In North America, cold-formed square and rectangular hollow sections (collectively referred to as RHS hereinafter) of commonly specified cross-sectional dimensions are produced using either the indirect-forming approach or the direct-forming approach. The indirect-forming approach, as the conventional approach of the two, consists of three steps: (i) roll-forming the coil material progressively into a circular hollow section; (ii) closing the section using electric resistance welding (ERW); and (iii) reshaping the circular section into the final square or rectangular shape. On the other hand, the direct-forming approach, as the new approach of the two, roll-forms the coil material directly into the final square or rectangular shape. RHS with similar cross-sectional dimensions but different production histories (i.e., different cold-forming approaches and post-production treatments) are expected to have significantly different material and residual stress properties. However, RHS design provisions in the existing North American steel design standards (AISC 360-16 and CSA S16-19) are in general developed based on research on indirect-formed RHS and currently do not differentiate RHS cold-formed by different approaches. Based on the research presented in Chapter 1 of this thesis, comparing to indirect-formed RHS, direct-formed RHS in general contain lower levels of residual stresses around cross sections, since the flat faces are not severely cold worked during production. This in turn affects member behaviours under compressive and flexural loadings. The test results presented in Chapters 2 and 4 show that direct-formed RHS have superior stub column and beam behaviours, comparing to their indirect-formed counterparts. In particular, the stub column and beam testing programs, covering a wide range of cross-section dimensions and two strength grades (nominal yield stresses of 350 and 690 MPa), show that the slenderness limits in the existing North American steel design standards are excessively conservative for direct-formed RHS, resulting in unnecessary penalty and member strength underestimation. As a result, the existing design formulae are not suitable for direct-formed RHS. In response to this, subsequent finite element (FE) parametric investigations are performed and presented in Chapters 3 and 5. Modified stub column and beam design recommendations for direct-formed regular- and high-strength RHS are proposed. The effects of post-cold-forming hot-dip galvanizing on material properties, residual stresses, stub column behaviours and beam behaviours of direct-formed regular- and high-strength RHS are also studied in Chapters 1-5 of this thesis. Similar to the application of the heat treatment per ASTM A1085 Supplement S1 or the Class H finish per CSA G40.20/G40.21, post-cold-forming galvanizing improves the stub column (Chapter 2) and beam (Chapter 4) behaviours of direct-formed RHS via effective reduction of residual stresses (Chapter 1). Based on subsequent FE parametric investigations, modified stub column and beam design recommendations catering to galvanized direct-formed RHS are proposed in Chapters 3 and 5. / Graduate

The heat transfer and friction augmentation in the fully developed portion of a 2:1 aspect ratio rectangular channel with orthogonal ribs at channel Reynolds numbers of 20,000, 30,000, and 40,000 is studied both experimentally and computationally. Ribs are applied to the two opposite wide walls. The rib aspect ratio is varied systematically at 1, 3, and 5, with a constant rib height and constant rib pitch (rib-pitch-to-rib-height ratio of 10). The purpose of the study is to extend the knowledge of the performance of rectangular channels with ribs to include high aspect ratio ribs. The experimental investigation is performed using transient Thermochromic Liquid Crystals technique to measure the distribution of the local Nusselt numbers on the ribbed walls. Overall channel pressure drop and friction factor augmentation is also obtained with the experimental setup. A numerical simulation is also performed by solving the 3-D Reynolds-averaged Navier-Stokes equations using the realizable-k-Greek lowercase letter episilon] turbulence model for closure. Flow visualization is obtained from the computational results as well as numerical predictions of local distributions of Nusselt numbers and overal channel pressure drop. Results indicate that with increasing rib width, the heat transfer augmentation of the ribbed walls decreases with a corresponding reduction in channel pressure drop.

Shear deformations are, generally, not considered in structural analysis of beams and frames. But shear deformations in members with low clear span-to-member depth ratio will be higher than normally expected, thus adversely affecting the stiffness of these members. Inclusion of shear deformation in analysis requires the values of shear modulus (modulus of rigidity, G) and the shear area of the member. The shear area of the member is a cross-sectional property and is defined as the area of the section which is effective in resisting shear deformation. This value is always less than the gross area of the section and is also referred to as the form factor. The form factor is the ratio of the gross area of the section to its shear area. There are a number of expressions available in the literature for the form factors of rectangular and wide flange sections. However, preliminary analysis revealed a high variation in the values given by them. The variation was attributed to the different assumptions made, regarding the stress distribution and section behavior. This necessitated the use of three-dimensional finite element analysis of rectangular and wide flange sections to resolve the issue. The purpose of finite element analysis was to determine which, if any, of the expressions in the literature provided correct answers. A new method of finite element analysis based on the principle of virtual work is used for analyzing rectangular and wide flange sections. The validity of the new method was established by analyzing rectangular sections for which closed form solutions for form factor were available. The form factors of various wide flange sections in the AISC database were calculated from finite element analysis and an empirical relationship was formulated for easy calculation of the form factor. It was also found that an empirical formula provided good results for form factors of wide flange sections. Beam-column joint sub-assemblies were modeled and analyzed to understand the contribution of various components to the total drift. This was not very successful since the values obtained from the finite element analysis did not match the values calculated using virtual work. This discrepancy points to inaccuracies in modeling and, possibly, analysis of beam-column joints. This issue needs to be resolved before proceeding further with the analysis. / Master of Science

No description available.

Yes / Natural earth-bounded channel flows usually subject to various sidewall turbulences, i.e. in the form of secondary currents, due to non-constant channel shapes at different sections. This paper investigates an improved Shiono-Knight model (SKM) by combining it with a Multi-Zonal (MZ) method (proposed by Pu, 2019) to represent lateral flow turbulence and secondary currents in different shapes of open channel, i.e. rectangular and trapezoidal. By applying the proposed analytical model to both rectangular and trapezoidal channel flows, we have inspected different streamwise velocity characteristics across transverse direction generated by their sidewalls in order to provide crucial fundamental understanding to real-world natural flow system. The proposed model has also been validated via various experimental data conducted in national UK Flood Channel Facility (UK-FCF). It has been observed that the trapezoidal channel has created a larger sidewall zone where secondary current can affect flow velocity; however, the intensity of the secondary flow in trapezoidal channel has been found lesser than that of the rectangular channel. By improving the modelling of natural flow at sidewall, the studied approach could be adapted into different existing analytical models to improve their accuracy.

[EN] The existence of a visibility that is appropriate to the actual operating conditions is a sine qua non to achieve a safe geometric design. The sight distances required in driving tasks, such as decision-making, stopping, overtaking or crossing, represent an essential parameter in the geometric design of new roads; and they play a key role in all international design guidelines. Nevertheless, once the road has been built and operating, many other surrounding circumstances do determine the actual sight distance available over time. Moreover, since geometric design guidelines encompass visibility measurements based on the observer and the obstacle located on the roadway, systematic and periodic measurements prove difficult and tedious as well as risky and traffic-disruptive. In engineering practice, it is common to use elevation digital models and geometric design specific programs to establish the visibility conditions on roads; however, the development of new remote sensing technologies expand the possibilities to better estimate the visibility actually available. LiDAR technology has been enjoying a boost internationally in recent years. It is an important source of information that consists of millions of georeferenced points belonging to all kinds of objects, which represent not only the geometry of the road itself, but also its more immediate surroundings. It is precisely this ability to include all sorts of potential obstacles to vision in the analysis that raised our interest. This PhD thesis presents a newly developed and tested methodology for the systematic assessment of visibility available on roads that deploys visuals directly drawn against the LiDAR point cloud. To this purpose the concepts of Visual Prism (VP) and Rectangular Prismatic Unit (RPU) have been defined as key elements in this new way of thinking about vision. They represent an alternative to the traditional straight line drawn between the observer and the object. During the research, the impact on the results of the point cloud density has been analyzed; and this methodology has been compared to the visibility results yielded by known techniques based upon digital terrain models, digital surface models and project profiles in two existing road sections. In general, conventional methods overestimate sight distance compared to the new methodology based on LiDAR data, and in many cases the overestimation is significant.. The development, that displays both visuals and three dimensional point cloud results, also enables to spot the reason for the obstruction of vision. This improvement is practice-ready and could be used while assessing the road and improving the conditions of sight distance and road safety. / [ES] La existencia de una visibilidad adecuada a las condiciones reales de operación, es condición indispensable para alcanzar un diseño geométrico seguro. Las distancias de visibilidad requeridas para tareas inherentes a la conducción, tales como la decisión, la parada, el adelantamiento o el cruce, constituyen un parámetro esencial en el diseño geométrico de nuevas carreteras, formando parte importante de todas las guías de diseño a nivel internacional. Sin embargo, una vez construida la carretera y durante el tiempo en que esta se encuentra en servicio, muchas otras circunstancias de su entorno condicionan la visibilidad realmente disponible a lo largo del tiempo. Por otro lado, dado que las guías de diseño geométrico contemplan las mediciones de visibilidad disponible con el observador y el obstáculo situados sobre la calzada, su medición sistemática y periódica es una complicada y tediosa labor no exenta de riesgos y de perturbaciones al tráfico. En la práctica ingenieril, es habitual el empleo de modelos digitales de elevaciones y de programas específicos de diseño geométrico para establecer las condiciones de visibilidad en carreteras; no obstante, el desarrollo de nuevas tecnologías de teledetección amplían las posibilidades a una mejor estimación de la visibilidad realmente disponible. La tecnología LiDAR está gozando de un importante impulso a nivel internacional en los últimos años y constituye una importante fuente de información consistente en millones de puntos georreferenciados pertenecientes a todo tipo de objetos que representan no solo la geometría de la propia carretera, sino también su entorno más inmediato. Precisamente por su capacidad de incluir en el análisis todo tipo de obstáculos potenciales a la visión, en la presente Tesis Doctoral se ha desarrollado y analizado una nueva metodología de evaluación sistemática de visibilidades disponibles en carreteras a partir de visuales trazadas directamente contra la nube de puntos LiDAR. Para ello se han definido por primera vez los conceptos de Prisma Visual (PV) y de Unidad Prismática Rectangular (UPR) como elementos básicos constitutivos de esta nueva forma de concebir la visión, alternativos a la tradicional línea recta visual trazada entre el observador y el objetivo. Durante la investigación se ha analizado el efecto de la densidad de la nube de puntos en los resultados y se ha sometido esta metodología a comparación con los resultados de visibilidad obtenidos por técnicas conocidas a partir de modelos digitales del terreno, modelos digitales de superficies y perfiles de proyecto en dos tramos de carretera existentes. En general, se obtiene una sobreestimación generalizada y en muchos casos significativa de las visibilidades realmente disponibles si se emplean metodologías convencionales en comparación con las obtenidas a partir de la nueva metodología basada en datos LiDAR. El desarrollo, preparado para la visualización conjunta de resultados de visuales y nube de puntos en tres dimensiones, permite asimismo interpretar el motivo de la obstrucción a la visión, lo que constituye un avance puesto al servicio de los ingenieros en la evaluación de la carretera y en la mejora de sus condiciones de visibilidad y de seguridad vial. / [CA] L'existència d'una visibilitat adequada a les condicions reials d'operació, es condició indispensable per a aconseguir un disseny geomètric segur. Les distàncies de visibilitat requerides per a tasques inherents a la conducció, tals com la decisió, la parada, l'avançament, o l'encreuament, constitueixen un paràmetre essencial en el disseny geomètric de noves carreteres, formant part important de totes les guies de disseny a nivell internacional. No obstant, una volta construïda la carretera i durant el temps en què es troba en servici, moltes altres circumstancies del seu entorn condicionen la visibilitat realment disponible. D'altra banda, donat que les guies de disseny geomètric contemplen les mesures de visibilitat disponible en l'observador i el obstacle situats sobre la calçada, la seua medició es una complicada i tediosa llavor no exempta de riscs i de molèsties al trànsit. En la practica, es habitual l'ús de models digitals d'elevacions i de programes específics de disseny geomètric per a establir les condicions de visibilitat en carreteres; no obstant, el desenvolupament de noves tecnologies de tele-detecció amplien les possibilitats a una millor estima de la visibilitat realment disponible. La tecnologia LIDAR està gojant d'un important impuls a nivell internacional en els ultims anys i constitueix una important font d'informació consistent en milions de punts geo-referenciats de tot tipus d'objectes que representen no nomes la geometria de la pròpia carretera, sinó també el seu entorn mes immediat. Precisament per la seua capacitat d'incloure en l'analisis tot tipus d'obstacles potencials a la visió, en el present tesis doctoral s'ha analitzat una nova metodologia d'avaluació sistemàtica de visibilitats disponibles en carreteres a partir de visuals traçades directament contra el núvol de punts LIDAR. Per tal motiu s'han definit per primera vegada els conceptes de Prisma Visual (PV) i d'Unitat Prismàtica Rectangular (UPR) com a elements bàsics constitutius d'aquesta nova forma de concebre la visió, alternatius a la tradicional línia recta visual traçada entre l'observador i el objectiu. Durant la investigació s'ha analitzat l'efecte de la densitat del núvol de punts en els resultats i s'ha sotmès aquesta metodologia a comparació amb els resultats de visibilitat obtinguts per tècniques conegudes a partir de models digitals del terreny, models digitals de superfícies i perfils de projecte en dos trams de carretera existents. En general, s'obté una sobreestimació generalitzada i en molts casos significativa de les visibilitats realment disponibles si s'empren metodologies convencionals en comparació amb les obtingudes a partir de la nova metodologia basada en dades LiDAR. El desenvolupament, preparat per a la visualització conjunta de resultats de visuals i núvol de punts en tres dimensions, permet així mateix interpretar el motiu de l'obstrucció a la visió, el que constitueix un avanç posat al servei dels enginyers en l'avaluació de la carretera i en la millora de les seves condicions de visibilitat i de seguretat viària. / Campoy Ungria, JM. (2015). Nueva metodología para la obtención de distancias de visibilidad disponibles en carreteras existentes basada en datos LiDAR terrestre [Tesis doctoral]. Universitat Politècnica de València. https://doi.org/10.4995/Thesis/10251/59062

京都大学 / 新制・課程博士 / 博士(工学) / 甲第25248号 / 工博第5207号 / 新制||工||1994(附属図書館) / 京都大学大学院工学研究科社会基盤工学専攻 / (主査)教授 八木 知己, 教授 杉浦 邦征, 教授 高橋 良和 / 学位規則第4条第1項該当 / Doctor of Agricultural Science / Kyoto University / DFAM

No / Rectangular concrete-filled steel tube (CFST) may be subjected to local bearing forces transmitted from brace members while being used as a chord of a truss, and thus development of finite element analysis (FEA) and simple design calculation method for rectangular CFSTs under local bearing forces are very important to ensure the safety and reliable design of such a truss with rectangular CFST chords in engineering practices. A three-dimensional FEA model was developed using ABAQUS software package to predict the performance of thin-walled rectangular CFST under local bearing forces. The preciseness of the predicted results was evaluated by comparison with experimental results reported in the available literature. The comparison and analysis show that the predicted failure pattern, load versus deformation curves and bearing capacity of rectangular CFST under local bearing forces obtained from FEA modelling were generally in good agreement with the experimental observations. After the validation, the FEA model was adopted for the mechanism analysis of typical rectangular CFSTs under local bearing forces. Finally, based on the parametric analysis, simple design equations were proposed to be used to calculate the bearing capacity of rectangular CFST under local bearing forces. / National Natural Science Foundation of China (51421064) and the Natural Science Foundation of Liaoning Province (2013020125). The financial support is gratefully acknowledged.

L'objectif de c e mémoire est d'apporter une contribution à la modélisation et la simulation numérique de la convection thermosolutale de mélanges binaires de gaz parfaits contenus dans des cavités. Un modèle a été élaboré en se basant sur l'approximation de faible compressibilité. Le premier chapitre précise la démarche suivie dans la modélisation et une formulation originale en est déduite afin de traiter les différents types de conditions aux limites et de conditions de références hydrostatiques analysés dans le mémoire. Les variations de masse volumique sont déduites de la loi des gaz parfaits et la pression thermodynamique est calculée à partir de la conservation de la masse totale. La méthode numérique repose sur la méthode des volumes finis mise en uvre sur des maillages décalés. Le couplage vitesse-pression est traité par un nouvel algorithme dont l'efficacité est discutée en détail. La démarche numérique est validée via des comparaisons avec des solutions de références, en régime stationnaire comme en régime transitoire pour des écoulements transitionnels. Dans la seconde partie du mémoire, on considère d'abord la convection thermosolutale dans une cavité rectangulaire verticale dans le cas où les écoulements sont induits par des gradients horizontaux de température et de concentration. On discute en particulier les limites de l'approximation d'extrême dilution. La condensation de vapeur d'eau et l'évaporation d'un film d'eau liquide sur les parois d'une cavité sont ensuite étudiées en régime transitoire. Ces changements de phase surfaciques sont associés à la convection naturelle dans une cavité dont les températures des quatre parois varient au cours du temps / The aim of this dissertation is at modeling and numerically simulating thermosolutal convection within cavities filled by binary gas mixtures of ideal gases. A new problem formulation, based on the weakly compressible approximation, has been derived in order to account for the changes in density as well as thermodynamic pressure. The ideal gas law and global conservation of mass are invoked for the predictions of density field and thermodynamic pressure. The first part of the manuscript is devoted to the mathematical derivation of the governing equations and boundary conditions, numerical procedure implemented and, checks of the accuracy of the results through deeply comparisons with updated benchmark solutions. The emphasis is put on the efficiency of algorithm used for solving the pressure-velocity coupling for unsteady, transitional flow regimes. Thermosolutal convection without phase changes at the cavity surfaces is first considered in the second part of the manuscript. We investigated the case of vertical cavities with horizontal gradients of concentration and temperature. The results clearly show that the dilute approximation fails to be valid as soon as the maximum concentration difference exceeds a critical value function of the flow parameters. Surface condensation of water vapor or evaporation of liquid water film in vertical cavities is then considered. The specific thermal boundary conditions of uniform but time-varying temperatures of the four walls are considered. Periodic variations of the flow, temperature and relative humidity fields are discussed in detail. The evolutions of thicknesses of the water film over the four walls are also predicted

Magister Chirurgiae Dentium - MChD (Orthodontics) / The aim of the study is to compare the frictional resistance generated between two types of self-ligating brackets; Smart-Clip Metal SL (3M Unitek) and Damon Clear SL (Ormco), with conventional stainless steel brackets, Victory Series (3M Unitek) when coupled with various stainless steel and nickel-titanium archwires. Materials and Methods: All brackets had a 0.022" slot and tested using three archwires: 0.016" nickel-titanium, 0.019 x 0.025" nickel-titanium and 0.019 x 0.025" stainless steel archwires. Friction was evaluated for the upper right quadrant of the typodont. For each testing procedure, new brackets and archwire was employed to eliminate the influence of wear. Results: The mean results showed that the Smart-Clip self-ligating brackets generated significantly lower friction than both the Damon Clear self-ligating brackets and Victory Series brackets. However, the analysis of the various bracket-archwire combinations displayed that Damon Clear SL brackets generated the lowest friction when tested with 0.016" round nickeltitanium archwire and significantly higher friction than Smart-Clip and Victory Series brackets when tested with 0.019 x 0.025" stainless steel rectangular archwires. All brackets showed higher frictional forces as the wire size increased. Clinical relevance: The production of high levels of friction during orthodontic sliding mechanics presents a clinical challenge to the orthodontists. The generation of high levels of friction may reduce the effectiveness of the mechanics, decrease tooth movement efficiency and further complicate anchorage control. The amount of friction is variable in the orthodontic system and can be altered somewhat by the orthodontist's choices.