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  • 1
    Electronic Resource
    Electronic Resource
    Oxford, UK : Blackwell Science Ltd
    Molecular microbiology 51 (2004), S. 0 
    ISSN: 1365-2958
    Source: Blackwell Publishing Journal Backfiles 1879-2005
    Topics: Biology , Medicine
    Notes: In yeast the UPF1, UPF2 and UPF3 genes encode three interacting factors involved in translation termination and nonsense-mediated mRNA decay (NMD). UPF1 plays a central role in both processes. In addition, UPF1 was originally isolated as a multicopy suppressor of mitochondrial splicing deficiency, and its deletion leads to an impairment in respiratory growth. Here, we provide evidence that inactivation of UPF2 or  UPF3,  like  that  of  UPF1,  leads  to  an  impairment in respiratory competence, suggesting that their products, Upf1p, Upf2p and Upf3p, are equivalently involved in mitochondrial biogenesis. In addition, however, we show that only Upf1p acts as a multicopy suppressor of mitochondrial splicing deficiency, and its activity does not require either Upf2p or Upf3p. Mutations in the conserved cysteine- and histidine-rich regions and ATPase and helicase motifs of Upf1p separate the ability of Upf1p to complement the respiratory impairment of a Δupf1 strain from its ability to act as a multicopy suppressor of mitochondrial splicing deficiency, indicating that distinct pathways express these phenotypes. In addition, we show that, when overexpressed, Upf1p is not detected within mitochondria, suggesting that its role as multicopy suppressor of mitochondrial splicing deficiency is indirect. Furthermore, we provide evidence that cells overexpressing certain upf1 alleles accumulate a phosphorylated isoform of Upf1p. Altogether, these results indicate that overexpression of Upf1p compensates for mitochondrial splicing deficiency independently of its role in mRNA surveillance, which relies on Upf1p–Upf2p–Upf3p functional interplay.
    Type of Medium: Electronic Resource
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  • 2
    ISSN: 1365-2958
    Source: Blackwell Publishing Journal Backfiles 1879-2005
    Topics: Biology , Medicine
    Notes: Most cellular ATP is produced within the mitochondria from ADP and Pi which are delivered across the inner-membrane by specific nuclearly encoded polytopic carriers. In Saccharomyces cerevisiae, some of these carriers and in particular the ADP/ATP carrier, are represented by several related isoforms that are distinct in their pattern of expression. Until now, only one mitochondrial Pi carrier (mPic) form, encoded by the MIR1 gene in S. cerevisiae, has been described. Here we show that the gene product encoded by the YER053C ORF also participates in the delivery of phosphate to the mitochondria. We have called this gene PIC2 for Pi carrier isoform 2. Overexpression of PIC2 compensates for the mitochondrial defect of the double mutant Δmir1 Δpic2 and restores phosphate transport activity in mitochondria swelling experiments. The existence of two isoforms of mPic does not seem to be restricted to S. cerevisiae as two Arabidopsis thaliana cDNAs encoding two different mPic-like proteins are also able to complement the double mutant Δmir1 Δpic2. Finally, we demonstrate that Pic2p is a mitochondrial protein and that its steady state level increases at high temperature. We propose that Pic2p is a minor form of mPic which plays a role under specific stress conditions.
    Type of Medium: Electronic Resource
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  • 3
    Publication Date: 2014-12-13
    Description: Battery electric vehicles (BEVs) represent a possible sustainable solution for personal urban transportation. Presently, the most limiting characteristic of BEVs is their short range, mainly because of battery technology limitations. A proper design and control of the drivetrain, aimed at reducing the power losses and thus increasing BEV range, can contribute to make the electrification of urban transportation a convenient choice. This paper presents a simulation-based comparison of the energy efficiency performance of six drivetrain architectures for BEVs. Although many different drivetrain and transmission architectures have been proposed for BEVs, no literature was found regarding BEVs equipped with infinitely variable transmissions (IVTs). The analyzed drivetrain configurations are: single- (1G) and two-speed (2G) gear drives, half toroidal (HT) and full toroidal (FT) continuously variable transmissions (CVTs), and infinitely variable transmissions (IVTs) with two different types of internal power flow (IVT-I and IVT-II). An off-line procedure for determining the most efficient control action for each drivetrain configuration is proposed, which allows selecting the optimal speed ratio for each operating condition. The energy consumption of the BEVs is simulated along the UDC (Urban Driving Cycle) and Japanese 10-15 driving cycle, with a backward facing approach. In order to achieve the lowest energy consumption, a trade-off between high transmission efficiency and flexibility in terms of allowed speed ratios is required.
    Electronic ISSN: 1996-1073
    Topics: Energy, Environment Protection, Nuclear Power Engineering
    Published by MDPI Publishing
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  • 4
    Publication Date: 2017-10-12
    Description: Energies, Vol. 10, Pages 1562: On the Energy Efficiency of Dual Clutch Transmissions and Automated Manual Transmissions Energies doi: 10.3390/en10101562 Authors: Fabio Vacca Stefano De Pinto Ahu Hartavi Karci Patrick Gruber Fabio Viotto Carlo Cavallino Jacopo Rossi Aldo Sorniotti The main benefits of dual clutch transmissions (DCTs) are: (i) a higher energy efficiency than automatic transmission systems with torque converters; and (ii) the capability to fill the torque gap during gear shifts to allow seamless longitudinal acceleration profiles. Therefore, DCTs are viable alternatives to automated manual transmissions (AMTs). For vehicles equipped with engines that can generate considerable torque, large clutch-slip energy losses occur during power-on gear shifts and, as a result, DCTs need wet clutches for effective heat dissipation. This requirement substantially reduces DCT efficiency because of the churning and ancillary power dissipations associated with the wet clutch pack. To the knowledge of the authors, this study is the first to analyse the detailed power loss contributions of a DCT with wet clutches, and their relative significance along a set of driving cycles. Based on these results, a novel hybridised AMT (HAMT) with a single dry clutch and an electric motor is proposed for the same vehicle. The HAMT architecture combines the high mechanical efficiency typical of AMTs with a single dry clutch, with the torque-fill capability and operational flexibility allowed by the electric motor. The measured efficiency maps of a case study DCT and HAMT are compared. This is then complemented by the analysis of the respective fuel consumption along the driving cycles, which is simulated with an experimentally validated vehicle model. In its internal combustion engine mode, the HAMT reduces fuel consumption by >9% with respect to the DCT.
    Electronic ISSN: 1996-1073
    Topics: Energy, Environment Protection, Nuclear Power Engineering
    Published by MDPI Publishing
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