Correcting B0 inhomogeneity-induced distortions in whole-body diffusion MRI of bone

Diffusion-weighted magnetic resonance imaging (DWI) of the musculoskeletal system has various applications, including visualization of bone tumors. However, DWI acquired with echo-planar imaging is susceptible to distortions due to static magnetic field inhomogeneities. This study aimed to estimate spatial displacements of bone and to examine whether distortion corrected DWI images more accurately reflect underlying anatomy. Whole-body MRI data from 127 prostate cancer patients were analyzed. The reverse polarity gradient (RPG) technique was applied to DWI data to estimate voxel-level distortions and to produce a distortion corrected DWI dataset. First, an anatomic landmark analysis was conducted, in which corresponding vertebral landmarks on DWI and anatomic T2-weighted images were annotated. Changes in distance between DWI- and T2-defined landmarks (i.e., changes in error) after distortion correction were calculated. In secondary analyses, distortion estimates from RPG were used to assess spatial displacements of bone metastases. Lastly, changes in mutual information between DWI and T2-weighted images of bone metastases after distortion correction were calculated. Distortion correction reduced anatomic error of vertebral DWI up to 29 mm. Error reductions were consistent across subjects (Wilcoxon signed-rank p < 10–20). On average (± SD), participants’ largest error reduction was 11.8 mm (± 3.6). Mean (95% CI) displacement of bone lesions was 6.0 mm (95% CI 5.0–7.2); maximum displacement was 17.1 mm. Corrected diffusion images were more similar to structural MRI, as evidenced by consistent increases in mutual information (Wilcoxon signed-rank p < 10–12). These findings support the use of distortion correction techniques to improve localization of bone on DWI.

Improving the torsional response of asymmetric buildings with self-centering controlled rocking steel braced frame system

Self-centering controlled rocking steel braced-frame (SC-CR-SBF) is proposed as an earthquake-resistant system with low damage. Pre-stressed vertical strands provide a self-centering mechanism in the system and energy absorbing fuses restrict maximum displacement. Presence of asymmetry in structures can highlight the advantages of employing this structural system. Moreover, these days designing and constructing asymmetric and irregular structures is inevitable and as a result of architectural attractiveness and requirements of different functions of buildings, they are of great importance. Consequently, in these types of structures in order to minimize seismic responses, particular measures should be taken into consideration. Proper distribution of strength and stiffness throughout the plan of structures with self-centering systems can play a considerable role in resolving problems associated with asymmetry in these structures. In this study, the asymmetric buildings with 10% and 20% mass eccentricities and having different arrangements of centers were simulated. The models were analyzed under a set of 22 bidirectional far-field ground-motion records and corresponding responses of maximum roof drift, acceleration and rotation of the roof diaphragms of the structures with different arrangements of the center of mass, stiffness and strength were computed and studied. Results show that proper distribution of stiffness and strength throughout the plan of the structures with SC-CR-SBF system reduces the maximum roof drift as well as the rotation of the roof diaphragm. With appropriate arrangement of the centers, maximum drift response of the asymmetric structure decreases as much as roughly 20% and the ratio of the maximum drift response of the asymmetric structure to the response of the similar symmetric structure with the same overall stiffness and strength was 1.1. In other words, maximum drift response of the asymmetric structure with SC-CR-SBF system is acceptably close to the one for the symmetric building.

Reproducibility of knee extensor and flexor contraction velocity in healthy men and women assessed using tensiomyography: A study protocol

Tensiomyography measures the radial displacement of a muscle during an electrically evoked twitch contraction. The rate of muscle displacement is increasingly reported to assess contractile properties. Several formulas currently exist to calculate the rate of displacement during the contraction phase of the maximal twitch response. However, information on the reproducibility of these formulas is scarce. Further, different rest intervals ranging from 10 s to 30 s are applied between consecutive stimuli during progressive electrical stimulation until the maximum twitch response. The effect of different rest intervals on the rate of displacement has not been investigated so far. The first aim of this study is to investigate the within and between-day reliability of the most frequently used formulas to calculate the rate of displacement. The second aim is to investigate the effect of changing the inter-stimulus interval on the rate of displacement. We will determine the rectus femoris and biceps femoris rate of displacement of twenty-four healthy subjects’ dominant leg on two consecutive days. The maximum displacement curve will be determined two times within three minutes on the first day and a third time 24 h later. On day two, we will also apply three blocks of ten consecutive stimuli at a constant intensity of 50 mA. Inter-stimuli intervals will be 10 s, 20 s or 30 s in each block, respectively, and three minutes between blocks. The order of inter-stimulus intervals will be randomized. This study will allow a direct comparison between the five most frequently used formulas to calculate the rate of displacement in terms of their reproducibility. Our data will also inform on the effect of different inter-stimulus intervals on the rate of displacement. These results will provide helpful information on methodical considerations to determine the rate of displacement and may thus contribute to a standardized approach.

Axial Compression Behaviour Analysis of Insulated Concrete Form (ICF) Wall Panel with Fibre Cement Board

Nowadays, one of the fastest growing technique is an Insulated Concrete Form (ICF). It has advantages like cost-effective, less maintenance, soundproof, energy-efficient, waterproof and disaster-resistant. ICF wall panels are made by interlocking Fibre Cement Board (FCB) sheet which poured in placed concrete. In this study, the behaviour of the ICF wall panel under axial compression is examined with experimental and analytical methods. ICF wall panels cast with various thickness and dense FCB are tested under axial compression. ICF panels with 1.2gm3/cm dense FCB with changing width of 6mm and 10mm were casted for experimental analysis. The experiments were carried out in an universal testing machine with the capacity of 600 kN. The maximum peak load of 540 kN is observed in FCB of 10mm thick and the maximum displacement of 13mm is observed in FCB80 at the peak load. An analytical investigation is carried with Euler’s crippling load equation and an average variation of 12% is observed between analytical and experimental results. It is concluded that the ICF system of construction provides desirable plastic behaviour against axial compressive loading. Hence ICF is recommended for construction to get the maximum benefits of the wall while it reaches ultimate strain.

Influence of the position of the center of mass of a trailer category O1 on the stability of the road train

In a number of operational properties of motor vehicle (ATZ) at the tendency of increase of speeds of movement the most important indicators of the kept quality, in any modes, are stability and controllability. The choice of constructive parameters of ATZ providing these properties increases active safety of operation and reduces probability of road accidents during the execution of transport operations. From the point of view of practical purposes at operation of ATZ not only the reason of infringement of stability becomes important, and reaction of ATZ to it and control actions of the driver which are ambiguous and unstable. Therefore, it is assumed that the stability and controllability of the ATZ movement should be provided by the design parameters of the machine itself. The result of the analysis of the course stability of the road train was the expression of the critical speed of rectilinear motion. According to the developed mathematical model, the critical velocity is determined. Calculations were made for a road train consisting of a VAZ-2107 car and the uniaxial trailer for different loads of the trailer and different location of its center of mass. According to the initial data inherent in the nominal load of the car and the maximum load of the trailer and the location of the center of mass of the trailer on the longitudinal axis and in the center of mass of the loading platform, the critical speed is about 36 m/s (129.6 km/h). In transient modes of movement, such as "entering the circle and moving in a circle", "jerk of the steering wheel", "shift", "snake", displacement of the center of mass of the trailer in both the longitudinal and transverse planes, the critical speed decreases, and more significantly reduction occurs when the transverse displacement of the center of mass. Thus, if at the maximum displacement of the center of mass of the trailer on the x-axis (x = -0.75 m) the rate of oscillation instability decreases by 36.4% (Gn = 350 kg), 38.4% (Gn = 500 kg) and 44.3% (Gn = 750 kg) in comparison with this speed in the absence of displacement, then at the maximum displacement along the y -axis in the rate of oscillation instability decreases by 45.4%, 55.2% and 63.6%, respectively. In the case of such a trailer loading, the center of mass of the trailer shifts along both the x-axis and the y-axis, there is a further decrease in both the critical speed of the road train and the rate of oscillation instability. This must be taken into account when loading the trailer.

Stiffness Degradation of Shear Wall with Frame Column and its Influence to Structural Performance

The shear wall with frame column has a wide application prospect in practical engineering for it has better ductility, bearing capacity and stiffness degradation than the shear wall with unframed column. In this paper, the finite element model of shear wall with frame column for an experiment was established in ABAQUS software firstly, Then on the base of proving the model’s precision, the axial compression ratio and the stiffness ratio of shear wall with frame column were adjusted, the influence of different axial compression ratio and stiffness ratio on the stiffness degradation coefficient was analyzed and the corresponding formulas were fitted. At last, by changing the axial compression ratio and the stiffness ratio of shear wall with frame column, The influence of stiffness degradation on the maximum displacement amplification coefficient and the bottom shear amplification coefficient were studied and the relevant formulas were fitted.

Study on Structural Performance of Horizontal Axis Wind Turbine with Air Duct for Coal Mine

Considering the characteristics of narrow underground space and energy distribution, based on blade element momentum theory, Wilson optimization model and MATLAB programming calculation results, the torsion angle and chord length of wind turbine blade under the optimized conditions were obtained. Through coordinate transformation, the data were transformed into three-dimensional form. The three-dimensional model of the blade was constructed, and the horizontal axis wind turbine blade under the underground low wind speed environment was designed. The static structural analysis and modal analysis were carried out. Structural design, optimization calculation and aerodynamic analysis were carried out for three kinds of air ducts: external convex, internal concave and linear. The results show that the velocity distribution in the throat of linear air duct is relatively uniform and the growth rate is large, so it should be preferred. When the tunnel wind speed is 4.3 m/s and the rated speed is 224 rad/s, the maximum displacement of the blade is in the blade tip area and the maximum stress is at the blade root, which is not easy to resonate. The change rate of displacement, stress and strain of blade is positively correlated with speed. The energy of blade vibration is mainly concentrated in the swing vibration of the first and second modes. With the increase in vibration mode order, the amplitude and shape of the blade gradually transition to the coupling vibration of swing, swing and torsion. The stress and strain of the blade are lower than the allowable stress and strain of glass fiber reinforced plastics (FRP), and resonance is not easy to occur in the first two steps. The blade is generally safe and meets the design requirements.

Interplay of Holocene surface faulting and climate in the Central Po Plain, Italy

Understanding the recent events marking the late Quaternary history of the Po Plain (N-Italy) is of overriding importance to decipher the record of depositional versus erosional phases, and their interplay with climatic, tectonic, and human forcing. We reconstructed the structural setting and chronostratigraphy of a Holocene succession crosscut by a thrust fault located south of Montodine (Cremona, Italy) within the Po Plain. The fault shows a maximum displacement up to one meter. Radiocarbon dating fixes a minimum age of 11.9 cal ka BP for the postglacial river entrenchment and constrains the fault movement age between 5.9 and 3.4 cal ka BP. Undeformed Late Medieval coarse gravels cover the faulted succession. Due to the outcrop position, lying above the buried frontal thrusts of the Southern Alps and North Apennines, we propose that faulting results from secondary surface effects induced by seismic shaking. We discuss two main mechanisms, both related to lateral spreading, that can result in the formation of reverse faults close to the surface. The Soncino area, recording one of the strongest historical earthquakes of the central Po Plain (1802), is considered as a possible source for seismic shaking. The results of this study are a contribution for the assessment of the potential seismic hazard in one of the most populated regions of Europe.

Effects of the highway live load on the additional forces of the continuously welded rails of a long-span suspension bridge

High-speed running trains have higher regularity requirements for rail tracks. The track-bridge interaction of long-span bridges for high-speed railways has become a key factor for engineers and researchers in the last decade. However, studies on the track-bridge interaction of long-span bridges are rare because the bridges constructed for high-speed railways are mainly short- or moderate-span bridges, and the effects of the highway live load on the additional forces of continuously welded rails (CWRs) have not been reported. In the present study, the effects of the highway live load on the additional forces of a CWR of a long-span suspension bridge are investigated through numerical simulations. A track-bridge spatial analysis model was established using the principle of the double-layer spring model and the bilinear resistance model. The additional stress and displacement of the rail are calculated, and the effects of the highway live load are analyzed and compared with those without a highway live load. The results show that the highway live load has an obvious effect on the additional forces of a CWR. Under a temperature force, the highway live load increases the maximum tensile stress and compressive stress by 10 and 13%, respectively. Under a bending force, the highway live load increases the maximum compressive rail stress and maximum displacement by 50 and 54%, respectively. Under a rail breaking force, when the highway live load is taken into consideration, the rail displacement at both sides of the broken rail varies by 50 and 42%, respectively. The highway live load must be taken into consideration when calculating the additional forces of rails on highway-railway long-span bridges.