Academic literature on the topic 'LATERAL DRIFT'

As the offshore drilling expands to deep water, the influences of bottom ball joint corner and lateral force on drilling security become increasingly significant. During the force analysis, the environmental factors (e.g. wind, sea-flow force, sea ice, etc.) are usually taken into account. Besides, the engineering factors considered in research are top tension ratio and drilling vessel drift. In this paper, a finite element model is established by ANSYS to imitate the force condition of marine riser, so as to analyze the influence laws of top tension ratio and drilling vessel drift rate on marine riser stability (i.e. the corner and lateral force on bottom ball joint ) in Beaufort force scale 3 and 8 windy conditions. The results show that the lateral force increases with the drilling vessel drift rate and top tension ratio accordingly by linear mode. For the same tension increasing extent, the greater the drilling vessel drifts, the more increasing range the lateral force appears. The corner on bottom ball joint has a linear relation with the drilling vessel drift rate similarly. However, the corner on the bottom ball joint demonstrates a non-linear decreasing method as “fast followed by slow” due to the increasing top tension ratio. The research plays a role in the security assurance of sub-sea wellhead in deep-water drilling operation.

A number of beam web side plate connection configurations are analyzed under monotonic axial force. Parameters investigated include (i) gravity loads causing a beam shear up to 60% of the capacity, (ii) column lateral drift, (iii) beam lateral restraint along the length, (iv) packing effect represent the practice when plates do not align perfectly, and (v) cope length. For the analyses conducted, gravity shear forces up to 0.6 times of the cleat plate gross shear capacity, reduced the connection compressive axial strength by up to 15% compared to connections without gravity loads. The connection axial strength varied by 10% with lateral drifts of up to 2% and the increase or decrease depended on the relative directions of drift and axial force. Also, axial strength of double-coped WSP connection decreased linearly with increasing the cope length. Other parameters were found to have less than 2% effect on the web side plate axial strength. A general simple design method to assess axial strength of these connections is proposed.

The design of lateral load resisting elements of tall buildings in regions of low to moderate seismicity is normally governed by the requirements to meet inter-storey drift limit under wind load. The key objective of the design of tall buildings is to provide adequate lateral stiffness to the buildings to limit their lateral deflections and inter-storey drifts under the lateral load. The current design practice assumes that only the structural skeleton provides lateral resistance against wind load. Although the effects of nonstructural elements on the lateral stiffness are widely acknowledged, the effects are often ignored in the analysis of the buildings. This paper presents a state-of-the-art of review on the effects of nonstructural elements on the lateral deflections and inter-storey drifts of buildings at serviceability limit states. It was found that ignoring the nonstructural elements could significantly underestimate the lateral deflection for certain types of buildings. However, the shape and form of the lateral deflection in the overall building is not significantly affected by the nonstructural elements.

According to the accident analysis of vehicles in the curve, the skidding, rollover, and lateral drift of vehicles are determined as means to evaluate the lateral stability of vehicles. The utility truck of rear-wheel drive (RWD) is researched, which is high accident rate. Human-vehicle-road simulation models are established by CarSim. Through the orthogonal experiment method, the effects of different road geometries, speed, and interaction factors between road geometries on vehicle lateral stability are studied. In this paper, skidding risk of the vehicle is characterized by the Side-way Force Coefficient (SFC). Rollover risk of the vehicle is characterized by lateral acceleration and the load transfer ratio. Lateral drift risk of the vehicle is characterized by the sideslip angle of wheels. The results of orthogonal analysis reveal that the maximum tire-road friction coefficient and speed are highly significant in skidding of the vehicle. The effects of the combination of horizontal alignment and superelevation on vehicle skidding are important. The effects of horizontal alignment and speed on vehicle rollover risk are highly significant. The effects of superelevation on vehicle rollover risk are significant. The effects of the interaction of horizontal alignment and superelevation are also important on vehicles’ rollover risk. The speed and the maximum tire-road friction coefficient have highly significant effect on the vehicle’s lateral drift. The superelevation has a significant effect on the vehicle’s lateral drift. The effects of the interaction of horizontal alignment and superelevation and longitudinal slope are also important on the lateral drift of the vehicle.