Biomechanical Performance Analysis of the Monolateral External Fixation Devices with Steel and Composite Material Frames under the Impact of Axial Load

This paper describes comparative analysis of the biomechanical performances conducted on the external fixation devices whose frames are made out of two different material (stainless steel and composite material). Biomechanical properties were determined with experimental and FEM (finite element method) models which are used to study the movement of the fracture crack, establish stiffness of the design solutions and monitor generated stresses on the zones of interest. Geometric modeling of two fixation devices configurations B50 and C50 is used as a basis for structural analysis under the impact of axial load. Structural analysis results are confirmed with an experimental setup. Analyzed deflection values in the load and fracture zones are used to define the exact values of the stiffness for the construction design and fracture, respectively. The carbon frame device configuration has 28% lower construction stiffness than the one with the steel frame (for B50 configuration), i.e., 9% (for C50 configuration). In addition, fracture stiffness values for the composite frame application are approximately 23% lower (B50 configuration), i.e., 13% lower (C50 configuration), compared to steel frame. The carbon frame device has about 33% lower stresses at the critical zones compared to the steel frame at the control zone MM+ and, similarly, 35% lower stresses at the control zone MM-. With an exhausting analysis of the biomechanical properties of the fixation devices, it can be concluded that steel frame fixation device is superior, meaning it has better biomechanical characteristics compared to carbon frame fixation device, regarding obtained data for stresses and stiffnesses of the frame construction and fracture. Considering stresses at the critical zones of the fixation device construction, the carbon frame device has better biomechanical performances compared to steel frame devices.

Dynamical efficiency for multimodal time-varying transportation networks

Spatial systems that experience congestion can be modeled as weighted networks whose weights dynamically change over time with the redistribution of flows. This is particularly true for urban transportation networks. The aim of this work is to find appropriate network measures that are able to detect critical zones for traffic congestion and bottlenecks in a transportation system. We propose for both single and multi-layered networks a path-based measure, called dynamical efficiency, which computes the travel time differences under congested and free-flow conditions. The dynamical efficiency quantifies the reachability of a location embedded in the whole urban traffic condition, in lieu of a myopic description based on the average speed of single road segments. In this way, we are able to detect the formation of congestion seeds and visualize their evolution in time as well-defined clusters. Moreover, the extension to multilayer networks allows us to introduce a novel measure of centrality, which estimates the expected usage of inter-modal junctions between two different transportation means. Finally, we define the so-called dilemma factor in terms of number of alternatives that an interconnected transportation system offers to the travelers in exchange for a small increase in travel time. We find macroscopic relations between the percentage of extra-time, number of alternatives and level of congestion, useful to quantify the richness of trip choices that a city offers. As an illustrative example, we show how our methods work to study the real network of a megacity with probe traffic data.

Ship control in storm conditions

Приведены выражения для определения периодов собственных поперечных и продольных колебаний судна, как точные, так и приближённые, но в тоже время достаточные для их практического использования на судне. Представлены формулы для расчёта поперечной метацентрической высоты после принятия груза судном перед выходом в море. Выведены формулы для определения критических зон резонансной качки по крену и дифференту, как по скорости судна, так и по курсовому углу по отношению к направлению распространения штормового волнения моря. Представлены формулы для определения кажущегося периода встречи судна с волной, которые являются основой для расчёта резонансных зон. Выведенные соотношения для определения зоны резонанса по скорости судна при заданном курсовом угле и по курсовому углу при заданной скорости судна представлены при условии известного периода штормового волнения моря и курсового угла судна по отношению к направлению распространения волнения моря. Приведены формулы для определения амплитуды качки в условиях резонанса, если отношение периода собственных колебаний судна к кажущемуся периоду волны находится в пределах 0,7 – 1,3. Представлены выражения для определения амплитуд качки по крену и дифференту, вызывающие морскую болезнь у персонала, а также критические значения боковых перегрузок, влияющих на правильность его действия. Expressions for determining the periods of the natural transverse and longitudinal vibrations of the vessel, both exact and approximate, are given, but at the same time sufficient for their practical use on the vessel. The formulas for calculating the transverse metacentric height after the cargo has been accepted by the vessel before going to sea are presented. Formulas are derived for determining the critical zones of resonant pitching in terms of roll and trim, both in terms of the ship's speed and in the heading angle in relation to the direction of propagation of storm waves of the sea. The formulas for determining the apparent period of the ship's meeting with the wave are presented, which are the basis for calculating the resonance zones. The derived relations for determining the resonance zone by the speed of the vessel at a given heading angle and by the heading angle at a given speed of the vessel are presented under the condition of a known period of stormy sea waves and the heading angle of the vessel in relation to the direction of propagation of sea waves. Formulas are given for determining the amplitude of pitching under resonance conditions if the ratio of the period of natural oscillations of the vessel to the apparent period of the wave is within 0.7 - 1.3. Expressions for determining the amplitudes of roll and pitch that cause motion sickness in personnel, as well as the critical values of lateral g-forces that affect the correctness of its action, are presented.

Comparison Study between Theoritical and Numerical Analyses for Ball Bearing

In this paper, a comparison study has been presented to see the difference between the theoretical and finite element analysis for ball bearing. Throughout that study, a finite element analysis is performed to determine the maximum contact pressure and maximum stresses induced in the bearing components; rolling elements and rings. Another purpose of this analysis is to validate the most critical zones in the bearing for knowing the scenario of generating this stress and pressure which enabling the specialists to determine the initiation point for failure in the bearing. The comparison between the results of the numerical study with theoretical one has showed the good agreement outputs of this numerical study. In addition, this analysis could give the displacements and deformations that raised in the bearing elements at the highest critical zones.

Accounting method for residual technological stresses in modeling the stress-deformed state of a railway wheel disk. Report 1

The work is devoted to development of a method for accounting residual technological stresses in wheel disks, which will provide both the versatility of the approach and the accuracy of calculations. The analysis of stresses in the wheel disk from the action of assembly (interference between the hub and the axle) and operational loads is carried out on basis of the results of finite element modeling. Verification of adequacy of the used model was made by comparing the calculated information with the experimental data of JSC “VNIIZHT”. The analysis of calculated and experimental values of radial stresses was carried out for the most loaded (critical) zones of the disk during operation – the zones of its interface with the rim and the hub. It was found that by setting the interference fit value to be greater than the actual one, it is possible to obtain the formation of additional stresses in the wheel, which, with a sufficient degree of accuracy, reflect the effect of residual technological stresses on its stress-strain state. On the example of calculating a wheel with a flat-conical disk (GOST 10791 – 2011), it is shown that an increase in the interference fit value by 60 % (from 0.25 mm to 0.4 mm per diameter) makes it possible to adequately predict the magnitude of stresses in the most critical disk elements. The maximum relative deviations of the calculated values of radial stresses from the experimental ones, both along the outer and inner sides of the wheel, do not exceed 14 %. Despite the simplicity of implementation, the proposed method provides an increase in the accuracy of predicting the strength characteristics of wheels, as well as the possibility of using it for various standard wheel sizes.

Finite Element Modeling of the Dynamic Response of Critical Zones in a Ballasted Railway Track

The critical zones are the discontinuities along a railway line that are highly susceptible to differential settlement, due to an abrupt variation in the support conditions over a short span. Consequently, these zones require frequent maintenance to ensure adequate levels of passenger safety and comfort. A proper understanding of the behavior of railway tracks at critical zones is imperative to enhance their performance and reduce the frequency of costly maintenance operations. This paper investigates the dynamic behavior of the critical zone along a bridge-open track transition under moving train loads using two-dimensional finite element approach. The influence of different subgrade types on the track behavior is studied. The effectiveness of using geogrids, wedge-shaped engineered backfill and zone with reduced sleeper spacing in improving the performance of the critical zone is evaluated. The numerical model is successfully validated against the field data reported in the literature. The results indicate that the subgrade soil significantly influences the track response on the softer side of the critical zone. The difference in vertical displacement between the stiffer and the softer side of a track transition decreases significantly with an increase in the strength and stiffness of the subgrade soil. The subgrade layer also influences the contribution of the granular layers (ballast and subballast) to the overall track response. As the subgrade becomes stiffer and stronger, the contribution of the granular layers to the overall track displacement increases. The mitigation techniques that improve the stiffness or strength of granular layers may prove more effective for critical zones with stiff subgrade than critical zones with soft subgrade. Among all the mitigation techniques investigated, the wedge-shaped engineered backfill significantly improved the performance of the critical zone by gradually increasing the track stiffness.

Stream Power determination along of a basin: First trial in the Chancay-Lambayeque basin.

<p>The Peruvian coast is one of the driest in the world, but it is continuously affected by extraordinary rains associated with El Niño and/or La Niña phenomenon. During these periods of intense rainfall, high flow rates are registered and gravitational processes are reported along the valleys, such as: landslides, debris flow, rock falls, avalanches, among others.</p><p>This work presents the first estimation of the Stream Power, relationship between the energy, the flow, the slope of the channel and the density of the flow of the Chancay - Lambayeque basin, with the objective of determining the energy of the main rivers in the basin and relating with gravitational processes and damage to infrastructures.</p><p>We use two softwares: LSDTopoTools and ArcSWAT (version for ArcGIS 10.6). Using high resolution Digital Elevation Models (Alos Palsar, 12.5 m) we delimit the basin, its drainage area, water network and slope using LSDTopoTools. Subsequently, we use the SWAT program.</p><p>First, the sub-basins were delimited. Second, the Hydrological Response Units (HRU) were obtained, applying the Land Use data and the FAO base guide on soil types updated by the Ministry of Agriculture and Irrigation of Peru (MINAGRI). Third, we process data on temperature, wind speed, humidity, solar radiation and rainfall from 1970 - 2018 from five meteorological stations distributed in the study basin, whose data were provided by the National Meteorology and Hydrology Service of Peru (SENAMHI). Next, we include in the analyzes the flow data from the Tinajones reservoir (6° 38´S, 79° 29´W). Finally, the annual flow rates (Hm<sup>3</sup>/s) were simulated and adjusted using SWATCup.</p><p>The results show an average flow for the year 2018 that varies from 13 Hm<sup>3</sup>/s - 49 Hm<sup>3</sup>/s. This means that the Stream Power varies from 1.3x10<sup>12</sup>Kw-4.8x10<sup>12</sup>Kw, the maximum power coinciding with the location of the Tinajones reservoir in the middle basin.</p><p>These results have allowed us to identify that 73% of the critical zones (zones with presence of gravitational processes) are in the sections where the rivers register high Stream Power; and in the same way in these sections geological dangers predominate such as flows and rock falls. In addition, infrastructures were located that may be susceptible to being damaged (e.g. three bridges, where flows range between ~22-35 Hm<sup>3</sup>/s) and/or may compromise the health of the inhabitants (e.g. five mining deposits located along the basin, considered high risk).</p><p>And to conclude, because the Tinajones reservoir is reaching its maximum capacity, a possible area was identified where a new reservoir can be housed (complying with all technical conditions), whose location would be 20 km to the east, in the province of Chumbil Alto (Cajamarca - Peru).</p>