Academic literature on the topic 'Lateral stiffness'

Abstract Automobile handling can be greatly improved by reducing the phase lag of tire cornering force behind imposed distortion. We have shown experimentally that this lag is related to in-plane stiffness of the belt and to radial, lateral, and circumferential stiffnesses of the sidewall. While the cornering stiffness is related to the belt rigidity, either can be changed without affecting the sidewall stiffnesses. The cornering stiffness, for example, is sensitive to design factors such as tread compound and tread pattern. The radial, lateral, and circumferential sidewall stiffnesses, however, are mutually perpendicular at a given point in a tire, so they cannot be changed independently of each other. In order to reduce the phase lag of the cornering force, the lateral and circumferential stiffnesses must be increased with a minimum increase in radial stiffness. This can be done by either lowering the radial location of the maximum section width of the inflated tire or by proper changes in material and/or design elements of the sidewall.

An energy-based solution is developed for the lateral torsional buckling (LTB) analysis of wooden beams with flexible mid-span lateral bracing offset from section mid-height and subjected to uniformly distributed or mid-span point load. The study shows that such beams are prone to two potential buckling modes; symmetric or anti-symmetric. The symmetric mode is shown to govern the capacity of the beam for low bracing stiffness while the anti-symmetric mode governs the capacity when the bracing stiffness exceeds a threshold value. Using the present formulation, the threshold bracing stiffness required to suppress the symmetric mode and maximize the critical moments is directly obtained by solving a special eigenvalue problem in the unknown bracing stiffness. The technique thus eliminates the need for trial and error in standard solutions. A parametric study is conducted to investigate the effect of bracing height, load height, and bracing stiffness on the critical moments. A large database of runs is generated and used to develop simple expressions for determining the threshold bracing stiffness required to maximize the elastic LTB resistance.

This paper established a lateral stiffness coupling model to investigate the lateral characteristics of air spring system under crosswind conditions. The nonlinear super-elastic characteristics, coupling characteristics of the air spring, lateral stiffness characteristics of emergency spring, and damping force are studied. The accuracy of the lateral stiffness model is validated by comparing with experimental data. In addition, the impact of geometric parameters on the lateral stiffness characteristics is discussed by a sensitivity analysis method, as well as the effect of the lateral stiffness model on vehicle mechanical performance is analyzed. The conclusions show that the lateral stiffness model can well predict the lateral characteristics of the air spring system, and provide theoretical guidance for the parameter design of rail vehicles and vehicle ride comfort improvement.

The struts in a beam string structure (BSS) may buckle laterally under compression. The lateral buckling of the struts is determined not only by the rotational stiffness of the beam–strut joints and the length and bending stiffness of the struts, but also by the rise and lateral stiffness of the beam, the number of struts, and the layout of strings. In this paper, the multi-strut BSS with several types of layout of strings is studied. An analytical method for estimating the lateral buckling load of the struts in BSS is proposed. Parametric studies are carried out to investigate the variation of the lateral buckling of the struts in the BSS for different string layouts. In the end, the validity of the proposed method is examined by means of numerical simulations using the geometrically nonlinear finite element method.

The out-of-plane stability of crane jib is studied considering the lateral flexibility of the fixed joint. The analytical expression of the out-of-plane buckling characteristic equation for the crane jib with single cable is obtained by establishing the bending deflection differential equation of jib under the instability critical state with the method of differential equation. The equilibrium equation of the fixed point in the lateral direction is introduced to solve the differential equation besides the boundary conditions. The analytical results obtained agree very well with the finite element method (FEM) results. To consider the lateral flexibility of the cable fixed joint, a dimensionless stiffness coefficient measuring the lateral constraint was introduced to derive the out-of-plane buckling characteristic equation. The degeneration forms of the characteristic equation under the limit cases of zero lateral stiffness, infinite lateral stiffness are further discussed. And the influence of the lateral stiffness of fixed joint on the stability of jib is investigated. It is shown that the increase of the lateral stiffness will significantly improve the buckling load of the crane jib especially when the lateral stiffness is very small.

The use of the empirical deck design method has increased its acceptance due to the economic advantages that it presents when compared to its counterpart, the traditional method. This can be attributed to the fact that the empirical method provides an appropriate design where the deck withstands stress not only due to the steel reinforcement but to an implicit arching membrane stress set-up as an effect of the lateral restraint surrounding the deck slab known as Compressive Membrane Action (CMA). It has been proved through research that most design codes underestimate the strength of laterally restrained slabs. However, there is still a lack of acceptance in practical bridge design codes. This thesis presents an analysis addressing the influence that the lateral stiffness of the support beams has on the overall bridge deck performance. The lateral stiffness behavior was assessed through a programmed electronic spreadsheet where a comparison with different current code requirements and an additional approach was made. Through this analysis it was determined that not only does the support beam lateral stiffness plays an important role in the overall bridge deck slab ultimate capacity, but mapping out this influence is a priority that may also be useful in setting the basis for future design criteria.

Finite element method and strip method are two widely used techniques for analyzing steel plate shear wall (SPSW) systems. Past research mostly focused on the prediction of lateral load capacity of these systems using these numerical methods. Apart from the lateral load carrying capacity, the lateral stiffness of the wall system needs to be determined for a satisfactory design. Lateral displacements and the fundamental natural frequency of the SPSW system are directly influenced by the lateral stiffness. In this study the accuracy of the finite element method and strip method of analysis are assessed by making comparisons with experimental findings. Comparisons revealed that both methods provide in general solutions with acceptable accuracy. While both methods offer acceptable solutions sophisticated computer models need to be generated. In this study two alternative methods are developed. The first one is an approximate hand method based on the deep beam theory. The classical deep beam theory is modified in the light of parametric studies performed on restrained thin plates under pure shear and pure bending. The second one is a computer method based on truss analogy. Stiffness predictions using the two alternative methods are found to compare well with the experimental findings. In addition, lateral stiffness predictions of the alternate methods are compared against the solutions provided using finite element and strip method of analysis for a class of test structures. These comparisons revealed that the developed methods provide estimates with acceptable accuracy and are simpler than the traditional analysis techniques.

An analytical and numerical investigation is conducted for the lateral torsional buckling analysis of wooden beam with a mid-span lateral brace subjected to symmetrically distributed loading. Two models are developed; one for the case of a rigid brace and another one for the case of a flexible brace. The analytical solutions are based on the principle of stationary potential energy and a Fourier expansion of the buckling displacement fields and bending moments. The validity of both models are verified against 3D finite element analyses in ABAQUS. Where applicable, verifications were also conducted against available solutions from previous studies. Parametric studies were conducted to investigate the effect of geometric and material parameters on the critical moments. The results indicate the presence of two separate groups of potential buckling modes, symmetric and anti-symmetric, with fundamentally different behavioural characteristics. The governing buckling mode is shown to depend on the bracing height, load height and lateral brace stiffness. The study shows that beyond a certain threshold bracing height, the critical moment is governed by the antisymmetric mode of buckling. Also, above a certain optimum bracing stiffness, no increase is observed in the critical moments. The models developed are used to construct a comprehensive database of parametric investigations which are then employed for developing simplified equations for determining the threshold heights, associated critical moments, and optimum stiffness.

Using energy equations a four degrees of freedom analytical model is developed for a two-disk rotor with shaft stiffness asymmetry. A radial constant force is applied to the outboard disk to emphasize the effects of gravity or aerodynamic side loading. Special emphasis is placed on characterizing the lateral and torsional vibration trends associated with shaft asymmetry which may be used to identify failing shafts in operational rotor systems. Simulation reveals distinct patterns in lateral and torsional response, with strong dependencies on the magnitude of the side load, magnitude of the asymmetry and proximity of the lateral and torsional natural frequencies. Notable interaction is also observed between the lateral and torsional response. Lateral response peaks are found to correlate to torsional response peaks under some conditions. An experiment is performed to compare the response of a real system with the simulated model.

The objective of this research is to determine the three-dimensional stiffness matrix of a rectangular cross-section helical coil compression spring. The stiffnesses of the spring are derived using strain energy methods and Castiglianoâ s second theorem. A theoretical model is developed and presented in order to describe the various steps undertaken to calculate the springâ s stiffnesses. The resulting stiffnesses take into account the bending moments, the twisting moments, and the transverse shear forces. In addition, the springâ s geometric form which includes the effects of pitch, curvature of wire and distortion due to normal and transverse forces are taken into consideration. Similar methods utilizing Castiglianoâ s second theorem and strain energy expressions were also used to derive equations for a circular cross-section spring. Their results are compared to the existing solutions and used to validate the equations derived for the rectangular cross-section helical coil compression spring. A finite element model was generated using IDEAS (Integrated Design Engineering Analysis Software) and the stiffness matrix evaluated by applying a unit load along the springâ s axis, then calculating the corresponding changes in deformation. The linear stiffness matrix is then obtained by solving the linear system of equations in changes of load and deformation. This stiffness matrix is a six by six matrix relating the load (three forces and three moments) to the deformations (three translations and three rotations). The natural frequencies and mode shapes of a mechanical system consisting of an Additional mass and the spring are also determined. Finally, a comparison of the stiffnesses derived using the analytical methods and those obtained from the finite element analysis was made and the results presented.
Master of Science

As the average American age increases, there is a need to study the spine biomechanics of adults with scoliosis. Most studies examining the mechanics of scoliosis have focused on in vitro testing or computer simulations, but in vivo testing of the mechanical response of a scoliotic spine has not yet been reported. The purpose of this study was to quantitatively define the passive stiffness properties of the in vivo scoliotic spine in three principle anatomical motions and identify differences relative to healthy controls. Scoliotic (n=14) and control (n=17) participants with no history of spondylolisthesis, spinal fracture, or spinal surgery participated in three different tests (torso lateral side bending, torso axial rotation, and torso flexion/extension) that isolated mobility to the in vivo lumbar spine. Scoliotic individuals with Cobb angles ranging 15-75 degrees were accepted. Applied torque was measured using a uni-directional load cell, and inertial measurement units (IMU) recorded angular displacement of the upper torso relative to the pelvis and lower extremities. Torque-rotational displacement data were fit using a double sigmoid function, resulting in excellent overall fit (R2 > 0.901). The neutral zone (NZ) width, or the range of motion where there is minimal internal resistance, was then calculated. Stiffnesses within the NZ and outside of the NZ were also calculated. Stiffness asymmetries were also computed within each trial. These parameters were statistically compared between factor of population and within factor of direction. There was an interaction effect between populations when comparing axial twist NZ width and lateral bend NZ width. The lateral bend NZ width magnitude was significantly smaller in scoliotic patients. NZ stiffness in the all three directions was greater in the scoliotic population. There was no significant difference in asymmetrical stiffness between populations. The present study is the first investigation to quantify the in vivo neutral zone and related mechanics of the scoliotic lumbar spine. Future research is needed to determine if the measured lumbar spine mechanical characteristics can help explain progression of scoliosis and complement scoliosis classification systems.
Master of Science

Lateral loads from Northridge Earthquake in 1994 caused brittle fractures at column-beam connections in rigid frame structures which hitherto were thought to have high ductility to resist such brittle fractures. These brittle fractures were caused by the moment frame connections’ inability to undergo inelastic deformation which eventually resulted in several structural damages. Reduced beam section (RBS) connection was among one of the solutions proposed by researchers following the Northridge Earthquake. In RBS connections, part of the beam flanges or web at a distance from the face of the column is selectively cut off to reduce its capacity in order to induce plastic hinge away from the beam-column interface. Reducing the beam section, weakens the beam and allows the groove welds and the panel zone to have a higher strength compared to the beam, thereby achieving stronger column-weaker beam design which have a better seismic performance. RBS must provide adequate combination of stiffness, strength and ductility in order to ensure acceptable seismic performance. The scope of this study is to compare strength, ductility and stiffness of reduced beam section under lateral loads only and combined gravity and lateral loads. Four finite element models were created with all conditions kept constant except loading conditions on the frames. Results from this study indicates that all models have almost the same stiffness with the models under combined gravity and lateral loads having higher ductility and ultimate strength.

Muscle stiffness as a nonspecific term means limited muscle mobility. Muscle and joint pain may be described as stiffness. Painful, sustained muscle cramps are usually associated with muscle stiffness. A careful history is paramount. Exercise-induced muscle cramps are usually myopathic (metabolic or mitochondrial myopathy) while resting, and nocturnal cramps are neurogenic [neuropathy, motor neuron disease (MND), etc.]. Metabolic cramps are electrically silent. Focal or generalized stiffness is typically seen in stiff person syndrome (SPS). Upper motor neuron (UMN) lesions are associated with spasticity and stiffness [hereditary spastic paraplegia (HSP), primary lateral sclerosis (PLS), myelopathies, etc.]. Painful cramps and fasciculation are important clues to peripheral nerve hyperexcitability disorder, which may also present with neuromyotonia. Not unusually, no cause is found for muscle cramps and stiffness. Symptomatic treatment frequently helps.

Bones are multifunctional passive organs of movement that supports soft tissue and directly attached muscles. They also protect internal organs and are a reserve of calcium, phosphorus and magnesium. Each bone is covered with periosteum, and the adjacent bone surfaces are covered by articular cartilage. Histologically, the bone is an organ composed of many different tissues. The main component is bone tissue (cortical and spongy) composed of a set of bone cells and intercellular substance (mineral and organic), it also contains fat, hematopoietic (bone marrow) and cartilaginous tissue. Bones are a tissue that even in adult life retains the ability to change shape and structure depending on changes in their mechanical and hormonal environment, as well as self-renewal and repair capabilities. This process is called bone turnover. The basic processes of bone turnover are: • bone modeling (incessantly changes in bone shape during individual growth) following resorption and tissue formation at various locations (e.g. bone marrow formation) to increase mass and skeletal morphology. This process occurs in the bones of growing individuals and stops after reaching puberty • bone remodeling (processes involve in maintaining bone tissue by resorbing and replacing old bone tissue with new tissue in the same place, e.g. repairing micro fractures). It is a process involving the removal and internal remodeling of existing bone and is responsible for maintaining tissue mass and architecture of mature bones. Bone turnover is regulated by two types of transformation: • osteoclastogenesis, i.e. formation of cells responsible for bone resorption • osteoblastogenesis, i.e. formation of cells responsible for bone formation (bone matrix synthesis and mineralization) Bone maturity can be defined as the completion of basic structural development and mineralization leading to maximum mass and optimal mechanical strength. The highest rate of increase in pig bone mass is observed in the first twelve weeks after birth. This period of growth is considered crucial for optimizing the growth of the skeleton of pigs, because the degree of bone mineralization in later life stages (adulthood) depends largely on the amount of bone minerals accumulated in the early stages of their growth. The development of the technique allows to determine the condition of the skeletal system (or individual bones) in living animals by methods used in human medicine, or after their slaughter. For in vivo determination of bone properties, Abstract 10 double energy X-ray absorptiometry or computed tomography scanning techniques are used. Both methods allow the quantification of mineral content and bone mineral density. The most important property from a practical point of view is the bone’s bending strength, which is directly determined by the maximum bending force. The most important factors affecting bone strength are: • age (growth period), • gender and the associated hormonal balance, • genotype and modification of genes responsible for bone growth • chemical composition of the body (protein and fat content, and the proportion between these components), • physical activity and related bone load, • nutritional factors: – protein intake influencing synthesis of organic matrix of bone, – content of minerals in the feed (CA, P, Zn, Ca/P, Mg, Mn, Na, Cl, K, Cu ratio) influencing synthesis of the inorganic matrix of bone, – mineral/protein ratio in the diet (Ca/protein, P/protein, Zn/protein) – feed energy concentration, – energy source (content of saturated fatty acids - SFA, content of polyun saturated fatty acids - PUFA, in particular ALA, EPA, DPA, DHA), – feed additives, in particular: enzymes (e.g. phytase releasing of minerals bounded in phytin complexes), probiotics and prebiotics (e.g. inulin improving the function of the digestive tract by increasing absorption of nutrients), – vitamin content that regulate metabolism and biochemical changes occurring in bone tissue (e.g. vitamin D3, B6, C and K). This study was based on the results of research experiments from available literature, and studies on growing pigs carried out at the Kielanowski Institute of Animal Physiology and Nutrition, Polish Academy of Sciences. The tests were performed in total on 300 pigs of Duroc, Pietrain, Puławska breeds, line 990 and hybrids (Great White × Duroc, Great White × Landrace), PIC pigs, slaughtered at different body weight during the growth period from 15 to 130 kg. Bones for biomechanical tests were collected after slaughter from each pig. Their length, mass and volume were determined. Based on these measurements, the specific weight (density, g/cm3) was calculated. Then each bone was cut in the middle of the shaft and the outer and inner diameters were measured both horizontally and vertically. Based on these measurements, the following indicators were calculated: • cortical thickness, • cortical surface, • cortical index. Abstract 11 Bone strength was tested by a three-point bending test. The obtained data enabled the determination of: • bending force (the magnitude of the maximum force at which disintegration and disruption of bone structure occurs), • strength (the amount of maximum force needed to break/crack of bone), • stiffness (quotient of the force acting on the bone and the amount of displacement occurring under the influence of this force). Investigation of changes in physical and biomechanical features of bones during growth was performed on pigs of the synthetic 990 line growing from 15 to 130 kg body weight. The animals were slaughtered successively at a body weight of 15, 30, 40, 50, 70, 90, 110 and 130 kg. After slaughter, the following bones were separated from the right half-carcass: humerus, 3rd and 4th metatarsal bone, femur, tibia and fibula as well as 3rd and 4th metatarsal bone. The features of bones were determined using methods described in the methodology. Describing bone growth with the Gompertz equation, it was found that the earliest slowdown of bone growth curve was observed for metacarpal and metatarsal bones. This means that these bones matured the most quickly. The established data also indicate that the rib is the slowest maturing bone. The femur, humerus, tibia and fibula were between the values of these features for the metatarsal, metacarpal and rib bones. The rate of increase in bone mass and length differed significantly between the examined bones, but in all cases it was lower (coefficient b <1) than the growth rate of the whole body of the animal. The fastest growth rate was estimated for the rib mass (coefficient b = 0.93). Among the long bones, the humerus (coefficient b = 0.81) was characterized by the fastest rate of weight gain, however femur the smallest (coefficient b = 0.71). The lowest rate of bone mass increase was observed in the foot bones, with the metacarpal bones having a slightly higher value of coefficient b than the metatarsal bones (0.67 vs 0.62). The third bone had a lower growth rate than the fourth bone, regardless of whether they were metatarsal or metacarpal. The value of the bending force increased as the animals grew. Regardless of the growth point tested, the highest values were observed for the humerus, tibia and femur, smaller for the metatarsal and metacarpal bone, and the lowest for the fibula and rib. The rate of change in the value of this indicator increased at a similar rate as the body weight changes of the animals in the case of the fibula and the fourth metacarpal bone (b value = 0.98), and more slowly in the case of the metatarsal bone, the third metacarpal bone, and the tibia bone (values of the b ratio 0.81–0.85), and the slowest femur, humerus and rib (value of b = 0.60–0.66). Bone stiffness increased as animals grew. Regardless of the growth point tested, the highest values were observed for the humerus, tibia and femur, smaller for the metatarsal and metacarpal bone, and the lowest for the fibula and rib. Abstract 12 The rate of change in the value of this indicator changed at a faster rate than the increase in weight of pigs in the case of metacarpal and metatarsal bones (coefficient b = 1.01–1.22), slightly slower in the case of fibula (coefficient b = 0.92), definitely slower in the case of the tibia (b = 0.73), ribs (b = 0.66), femur (b = 0.59) and humerus (b = 0.50). Bone strength increased as animals grew. Regardless of the growth point tested, bone strength was as follows femur > tibia > humerus > 4 metacarpal> 3 metacarpal> 3 metatarsal > 4 metatarsal > rib> fibula. The rate of increase in strength of all examined bones was greater than the rate of weight gain of pigs (value of the coefficient b = 2.04–3.26). As the animals grew, the bone density increased. However, the growth rate of this indicator for the majority of bones was slower than the rate of weight gain (the value of the coefficient b ranged from 0.37 – humerus to 0.84 – fibula). The exception was the rib, whose density increased at a similar pace increasing the body weight of animals (value of the coefficient b = 0.97). The study on the influence of the breed and the feeding intensity on bone characteristics (physical and biomechanical) was performed on pigs of the breeds Duroc, Pietrain, and synthetic 990 during a growth period of 15 to 70 kg body weight. Animals were fed ad libitum or dosed system. After slaughter at a body weight of 70 kg, three bones were taken from the right half-carcass: femur, three metatarsal, and three metacarpal and subjected to the determinations described in the methodology. The weight of bones of animals fed aa libitum was significantly lower than in pigs fed restrictively All bones of Duroc breed were significantly heavier and longer than Pietrain and 990 pig bones. The average values of bending force for the examined bones took the following order: III metatarsal bone (63.5 kg) <III metacarpal bone (77.9 kg) <femur (271.5 kg). The feeding system and breed of pigs had no significant effect on the value of this indicator. The average values of the bones strength took the following order: III metatarsal bone (92.6 kg) <III metacarpal (107.2 kg) <femur (353.1 kg). Feeding intensity and breed of animals had no significant effect on the value of this feature of the bones tested. The average bone density took the following order: femur (1.23 g/cm3) <III metatarsal bone (1.26 g/cm3) <III metacarpal bone (1.34 g / cm3). The density of bones of animals fed aa libitum was higher (P<0.01) than in animals fed with a dosing system. The density of examined bones within the breeds took the following order: Pietrain race> line 990> Duroc race. The differences between the “extreme” breeds were: 7.2% (III metatarsal bone), 8.3% (III metacarpal bone), 8.4% (femur). Abstract 13 The average bone stiffness took the following order: III metatarsal bone (35.1 kg/mm) <III metacarpus (41.5 kg/mm) <femur (60.5 kg/mm). This indicator did not differ between the groups of pigs fed at different intensity, except for the metacarpal bone, which was more stiffer in pigs fed aa libitum (P<0.05). The femur of animals fed ad libitum showed a tendency (P<0.09) to be more stiffer and a force of 4.5 kg required for its displacement by 1 mm. Breed differences in stiffness were found for the femur (P <0.05) and III metacarpal bone (P <0.05). For femur, the highest value of this indicator was found in Pietrain pigs (64.5 kg/mm), lower in pigs of 990 line (61.6 kg/mm) and the lowest in Duroc pigs (55.3 kg/mm). In turn, the 3rd metacarpal bone of Duroc and Pietrain pigs had similar stiffness (39.0 and 40.0 kg/mm respectively) and was smaller than that of line 990 pigs (45.4 kg/mm). The thickness of the cortical bone layer took the following order: III metatarsal bone (2.25 mm) <III metacarpal bone (2.41 mm) <femur (5.12 mm). The feeding system did not affect this indicator. Breed differences (P <0.05) for this trait were found only for the femur bone: Duroc (5.42 mm)> line 990 (5.13 mm)> Pietrain (4.81 mm). The cross sectional area of the examined bones was arranged in the following order: III metatarsal bone (84 mm2) <III metacarpal bone (90 mm2) <femur (286 mm2). The feeding system had no effect on the value of this bone trait, with the exception of the femur, which in animals fed the dosing system was 4.7% higher (P<0.05) than in pigs fed ad libitum. Breed differences (P<0.01) in the coross sectional area were found only in femur and III metatarsal bone. The value of this indicator was the highest in Duroc pigs, lower in 990 animals and the lowest in Pietrain pigs. The cortical index of individual bones was in the following order: III metatarsal bone (31.86) <III metacarpal bone (33.86) <femur (44.75). However, its value did not significantly depend on the intensity of feeding or the breed of pigs.

“Hearing and hair cells” is the sixth chapter of the book Sensory Transduction and begins with hearing in insects, describing the anatomy and physiology of tympanal organs and Johnston’s organ. It reviews the literature on vertebrate hair cells, which are the sensory receptors of the inner ear. It begins with the anatomy of hair cells and then describes tip links, hair cell transduction proteins, and our present understanding of the nature and identity of the mechanoreceptive channels, including the role of channel gating in bundle stiffness and adaptation of hair cells. A review is given of the anatomy and physiology of the organs of the lateral line, the vestibular system, and the cochlea, together with a description of endolymph and the endocochlear potential, outer hair cells and tuning in mammals, and the role of electrical resonance in tuning in the turtle basilar papilla.

The cargo transportation in the world is mostly dominated by road transport, using long combination vehicles (LCV’s). These vehicles offer more load capacity, which reduces transport costs and thus increases the efficiency and competitiveness of companies and the country. But the tradeoff of LCV’s is their low lateral stability and propensity to roll over, which has been the focus of many studies. Most vehicle stability models do not consider the longitudinal aspects of the vehicle and the road, such as the stiffness of the chassis, the gravity center location, and the longitudinal slope angle of the road. But, the use of three-dimensional models of vehicles allows a more rigorous analysis of vehicle stability. In this context, this study aims to develop a three-dimensional mechanism model representing the last trailer unit of an LCV under an increasing lateral load until it reaches the rollover threshold. The proposed model considers the gravity center movement of the trailer, which is affected by the suspension, tires, fifth-wheel, and the chassis. Davies method has proved to be an important tool in the kinetostatic analysis of mechanisms, and therefore it is employed for the kinetostatic analysis of the three-dimensional mechanism of the trailer.

This paper presents a method to compute gear mesh stiffness based on the EHD behavior by combined finite element solution of the Reynolds Equation with the elastic contact model. It is shown that this solution requires iterative procedure to balance the computed pressure profile with the external nominal transmission load. This mesh stiffness is load dependent and therefore is a nonlinear phenomenon. The nominal stiffness value is utilized to model a full (12×12) gear mesh matrix for a linear dynamic model of rotor bearing systems including gears to evaluate system dynamics and coupling between lateral/torsional vibrations.

In this paper, a novel radial loading topology is proposed for various spindle test application where the space in the tool head is limited or the performance to the length is sensitive. The stator of the loading device grows in the lateral direction, allowing for a compact axial length design. Finite element analysis (FEA) is carried out and the device design is optimized for the specifications of a radial loading device for high speed spindle. Finally, the designed device were manufactured and tested. By using this magnet loader, measurement results are given and the effectiveness of the designed prototype has been verified.

The objective of this paper is to develop a purely mechanistic fuel assembly structural model that will predict the fuel assembly’s static and dynamic characteristics from the knowledge of the fuel assembly’s geometry and component properties. This model provides a method for analyzing the static and dynamic lateral and axial properties of the fuel assembly. A comparison of various in-air fuel assembly test data such as lateral and axial stiffnesses and lateral natural frequencies is provided to demonstrate the analytical model. The fuel assembly model developed by Shah, Brenneman, etc. (1), achieved very good agreement with assembly lateral impact test data by utilizing a “3-beam” model. In that model, the fuel rod-to-spacer grid interfaces were represented by spring and friction elements. The fuel assembly was restrained at each grid position by means of rotational springs, which were benchmarked to the test frequencies. This newly developed model eliminates the need for using rotational springs at the grid locations. Hence, it fully simulates the fuel assembly lateral and axial behavior based on the fuel assembly geometric properties. The fuel assembly model is a 2-D planar model of beams in both lateral and axial directions. The grids are modeled with plate elements. At each grid location there are springs, preload, and frictional sliders representing the lateral and axial connectivity characteristics to the fuel assembly beam model. As the Zircaloy grid preloads relax from irradiation, they can be easily simulated by removing the preload. Hence, this model can represent the fuel assembly structural properties for all aspects of fuel assembly cycles. This model can be used to analyze the fuel assembly lateral static stiffness, first mode and higher order lateral natural frequencies, mode shapes, axial stiffness, in-grid stiffness, through-grid stiffness, and fuel assembly lateral and axial seismic and LOCA response. The model will also estimate the fuel rod frequencies and mode shapes. This model may eliminate the need for some expensive prototype fuel assembly testing.

This report presents findings of a research effort aimed at reviewing and updating existing Illinois Department of Transportation (IDOT) specifications and manuals regarding the use of geosynthetic materials in pavements. The project consisted of three tasks: evaluate current IDOT practice related to the use of geosynthetics; review research and state of the practice on geosynthetics applications, available products, design methods, and specifications; and propose recommendations for geosynthetic solutions in pavements to modernize IDOT’s practices and manuals. The review of IDOT specifications revealed that geotextiles are the most used geosynthetic product in Illinois, followed by geogrids. Several of IDOT’s manuals have comprehensive guidelines to properly design and construct pavements with geosynthetics, but several knowledge gaps and potential areas for modernization and adoption of new specifications still exist. Based on the review of the available design methods and the most relevant geosynthetic properties and characterization methods linked to field performance, several updates to IDOT’s practice were proposed. Areas of improvement are listed as follows. First, establish proper mechanisms for using geogrids, geocells, and geotextiles in subgrade restraint and base stabilization applications. This includes using shear wave transducers, i.e., bender elements, to quantify local stiffness enhancements and adopting the Giroud and Han design method for subgrade restraint applications. Second, update IDOT’s Subgrade Stability Manual to include property requirements for geogrids, geotextiles, and geocells suitable for subgrade restraint applications. Third, establish proper standards on stabilization, separation, and pumping resistance for geotextiles by incorporating recent research findings on geotextile clogging and permeability criteria. Fourth, promote the use of modern geosynthetic products, such as geotextiles with enhanced lateral drainage, and fifth, elaborate on proper methods for construction/quality control measures for pavements with geosynthetics.

Seismic performance of innovative Partially Encased Composite (PEC) column-steel beam composite frame was investigated, where the connection was strengthened by the welded T-stub. A ½ scale, two-storey, and one bay composite frame specimen was designed and fabricated for the quasi-static test. Through the experimental observation and measurements, the seismic performance were evaluated, including hysteretic characteristic, lateral stiffness, seismic energy dissipation, and ductility. The plastic damage evolution process and ductile failure mode were clarified. The results indicated that the welded T-stud strengthened connection enhanced the integrity of the frame and led to higher seismic strength and larger lateral stiffness. The plastic hinge was observed away from the beam end due to the welded T-stud and the specimen exhibited an approximately completed hysteretic loop. Without significant decreasing of the ultimate bearing capacity, its overall drift, ductility efficient and equivalent viscous damping ratio were 3.63% (push) / 4.07% (pull), 3.21 (push) / 3.70 (pull) and 0.261 respectively. The proposed structure possesses sound deformation, ductility, and energy-dissipation capacity with the desired plastic failure mode induced by the plastic hinges formed in all beam sections near the T-stud end and column section at the bottom, successively. It was demonstrated an ideal ductile energy-dissipation mode of the frame structure.

To investigate the mechanical behavior and catenary action of restrained steel beam under fire, experiments were performed on five H-section restrained steel beams exposed to ISO-834 standard fire. At first, mechanical property tensile tests were performed on 3 room-temperature specimens and 8 high-temperature specimens, and variation laws of the material properties of steel materials with temperature rising were investigated by the high-temperature steady-state tests. Through the fire experiments, the temperature data, mid-span deflections and failure modes of all specimens were obtained. The experimental results show that: (1) a restrained steel beam is prone to in-plane buckling failure under fire; (2) the loading ratio n and axial restraint stiffness Kx have great influences on the catenary action of restrained steel beam under fire; (3) when the loading ratio n is constant, the greater the axial restraint stiffness Kx, the later the catenary action occurs; when the axial restraint stiffness Kx is constant, the greater the loading ratio n, the earlier the catenary action occurs.