The excellent lubrication present within mammalian synovial joints attracted scientific interest, and some close-to-realistic models were applied to study the mechanism in vitro. In this project, the synergistic lubrication of synovial fluid was investigated by using 1,2-Dipalmitoyl-sn-glycero-3-phosphatidylcholine (DPPC), hyaluronic acid (HA), and phosphate-buffered saline (PBS buffer) to mimic the synovial fluid. Lubrication by the model synovial fluid was studied using borosilicate glass specimens in Mini-Traction Machine (MTM). The experiments proved that the DPPC vesicle solution and mixed DPPC/HA solution had excellent lubrication ability, stemming both from adsorption of a lubricious layer at the surface of glass specimens and from presence of material reservoir available for repair of wear defects in the lubricious layer. Comparing the macroscale results obtained in this project by MTM with the results in previous studies on microscale by using AFM, we concluded that the microscale study of synergistic lubrication could predict macroscale results, even though some differences were detected due to limited possibilities for exact replication of experimental conditions at the two scales.

This thesis contains the design and simulation test results for the implementation of a new all-wheel drive (AWD) torque vectoring (TV) control system. A separate algorithm using standard control methods is included in this study for a comparison. The proposed controller was designed to be applied to an AWD independent drive electric vehicle, however the main concepts can be re-purposed for other vehicle drive train configurations. The purpose of the control system is to assist the driver in achieving a desired vehicle trajectory whilst also maintaining stability and control of the vehicle. This is accomplished by measuring various real time parameters of the vehicle and using this information as feedback for the control system to act on. The focus of this thesis resides on the controller. Hence, this study assumes perfect observation of feedback parameters, therefore some uncertainties are not accounted for. Using feedback parameters, the control system will manage wheel slip whilst simultaneously generating a torque around the center of gravity of the vehicle by applying a torque differential between the left and right wheels. The proposed TV algorithm is simulated in MATLAB/Simulink along with another separate TV algorithm for comparison. Both algorithms are comprised of two main parts: a slip ratio controller applied to each wheel individually and stability controller that manages yaw rate and side slip of the vehicle. The new algorithm leverages the super twisting algorithm for the slip ratio controller and uses a fusion of a linear quadratic regulator with the integral term of a super twisting algorithm to implement the yaw rate and side slip controller. The other algorithm used for comparison derives its implementation for the slip ratio controller and yaw rate and side slip controllers from simple and standard first order sliding mode control methods. Both control algorithms were tested in three different main tests: anti-lock braking, sine dwell (SD) steering, and constant steering angle (CSA) tests. To increase the comprehensive nature of the study, the SD and CSA tests were simulated at 3 speeds (30,50, and 80 mph) and the steering angle parameter was varied from 2 to 24 degrees in increments of 2. The result of this study proves that the proposed controller is a feasible option for use in theory. Simulated results show advantages and disadvantages of the new controller with respect to the standard comparison controller. Both controllers are also shown to provide positive impacts on the vehicle response under most test conditions.

This thesis investigates the feasibility of using Silicon Carbide (SiC)-based multiphase inverters (MPIs) for transportation electrification applications. The research begins with a comprehensive review on the state-of-the-art of MPIs, focusing on voltage source inverters (VSIs) and nine-switch inverters (NSIs), with five-, six-, and nine-phase configurations. The quantitative and qualitative analyses demonstrate that the six-phase VSI is the most promising topology, offering reduced DC-capacitor requirements, lower cabling cost, and higher fault tolerance capability while maintaining the same efficiency and power device count of a three-phase VSI. The feasibility of the SiC-based six-phase inverter is further investigated at the vehicle level, where a vehicle model is developed to study the energy consumption under different drive cycles. The resulting indicate an 8% improvement in vehicle mileage and fuel economy of the SiC-based six-phase inverter compared to its Si-based counterpart. This thesis also examines the current and voltage stresses on the DC-bus capacitor in two-level six-phase VSIs. The study considers two configurations of load/winding spatial distribution: symmetric and asymmetric. Consequently, analytical formulas for the DC-bus capacitor current and voltage ripples are derived. Furthermore, simple capacitor sizing rules in six-phase VSIs with different load configurations are provided. The accuracy of the derived formulas is verified by simulation and experimental testing, and their boundary conditions are identified. Six-phase VSI supplying symmetric loads was found to yield the smallest capacitor size. Based on the foregoing technology review and analyses, a holistic design methodology for a 100 kW SiC-based six-phase traction inverter for an electric vehicle application is presented. The proposed methodology considers the device power level, where discrete SiC MOSFETs are utilized, and the DC-capacitor sizing, where a multi-objective optimization algorithm is proposed to find the most suitable capacitor bank. Mechanical and thermal design constraints are also explored to deliver a compact housing with an integrated coolant channel. The resultant inverter design from the proposed electrical-thermal-mechanical design methodology is prototyped and experimentally tested, demonstrating a 7% reduction in DC-capacitor volume and 21% reduction in cabling cost when compared to conventional three-phase inverters of the same volt-ampere rating. The peak power density of the prototype inverter is 70 kW/L, demonstrating a compact design. Besides, the proposed design is benchmarked against commercial six-phase inverter models, whereby the competitiveness of the proposed design is highlighted. Finally, the unique control aspects of six-phase electric motor drives are investigated to identify suitable controls strategies for various operating conditions. The study places special emphasis on high-speed operation and evaluates several overmodulation techniques. An adaptive flux-weakening control algorithm is also proposed for the six-phase motor drive, which significantly improves the DC-bus voltage utilization of the inverter when used in conjunction with overmodulation. Overall, this thesis provides a comprehensive study of SiC-based six-phase traction inverters and proposes a holistic design methodology that considers electrical, thermal, and mechanical aspects. The results demonstrate the feasibility and advantages of SiC-based six-phase traction inverters for electric vehicle applications. / Thesis / Doctor of Philosophy (PhD) / Electric cars are continuously challenged to meet regulatory mandates that become stricter by the day. This is driven by the need for a clean, reliable, affordable, and sustainable transportation system. In this research, a novel, more reliable, and cost-effective power control unit (PCU) is proposed. The PCU manages the power flow regulation between the battery and the motor(s). The proposed PCU employs the same number of devices as a traditional counterpart, yet in a more modular architecture that doubles the safety factor compared to the standard design. In fault scenarios where the traditional PCU would fail, the proposed PCU would continue operating at half power, allowing the driver and passengers to reach a safe destination before the car is repaired. Extensive analyses were undertaken to identify an optimal design in terms of performance, size, and cost. Then, an engineering prototype is constructed and tested on an electric drivetrain testbed. Finally, the prototype is benchmarked against commercial competitors in the market to establish its economical feasibility.

Today, Alstom has several types of High-Voltage sections (HV), which are adapted for every new type of train. Some are very similar in size and components and others are more different. The purpose of this master's thesis was to come up with a way to split this HV box into smaller modules and assemble them using frame- and fastener concepts to simplify the manufacturing and assembly of the HV section. The work consisted of concept generation in parallel or both the frames and fasteners, then evaluating them through matrices using different priorities and parameters. The detail-construction used supported simulations and discussions with Alstom to come up with the final product while incorporating the existing demands of lifespan, durability, and IP-rating. The result was two different fastening concepts between modules which were named “Twist Lock” and “Corner Cut”. They are both using a frame design that utilized adaptable plates that differentiated depending on the intended purpose of the module and its placement in the configuration. The majority of the frame is standardized for all modules while smaller gland plates with different electrical connections are placed depending on the internal components. The fasteners were chosen for ease of assembly according to set strength requirements. “Corner Cut” uses the corners on the exterior of the frame to assemble using bolts and nuts. The “Twist Lock” concept is fastened through the interior and the frame was adjusted so that assembly does not interfere with the internal components. If one of the concept is chosen to be used, Alstom will be able to offer eight different configurations, instead of the two configurations that they have today. To proceed, the attachment must be tested practically based on the set strength requirements. / Idag har Alstom flera typer av högspännings-sektioner (HV) som är anpassade för varje ny tågtyp. Vissa av dem är mycket lika i storlek och komponenter och andra skiljer sig mer åt. Syftet med detta examensarbete var att hitta ett sätt att dela upp denna HV-låda i mindre moduler och montera dem med hjälp av ram- och infästningskoncept för att förenkla tillverkningen och monteringen av HV-sektionen. Arbetet bestod av konceptgenerering parallellt för både ramarna och infästningen, sedan utvärdera dessa genom matriser med olika prioriteringar och parametrar. Detaljkonstruktionen använde stödjande simuleringar och diskussioner med Alstom för att komma fram till den slutliga produkten samtidigt som de befintliga kraven på livslängd, hållbarhet och IP-klassning integrerades. Arbetet resulterade i två olika infästningskoncept mellan modulerna som namngavs “Twist Lock” och “Corner Cut”. De använder båda en ramdesign som utnyttjar anpassningsbara plattor som skiljer sig beroende på modulens syfte och placering i tänkt konfiguration. Majoriteten av ramen är standardiserad för alla moduler medan mindre skruvplattor med elektriska anslutningar placeras beroende på de interna komponenterna. Fästena valdes för att vara enkla att montera utefter satta hållfasthetskrav. ”Corner Cut” använder hörnen på utsidan av ramen och modulerna monteras med hjälp av bultar och muttrar. ”Twist Lock” fästs i stället på insidan och ramen justeras så att montaget inte stör de interna komponenterna. Väljer man att gå över till ett av infästningskoncepten så kan man erbjuda åtta konfigurationer av systemet, i stället för dagens två konfigurationer. För att gå vidare så måste infästningarna testas i produktion utifrån de satta hållfasthetskraven.

In biomechano-transducing, cellular generated tension can be measured by soft substrates based on polymers but these techniques are limited either by spatial resolution or ability to detect localised cell traction forces (CTF) due to their non-linear viscous behaviour under shear rates. A newly developed cell traction force transducer system based on cholesteryl ester lyotropic liquid crystals (LCTFT) was developed to sense localised traction forces of human keratinocyte cell lines (HaCaTs), in which the length of the deformation line induced represents the intensity of the CTF exerted. The physical properties of the cholesteryl ester based lyotropic liquid crystals (LLC) were characterised by using polarising microscopy, rheology, atomic force microscopy (AFM) based nano-indentation, spherical indentation, and micro-tensile tests. The interactions of LLC with cells were studied by using cell viability studies, cytochemical treatments, widefield surface plasmon resonance (WSPR) microscopy and various immuno-staining techniques. The results show that LLC is thermally stable (0 - 50 oC) and linearly viscoelastic below 10 % shear strain at shear rates of < 1 s-1. AFM nano and spherical indentations show a good agreement on the Young¿s modulus of both determined at ~110 kPa which is close to the elastic modulus of the epidermis. The Poisson¿s ratio of LLC was determined at ~0.58 by using micro tensile tests. The biophysical interaction studies indicated that LLC is biocompatible and allowed cell attachment. Cell relaxation technique by cytochalasin-B treatment suggested that the attachment and contraction of cells on LLC was due to the contractile activity of actin cytoskeletons that are mediated by focal adhesions. The staining experiments showed that cells consistently expressed the same suites of integrins (¿2, ¿3, ¿5 and ¿1) and ECM proteins (collagen type IV, laminin and fibronectin) on both glass and LLC coated substrates. Interfacial interaction of cells with LLC observed via the staining of actin and vinculin, and WSPR imaging suggest the association of marginal actin filaments and focal adhesions in attaching HaCaT cells to the LLC. Linear static analysis applied in the Finite Element model of focal adhesion-LC confirmed the compressive force patterns induced by cells. By applying cell relaxation techniques and Hooke¿s theorem, the force-deformation relationships of the LLC were derived and used for direct quantification of CTF in culture. The sensitivity of the LCTFT was implied by a wide range of CTF (10 - 140 nN) measured at high resolutions (~2 ¿m). Nonetheless, a custom-built cell traction force measurement and mapping software (CTFM) was developed to map CTF of single cells. Reliability of the LCTFT was evaluated by using a known pharmacological active cytokine, TGF-¿1, in inducing contraction of human keratinocytes. This study inferred internal consistency and repeatability of the LCTFT in sensing contraction responses of HaCaT cells in a concentration dependent manner of TGF-¿1. The overall LCTFT and CTFM software had shown good potential for use in the study of contraction and migration of keratinocytes. / Malaysia Ministry of Higher Education

Vacuum assisted delivery (VAD) is a common procedure used in the final stage of labor in the situation of a difficult natural delivery. Since the only biomechanical studies concerning the clinical safe traction force were conducted during 70s using simplified models to mimic the fetal head, concerns remain regarding the side effects of this medical intervention when applying high levels of traction forces. For experimental evaluation of VAD, a tissue-mimicking accurate fetal head phantom, having the same skull and brain dimension as a newborn, as well as, proper mechanical and acoustic properties of materials, can be used as a useful resource in terms of establishing safe levels of traction forces. The goal of this project is to develop a realistic patient-specific fetal head phantom that will be used to investigate the relation between applied traction force and imposed brain deformation in VAD in an experimental setting. A realistic fetal head phantom was developed using geometry accurate segmented meshes of pediatric skull and brain from a CT fetal head dataset. The fetal skull was 3D printed while the segmented mesh of the brain was used to create a fetal brain mold. The fetal brain phantom was developed using a PVA and graphite solution (10% and 3% mass concentration), whereas the sutures and fontanels, the scalp and the cerebrospinal fluid were mimicked using silicone, surgical latex and water, respectively. All the tissue-mimicking materials used corresponded with the biomechanical properties of the fetal head tissues. After the construction of the fetal head phantom, grey-scale long- and short- axis ultrasound images as well as the fetal brain phantom elasticity map were obtained. Furthermore, using sonomicrometry crystals, the reference strain values during manual hand pressure and VAD experimental procedures were acquired. The results showed negative strain values (compression) reaching 15% in the manual pressure experimental procedure, and higher positive strain values (stretching) reaching over 40% in the VAD experimental procedure. However, due to experimental limitations only one measurement using clinically realistic levels for both vacuum pressure (65 kPa) and traction force (70 N) was achieved. The developed fetal head phantom has potential to provide trustful biomechanical evidence to guide safe vacuum assisted delivery as well as to provide useful resource in terms of defining the clinical effective force of the vacuum extractor (VE). / I slutskedet av svåra vaginala förlossningar är assistans med sugklocka vanligt förekommande. Eftersom de enda biomekaniska studierna om kliniskt säkra dragkrafter genomfördes under 70 -talet med hjälp av förenklade modeller för att efterlikna fostrets huvud, finns det fortfarande oro om vilka skador användandet av sugklocka kan leda till när höga dragkrafter används. För att kunna fastställa en säker nivå av dragkrafter skulle en modell av fosterhuvudet, med realistiska dimensioner samt liknande mekaniska och akustiska egenskaper som en nyfödd, kunna användas.  Målet med detta projekt är att utveckla en realistisk patientspecifik modell av fosterhuvudet och sedan använda den för att experimentellt undersöka sambandet mellan applicerad dragkraft och hjärndeformation.  En realistisk fosterhuvudsmodell utvecklades från segmenterade datortomografibilder på ett fosterhuvud. Skallbenet tillverkades med en 3D-skrivare medan hjärnans gjöts i PVA och grafit (10% och 3% masskoncentration) i en 3D-utskriven form. Suturerna och fontanellerna, skalpen och cerebrospinalvätskan efterliknades med silikon, kirurgisk latex respektive vatten. Alla vävnadsimiterande material som användes motsvarade de biomekaniska egenskaperna hos ett fosters huvud.  När modellen var färdigkonstruerad togs ultraljudsbilder i gråskala i både lång- och kortaxel. Även hjärnmodellens elasticitet mättes med ultraljudsbaserad skjuvvågselastografi. Sonomikrometri –kristaller användes för att samla in referensvärden på hjärndeformation vid manuellt handtryck och experimentell rekonstruktion av förlossning med sugklocka. Resultaten visade att negativ deformation (kompression) på 15% i experimentella rekonstruktionen av förlossning. På grund av experimentella begränsningar uppnåddes dock endast en mätning med kliniskt realistiska nivåer för både vakuumtryck (65 kPa) och dragkraft (70 N).  Den utvecklade fosterhuvudsmodellen har i vidare studier potential att tillhandahålla tillförlitliga biomekaniska bevis för att vägleda säker vakuumassisterad förlossning samt för att definiera kliniska effektiva krafter i en sugklocka.

The primary purpose of this study is to perform accurate dynamic measurements on a scaled roller rig designed and constructed by Virginia Tech and the Federal Railroad Administration (VT-FRA Roller Rig). The study also aims at determining the effect of naturally generated third-body layer deposits (because of the wear of the wheel and/or roller) on creep or traction forces. The wheel-rail contact forces, also referred to as traction forces, are critical for all aspects of rail dynamics. These forces are quite complex and they have been the subject of several decades of research, both in experiments and modeling. The primary intent of the VT-FRA Roller Rig is to provide an experimental environment for more accurate testing and evaluation of some of the models currently in existence, as well as evaluate new hypothesis and theories that cannot be verified on other roller rigs available worldwide. The Rig consists of a wheel and roller in a vertical configuration that allows for closely replicating the boundary conditions of railroad wheel-rail contact via actively controlling all the wheel-rail interface degrees of freedom: angle of attack, cant angle, normal load and lateral displacement, including flanging. The Rig has two sophisticated independent drivelines to precisely control the rotational speed of the wheels, and therefore their relative slip or creepage. The Rig benefits from a novel force measurement system, suitable for steel on steel contact, to precisely measure the contact forces and moments at the wheel-rail contact. Experimental studies are conducted on the VT ��" FRA Roller Rig that involved varying the angle of attack, wheel and rail surface lubricity condition (i.e., wet vs. dry rail), and wheel wear, to study their effect on wheel-rail contact mechanics and dynamics. The wheel-rail contact is in between a one-fourth scale AAR-1B locomotive wheel and a roller machined to US-136 rail profile. A quantitative assessment of the creep-creepage measurements, which is an important metric to evaluate the wheel-rail contact mechanics and dynamics, is presented. A MATLAB routine is developed to generate the creep-creepage curves from measurements conducted as part of a broad experimental study. The shape of the contact patch and its pressure distribution have been discussed. An attempt is made to apply the results to full-scale wheels and flat rails. The research results will help in the development of better simulation models for non-Hertzian contact and non-linear creep theories for wheel-rail contact problems that require further research to more accurately represent the wheel-rail interaction. / MS / Rail vehicles are supported, steered, accelerated, and decelerated by contact forces acting in extremely small wheel-rail contact areas. The behavior of these forces is quite complex and a broad interdisciplinary research is needed to understand and optimize the contact mechanics and dynamics problem. Key industry issues, such as control of Rolling Contact Fatigue (RCF), maximizing wheelset mileages, and minimizing the impact of rolling stock on the infrastructure, are directly related to the interaction at the wheel-rail contact. The Rig consists of a wheel and roller in a vertical configuration that allows for closely replicating the boundary conditions of railroad wheel-rail contact via actively controlling all the wheel-rail interface degrees of freedom: angle of attack, cant angle, normal load and lateral displacement, including flanging. The Rig has two sophisticated independent drivelines to precisely control the rotational speed of the wheels, and therefore their relative slip or creepage. The Rig benefits from a novel force measurement system, suitable for steel on steel contact, to precisely measure the contact forces and moments at the wheel-rail contact. The primary purpose of this study is to perform accurate dynamic measurements on a scaled roller rig designed and constructed by Virginia Tech and the Federal Railroad Administration (VT-FRA Roller Rig). Experimental studies are conducted on the VT – FRA Roller Rig that involved varying the angle of attack, the wheel and rail surface lubricity condition (i.e., wet vs. dry rail), and the wheel wear to study their effects on wheel-rail contact mechanics and dynamics. The wheel-rail contact is in between a one-fourth scale AAR-1B locomotive wheel and a roller machined to US-136 rail profile. A quantitative assessment of the creep-creepage measurements, which is an important metric to evaluate the wheel-rail contact mechanics and dynamics, is presented. A MATLAB routine is developed to generate the creep-creepage curves from measurements conducted as part of a broad experimental study. The shape of the contact patch and its pressure distribution have been discussed. An attempt is made to apply the results to full-scale wheels and flat rails. The research results will help in the development of better simulation models for non-Hertzian contact and non-linear creep theories for wheel-rail contact problems that require further research to more accurately represent the wheel-rail interaction.

Monitoring the non-metallic inclusions formed in steels is of the utmost importance. In fact, inclusions, depending on their type, can affect both the properties of the steel and its processing. Once the most problematic inclusions have been detected, solutions can be found and applied to counter the arising issues. One such solution is the addition of calcium during ladle treatment to modify the inclusions shapes and avoid the precipitation of problematic inclusions. The focus was put on the detection, analysis and calcium addition countermeasure of inclusions. No clear conclusion could be drawn as to the effects of calcium addition on the inclusions, due to the very high zirconium content of the inclusions. A high zirconium content has a significant impact on the thermodynamics governing inclusion formation and prevents reliable analysis of the results. After discussion with the company, it has been found that the zirconium is not present in the steel grade but instead originates from the samplers that were used. / Övervakning av icke-metalliska inneslutningar som bildas i stål är av yttersta vikt. Faktum är att inneslutningar, beroende på typ, kan påverka både stålets egenskaper och dess bearbetning. När de mest problematiska inneslutningarna har upptäckts kan lösningar hittas och tillämpas för att motverka de uppkomna problemen. En sådan lösning är att tillsätta kalcium under skänkbehandlingen för att ändra inneslutningarnas form och undvika utfällning av problematiska inneslutningar. Fokus låg på detektering, analys och kalciumtillsats som motåtgärd för inneslutningar. Ingen tydlig slutsats kunde dras om effekterna av kalciumtillsats på inneslutningarna, på grund av inneslutningarnas mycket höga zirkoniuminnehåll. En hög zirkoniumhalt har en betydande inverkan på den termodynamik som styr bildandet av inneslutningar och förhindrar en tillförlitlig analys av resultaten. Efter diskussion med företaget har det visat sig att zirkoniumet inte finns i stålsorten utan istället härrör från de provtagare som användes.

La construction de type commercial connait un nouvel engouement pour l’utilisation du bois comme matériau constituant la structure principale. Le développement de produits d’ingénierie tels le bois lamellé-collé et le bois lamellé-croisé (CLT) contribue de façon significative à cet essor. Ces produits permettent d’atteindre de nouvelles limites dans la réalisation de projets en bois. Toutefois, certains éléments empêchent la pleine réalisation de projets en panneaux CLT, notamment en ce qui concerne les assemblages. D’une part, les équations actuelles, permettant de déterminer la résistance en arrachement et en enfoncement dans le bois d’œuvre et dans le bois lamellé-collé, présentent certaines lacunes. D’autre part, aucune méthode n’est à l’heure actuelle présente dans l’édition 2009 de la norme canadienne sur les règles de calcul des charpentes en bois CSA O86-09 (2009) pour le calcul de la résistance à l’enfoncement et à l’arrachement du bois lamellé-croisé. Trois objectifs ont donc été établis dans le cadre du présent projet de recherche: -Développer une équation permettant de prédire la résistance à l’arrachement des connecteurs filetés dans le bois d’œuvre et lamellé-collé; -Évaluer la performance des équations décrivant la résistance à l’enfoncement des éléments en bois d’œuvre et lamellé-collé ainsi que la pertinence des variables incluses dans ces équations; et -Développer des équations permettant de calculer la résistance à l’arrachement et à l’enfoncement de connecteurs utilisés dans les panneaux structuraux en bois lamellé-croisé. Suite aux résultats provenant d’essais réalisés sur le bois d’œuvre, lamellé-collé et lamellé-croisé à l’aide de tirefonds et de vis auto-taraudeuses, de nouvelles équations décrivant la résistance à l’arrachement et à l’enfoncement seront proposées au comité technique CSA O86. Chacune des propositions inclura une étude d’impact permettant d’évaluer l’incidence, advenant de telles modifications dans la prochaine version de la norme CSA O86. / Commercial construction has witnessed a new enthusiasm in the use of timber as primary structural material. Engineered wood products such as glued-laminated timber and cross-laminated timber (CLT) play an important part in this development. These products allow wood construction to reach new heights. However, certain gaps in knowledge need to be filled to attain the full potential of wood construction, especially with regards to connections. First, current equations for dowel embedment strength and withdrawal resistance of fasteners in sawn timber and glued-laminated timber are deficient. Secondly, no design methods are provided for dowel embedment strength or withdrawal resistance of fasteners in cross-laminated timber in the 2009 edition of Canadian standard for engineering design in wood CSA O86-09 (2009). For these reasons, the goals of the research project are established in three main objectives: -Develop a design equation for withdrawal resistance for threaded fasteners in sawn timber and glued-laminated timber; -Evaluate the performance of dowel embedment equations for sawn timber and glued-laminated timber from different international standards, and determine the influence of variables on their accuracy; -Develop equations for dowel embedment strength and withdrawal resistance of fasteners in cross-laminated timber. After the compilation of results and analysis of withdrawal and embedment tests with threaded fasteners on sawn timber, glued-laminated and cross-laminated timber, the most accurate design models for each product were proposed. Each proposal includes an impact study showing the influence of the proposed design models, in case of adoption in the next edition of the CSA O86 standard.

Doctorat en philosophie et lettres / info:eu-repo/semantics/nonPublished