Test for Tire Quasi-Static Longitudinal Force vs. Longitudinal Displacement and Quasi-Static Lateral Froce vs. Lateral Displacement

2006 ◽  
Author(s):  
Keyword(s):  
Lateral Displacement ◽  
Longitudinal Force ◽  
Longitudinal Displacement

scholarly journals On the rationing the parameters of asymmetric loading of all-purpose freight cars

2019 ◽  
Vol 78 (2) ◽  
pp. 82-89
Author(s):  
A. M. BRZHEZOVSKIY
Keyword(s):  
Lateral Displacement ◽  
Center Of Gravity ◽  
Total Weight ◽  
Rolling Stock ◽  
Transverse Displacement ◽  
Longitudinal Displacement ◽  
Lateral Direction ◽  
Strength Criteria ◽  
Nominal Capacity ◽  
Joint Displacement

Due to the presence in the operating fleet of freight cars with a base of over 10 m, as well as the practical impossibility of symmetrically placing loads with a weight corresponding to the nominal carrying capacity on open rolling stock, adjustments to the existing asymmetrical loading standards are necessary. To this end, it is proposed to apply a comprehensive methodology for determining the allowable parameters of asymmetrical placement of freights, based on a combination of strength criteria of the bearing elements of cars, ensuring the normative level of dynamic qualities and stability of the loaded car. The article provides an example of determining the permissible parameters of the joint lateral and longitudinal displacement of the total center of gravity of the car (ЦТгр°), loaded to the nominal capacity. According to the results of the studies to determine the allowable values of longitudinal and lateral displacement ЦТгр° with unbalanced placement within the loading platform of the car, including the presence of a joint displacement, it was found that to improve the efficiency of using freight cars with an increased base, it is advisable to update the current offset standards of ЦТгр°. It is recommended to take the values of longitudinal displacement ЦТгр° for cars with a body base of 14.6 and 19.0 m respectively 1.46 and 2.11 m for freight with a total weight of 50 tons; 1.10 and 1.43 m for freight with a total weight of 60 tons; 0.22 and 0.28 m – for freight with a total weight of 67 tons. When placing freights with a total weight of over 67 tons with a height of center of gravity of 2.0–2.2 m on 4-axle freight cars with an axle load of 230.5 kN without limiting the permissible driving speeds, it is recommended to use a graphical method for determining the joint (longitudinal and transverse) displacement ЦТгр°. With an increase in the joint displacement parameters ЦТгр°, it will be necessary to limit the speed of the car in the curved sections of the track and to the lateral direction on the turnouts.

Effect of Suspension Alignment and Modest Cornering on the Footprint Behavior of Performance Tires and Heavy Duty Radial Tires

1999 ◽  
Vol 27 (3) ◽  
pp. 128-160 ◽  
Author(s):  
M. G. Pottinger ◽  
J. E. McIntyre
Keyword(s):  
Energy Intensity ◽  
Lateral Displacement ◽  
Lateral Acceleration ◽  
Heavy Duty ◽  
Longitudinal Displacement ◽  
Displacement Fields ◽  
Operational Conditions ◽  
Typical Performance ◽  
Uneven Wear ◽  
Shear Energy

Abstract Typical uneven wear originates from energy intensity differentials occurring in ordinary tire usage at moderate operational conditions. In this paper the footprint behavior of a typical performance tire and of typical heavy-duty radial tires are compared and contrasted with the intent of shedding light on the study of uneven wear. The examination is extended to modest lateral acceleration conditions, less than 0.3 g, with the greatest emphasis being on the behavior of the performance tire. Examples of very detailed information on the normal stress, lateral stress, longitudinal stress, lateral displacement, and longitudinal displacement fields within contact are examined. The concept of “virtual wear,” based on the use of shear energy intensity, is introduced as a way to predict uneven wear propensity in any number of different tests from the results of a single, nondestructive, indoor experiment.

Mechanical Characteristics Analysis of Type ∏ Terminal Restricted Configuration Transition Section for CRTSⅡ Slab Track

2011 ◽  
Vol 90-93 ◽  
pp. 108-112
Author(s):  
Xiao Ping Gong ◽  
Hong Xiao
Keyword(s):  
Mechanical Characteristics ◽  
Structural Parameters ◽  
Friction Angle ◽  
Longitudinal Force ◽  
Longitudinal Displacement ◽  
Analysis Model ◽  
Element Analysis ◽  
Transition Section ◽  
Foundation Plate ◽  
Configuration Transition

With full-bridge longitudinal-connected foundation plates,CRTSⅡslab track sets type ∏ terminal restricted configuration anchorage structure in the bedroad-bridge transition section,in order to transmit forces such as temperature force and braking force from foundation plate to subgrade. In connection with the deficiency of exsiting researches, through the established finite element analysis model on Type ∏ terminal restricted configuration transition section,its mechanical characteristics under the most unfavorable longitudinal load by changing the structural parameters of transition section are analyzed, focusing on the criterion that the range of maximum of longitudinal displacement is 3mm.Analysis results show that when the longitudinal force is being transmitted to the anchorage structure, the maximum stress and longitudinal displacement of main terminal restricted configuration are far less than the limit and this process has little influence on track geometrical regularity .The laying of sliding layer can ameliorate structural force and deformation. However, changing its friction coefficient has no effect. Moreover, as the soil is under elastic deformation stage, its elastic modulus presents significant effects on mechanical properties of transmit section while its internal friction angle and cohesion have no influence.

scholarly journals Comparison of Novel Seismic Protection Devices to Attenuate the Earthquake Induced Energy

Actuators ◽  
2021 ◽  
Vol 10 (4) ◽  
pp. 73
Author(s):  
Osman Hansu ◽  
Esra Mete Güneyisi
Keyword(s):  
Lateral Displacement ◽  
Time History ◽  
Seismic Protection ◽  
Base Shear ◽  
Seismic Demands ◽  
Nonlinear Time History Analyses ◽  
History Of ◽  
Protection Devices ◽  
Nonlinear Time History ◽  
Better Than

This study addresses an alternative use of viscous dampers (VDs) associated with buckling restrained braces (BRBs) as innovative seismic protection devices. For this purpose, 4-, 8- and 12-story steel bare frames were designed with 6.5 m equal span length and 4 m story height. Thereafter, they were seismically improved by mounting the VDs and BRBs in three patterns, namely outer bays, inner bays, and all bays over the frame heights. The structures were modeled using SAP 2000 software and evaluated by the nonlinear time history analyses subjected to the six natural ground motions. The seismic responses of the structures were investigated for the lateral displacement, interstory drift, absolute acceleration, maximum base shear, and time history of roof displacement. The results clearly indicated that the VDs and BRBs reduced seismic demands significantly compared to the bare frame. Moreover, the all-bay pattern performed better than the others.

scholarly journals Three-Axis Pneumatic Haptic Display for the Mechanical and Thermal Stimulation of a Human Finger Pad

Actuators ◽  
2021 ◽  
Vol 10 (3) ◽  
pp. 60
Author(s):  
Eun-Hyuk Lee ◽  
Sang-Hoon Kim ◽  
Kwang-Seok Yun
Keyword(s):  
Pulse Width Modulation ◽  
Haptic Feedback ◽  
Control Function ◽  
Lateral Displacement ◽  
Gain Control ◽  
Haptic Display ◽  
Positional Accuracy ◽  
Control Module ◽  
Haptic Displays ◽  
Human Finger

Haptic displays have been developed to provide operators with rich tactile information using simple structures. In this study, a three-axis tactile actuator capable of thermal display was developed to deliver tactile senses more realistically and intuitively. The proposed haptic display uses pneumatic pressure to provide shear and normal tactile pressure through an inflation of the balloons inherent in the device. The device provides a lateral displacement of ±1.5 mm for shear haptic feedback and a vertical inflation of the balloon of up to 3.7 mm for normal haptic feedback. It is designed to deliver thermal feedback to the operator through the attachment of a heater to the finger stage of the device, in addition to mechanical haptic feedback. A custom-designed control module is employed to generate appropriate haptic feedback by computing signals from sensors or control computers. This control module has a manual gain control function to compensate for the force exerted on the device by the user’s fingers. Experimental results showed that it could improve the positional accuracy and linearity of the device and minimize hysteresis phenomena. The temperature of the device could be controlled by a pulse-width modulation signal from room temperature to 90 °C. Psychophysical experiments show that cognitive accuracy is affected by gain, and temperature is not significantly affected.

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