equations (DAEs) of moderate dimension that describe the dynamical behaviour in the frequency range required and with a level of detail being characteristic of vehicle system dynamics. Most practical problems in this field may be transformed to generic problems of numerical mathematics like systems of nonlinear equations in the (quasi-)static analysis and explicit ODEs or DAEs with a typical semi-explicit structure in the dynamical analysis. This transformation to mathematical standard problems allows to use sophisticated, freely available numerical software that is based on well approved numerical methods like the Newton-Raphson iteration for nonlinear equations or Runge-Kutta and linear multistep methods for ODE/DAE time integration. Substantial speed-ups of these numerical standard methods may be achieved exploiting some specific structure of the mathematical models in vehicle system dynamics. In the present paper, we follow this framework and start with some modelling aspects being relevant from the numerical viewpoint. The focus of the paper is on numerical methods for static and dynamic problems including software issues and a discussion which method fits best for which class of problems. Adaptive components in state-of-the-art numerical software like stepsize and order control in time integration are introduced and illustrated by a well known benchmark problem from rail vehicle simulation. Over the last few decades, the complexity of high-end applications in vehicle system dynamics has frequently given a fresh impetus for substantial improvements of numerical methods and for the development of novel methods for new problem classes. In the present paper, we address three of these challenging problems of current interest that are today still beyond the mainstream of numerical mathematics: (i) Modelling and simulation of contact problems in multibody dynamics, (ii) Real-time capable numerical simulation techniques in vehicle system dynamics and iii) Modelling and time integration of multidisciplinary problems in system dynamics including co-simulation techniques