Torsion axis during barefoot and shod lateral jab

2011 ◽  
Vol 3 (sup1) ◽  
pp. S154-S155
Author(s):  
Eveline Silvia Graf
Keyword(s):  
2007 ◽  
Vol 591 ◽  
pp. 321-337 ◽  
Author(s):  
ATTILA J. BERGOU ◽  
SHENG XU ◽  
Z. JANE WANG

Wing pitch reversal, the rapid change of angle of attack near stroke transition, represents a difference between hovering with flapping wings and with a continuously rotating blade (e.g. helicopter flight). Although insects have the musculature to control the wing pitch during flight, we show here that aerodynamic and wing inertia forces are sufficient to pitch the wing without the aid of the muscles. We study the passive nature of wing pitching in several observed wing kinematics, including the wing motion of a tethered dragonfly, Libellula pulchella, hovering fruitfly, hovering hawkmoth and simplified dragonfly hovering kinematics. To determine whether the pitching is passive, we calculate rotational power about the torsion axis owing to aerodynamic and wing inertial forces. This is done using both direct numerical simulations and quasi-steady fluid force models. We find that, in all the cases studied here, the net rotational power is negative, signifying that the fluid force assists rather than resists the wing pitching. To further understand the generality of these results, we use the quasi-steady force model to analyse the effect of the components of the fluid forces at pitch reversal, and predict the conditions under which the wing pitch reversal is passive. These results suggest the pitching motion of the wings can be passive in insect flight.


2012 ◽  
Vol 2012 ◽  
pp. 1-6 ◽  
Author(s):  
Eveline S. Graf ◽  
Ian C. Wright ◽  
Darren J. Stefanyshyn

The two main movements occurring between the forefoot and rearfoot segment of a human foot are flexion at the metatarsophalangeal joints and torsion in the midfoot. The location of the torsion axis within the foot is currently unknown. The purpose of this study was to develop a method based on Cardan angles and the finite helical axis approach to calculate the torsion axis without the effect of flexion. As the finite helical axis method is susceptible to error due to noise with small helical rotations, a minimal amount of rotation was defined in order to accurately determine the torsion axis location. Using simulation, the location of the axis based on data containing noise was compared to the axis location of data without noise with a one-samplet-test and Fisher's combined probability score. When using only data with helical rotation of seven degrees or more, the location of the torsion axis based on the data with noise was within 0.2 mm of the reference location. Therefore, the proposed method allowed an accurate calculation of the foot torsion axis location.


2012 ◽  
Vol 45 (15) ◽  
pp. 2680-2683 ◽  
Author(s):  
Eveline S. Graf ◽  
Darren J. Stefanyshyn
Keyword(s):  

2013 ◽  
Vol 456 ◽  
pp. 256-259 ◽  
Author(s):  
Fei Ren ◽  
Da Tong Qin ◽  
Xiao Ling Wu

Against the transmission characteristics of the double helical gear pair, considering the time-varying mesh stiffness, the bearing radial and axial stiffness, the tensile and compressive stiffness of the transmission shaft, the bending stiffness of that, error excitations, and corresponding dampings, a double helical gear pair bending-torsion-axis coupling dynamic model was established by using the lumped parameter method based on the gear meshing theory and Lagrange equations. Based on the model, the dynamic response of double helical gear pair was solved, and taking the right side of helical gear as an example, the frequency spectrum characteristics of dynamic meshing force of the right side of helical gear were mainly analyzed. This research establishes the foundation for dynamic performance optimizations and reliability designs of the double helical gear pair transmission system in the future.


1955 ◽  
Vol 28 (3) ◽  
pp. 694-710 ◽  
Author(s):  
Werner Kuhn ◽  
Othmar Künzle

Abstract For the purpose of testing recently published theoretical relationships, the dynamic viscosity and dynamic modulus of elasticity of a lightly vulcanized rubber were measured. In these experiments, a sample of rubber in sheet form was inserted axially in a torsion pendulum system, so that the sheet was subjected to a periodic torsional deformation. Because of the dynamic modulus of elasticity of rubber, the frequency, and because of the dynamic viscosity, the damping of the resulting swing, are modified. In the region examined, the viscosity, η, is independent of the amplitude of the periodic deformation. The viscosity, η, does, however, depend on the period T of the swing to which the sample is subjected, i.e., η is practically proportional to the period T. Thus, (η/T) is approximately constant. With the samples used in the experiments, the magnitude of the ratio, η/T, was found to be approximately (2.5−4)×104 poises per second. If the rubber is stretched along the torsion axis, the viscosity decreases, and for an elongation of 100 per cent, η is about one-half as great as for the unstretched rubber. The reduction of viscosity is greater immediately after stretching than at some later time after stretching. The reduction of viscosity and its time dependence can be plausibly related to a model. The dynamic modulus of elasticity is almost independent of the period that the sample is deformed torsionally, as well as of the elongation along the torsion axis. For the samples tested, Edyn=(3−5)×106 dynes per sq. cm. In order to obtain a more accurate test of the theoretical relationships, the creep curve was measured in addition to the dynamic viscosity and E modulus of one individual sample. Measurements of the linear creep curve were made, i.e., the time dependence of linear deformation at constant load, as well as of the torsional creep curve, i.e., the time dependence of the torsion angle at constant torque. The deformation, represented as a function of the logarithm of time, is a straight line in the torsion experiment and almost a straight line in the linear elongation experiment. In both these experiments, the location and slope of the flow curves defines the constants a and b, from which the absolute value of the viscosity η, e.g., for a period of 20 seconds, could be calculated. This calculated value of η agrees well with the experimental values; small deviations indicate that the density distribution of the relaxation times is increasing somewhat more than in proportion to 1/τ in the region of very small relaxation times. The constants a and b derived from the linear creep curves and from the torsion creep curves differ considerably, although the η values, computed from their combination, are almost the same. This may be due to the fact that the rubber becomes anisotropic when it is deformed and that this anisotropy affects the restoring forces and the relaxation phenomena differently in the case of linear deformation and in the case of torsional deformation.


Author(s):  
Naoki Tani ◽  
Mizuho Aotsuka ◽  
Junichi Kazawa

Flutter has been a very important and severe problem for gas turbines, and its importance is increasing since a modern jet engine has very thin blades to reduce weight. There have been a lot of researches on its mechanism and evaluation technique[1][2][3], however, almost all of these researches are done by CFD, forced excitation and post evaluation of engine test. Among these activities, it became clear that torsion axis plays an important role to suppress flutter onset, however, there are few data on direct measurement during flutter on an influence of torsion axis. In the present study, two blade cascades which has different torsion axis were prepared and evaluate flutter can truly suppressed or not. Test rig was designed not to disturb circumferential disturbance which is generated by flutter at the test cascade, and pressure fluctuation transduces are introduced to measure pressure field during flutter vibration. The first test campaign will be held February 2016, and the experimental data will be compared with design and CFD results. The data will help clarifying the present design criteria can be truly applied to actual flutter onset and suppression. The present paper reports rig and blade design, and these evaluations by CFD simulations.


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