Elastic buckling and flexural rigidity of graphene nanoribbons by using a unique translational spring element per interatomic interaction

2012 ◽  
Vol 53 (1) ◽  
pp. 388-395 ◽  
Author(s):  
Georgios I. Giannopoulos
2001 ◽  
Vol 90 (6) ◽  
pp. 2041-2047 ◽  
Author(s):  
Rodney K. Lambert ◽  
Peter D. Paré ◽  
Mitsushi Okazawa

We have observed that small, membranous bronchioles from rabbits, in which the smooth muscle is not activated, experience a critical elastic buckling involving the whole airway wall during deflation of the lung. This implies that, at some point during the deflation, the airway wall goes from being in a state of tension to a state of compression. At the transition, there is neither net tension nor net compression in the wall, and the transmural pressure difference must, therefore, be zero. Thus at this point, the pressure difference across the muscle that results from the passive stress in the muscle is just balanced by the pressure difference across the folded mucosal membrane. We estimated the muscle stress, and hence the pressure across the muscle, from published data on rabbit trachealis (Opazo-Saez A and Paré PD, J Appl Physiol 77: 1638–1643, 1994) and equated this to the pressure across the folded membrane. By using a theoretical prediction of this pressure (Lambert RK, Codd SL, Alley MR, and Pack RJ, J Appl Physiol 77: 1206–1216, 1994), together with the results of our morphometric measurements on these airways, we estimated that the flexural rigidity of the folding membrane in peripheral rabbit airways is of the order of 10−12 Pa · m3. This value implies that, in these airways, membrane folding provides significant resistance to airway smooth muscle shortening.


Author(s):  
Bart D. Frischknecht ◽  
Larry L. Howell ◽  
Spencer P. Magleby

This paper explores the development and performance of new constant-force compliant mechanisms that involve the addition of a translational spring element to slider-crank constant force mechanisms. The translational spring element has the additional requirement that, similar to a slider, it resists off-axis loads sufficiently to permit translation along only one axis. Geometric and energy storage parameters have been determined by optimization for five classes of mechanisms. The results of the optimization are values for geometric and energy storage parameters for each mechanism class for various levels of the translational spring parameter and various levels of constant-force behavior. The new configurations experience decreasing performance with increasing translational spring stiffness. The potential to implement a translational spring that also acts as a slider link provides the motivation for the new configurations. Such a spring would have the potential to completely remove friction from the mechanism and provide a constant-force solution that could replace current solutions such as hydraulic or pneumatic devices. The new configurations also have the potential to be manufactured as one piece or in layers, opening up new arenas for compressive constant-force mechanisms. Prototyping and testing of one of the new configurations are included as an example to demonstrate the use of the behavioral model.


2020 ◽  
Vol 63 (7) ◽  
pp. 668-682
Author(s):  
Yu I Ustinovshchikov

1986 ◽  
Vol 14 (4) ◽  
pp. 264-291
Author(s):  
K. L. Oblizajek ◽  
A. G. Veith

Abstract Treadwear is explained by specific mechanical properties and actions of tires. Rubber shear stresses in the contact zone between the tire and the road become large at large slip angles. When normal stresses are insufficient to prevent sliding at the rear of the footprint, wear occurs at a rate that depends on test severity. Two experimental approaches are described to relate treadwear to tire characteristics. The first uses transducers imbedded in a simulated road surface to obtain direct measurements of contact stresses on the loaded, freely-rolling, steered tires. The second approach is developed with the aid of a simple carcass, tread-band, tread-rubber tire model. Various tire structural configurations; characterized by carcass spring rate, edgewise flexural band stiffness, and tread rubber shear stiffness; are simulated and lateral shear stress response in the contact zone is determined. Tires featuring high band stiffness and low carcass stiffness generate lower lateral shear stress levels. Furthermore, coupling of tread-rubber stiffness and band flexural rigidity are important in determining level of shear stresses. Laboratory measurements with the described apparatus produced values of tread-band bending and carcass lateral stiffness for several tire constructions. Good correlation is shown between treadwear and a broad range of tire stiffness and test course severities.


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