Certain types of long, axially compressed structures have the potential to buckle locally in one or more regions rather than uniformly along their length. Here, the potential for localized buckle patterns in an elastic layer embedded in a visco-elastic medium is investigated using a strut-on-foundation model. Applications of this model include the growth of geological folds and other time-dependent instability processes. The model consists of an elastic strut of uniform flexural stiffness supported by a Winkler-type foundation made up of discrete Maxwell elements. Mathematically, this model corresponds to a nonlinear partial differential equation which is fourth-order in space and first-order in time. The nature of the buckling process is characterized by an initial period of elastic deformation followed by an evolutionary phase in which both elasticity and viscosity have a role to play. Two different formulations are studied: the first combines linear strut theory with a nonlinear foundation and is valid for small, but finite, deflections; the other incorporates the exact expression for curvature of the strut resulting in geometrical nonlinearities and is capable of modelling large deflections. The evolution of non-periodic buckle patterns in each system is examined under the constraint of controlled end displacement. Two independent methods are used to approximate the solution of the governing equations. Modal solutions, based on the method of weighted residuals, complement accurate numerical solutions obtained with a boundary-value solver. In either case, the results suggest that for the perfect system, localized solutions follow naturally from the inclusion of nonlinear elasticity with softening characteristics. Emphasis throughout is on the qualitative features displayed by the phenomenon of localization rather than specific applications. Nevertheless, the ideas and results are a step towards accounting for the rich variety of deformed shapes exhibited by nature.

As the flight speeds of aircraft are increased above Mach 5, efficient methods of propulsion are needed. Scramjets may be a solution to this problem. Supersonic combustion is one of the main challenges involved in the operation of a Scramjet engine. In general, both an igniter and a flameholder are needed to achieve and maintain supersonic combustion. The current work examines a plasma torch-strut combination as an igniter-flameholder. The plasma torch-strut combination was tested in the Virginia Tech unheated supersonic wind tunnel at Mach 2.4. Pressure and temperature sampling, filtered photography, and spectroscopic measurements were used to compare different test cases. These results provide both qualitative and quantitative results on how the combination responds to changes in the mass flow rate of fuel and the power to the plasma torch. The key conclusions of the work were the following: 1. Tests showed that an exothermic reaction takes place. 2. The amount of heat release increases with an increase in the mass flow rate of fuel. 3. The plasma torch-fuel injector interaction caused the heat release to be well above the tunnel floor and sometimes off the strut centerline 4. One change in the fuel injector pattern caused more temperature rise near the floor of the tunnel. 5. The flow penetration height of the plasma torch alone was reduced by the fuel-plasma torch interaction. 6. Moving the strut upstream reduced the measured temperature rise at a fixed downstream location, but increased the penetration height of the plasma torch. 7. The computed heat release was found to be small compared to the potential heat release from all the fuel burning. 8. The amount of temperature rise caused by the fuel is not greatly affected by the power to the plasma torch. / Master of Science

In order to understand the structural changes in myosin S1, fluorescence polarization and computational dynamics simulations were used. Dynamics simulations on the S1 motor domain indicated that significant flexibility was present throughout the molecular model. The constrained opening versus closing of the 50 kDa cleft appeared to induce opposite directions of movement in the lever arm. A sequence called the "strut" which traverses the 50 kDa cleft and may play an important role in positioning the actomyosin binding interface during actin binding is thought to be intimately linked to distant structural changes in the myosin's nucleotide cleft and neck regions. To study the dynamics of the strut region, a method of fluorescent labeling of the strut was discovered using the dye CY3. CY3 served as a hydrophobic tag for purification by hydrophobic interaction chromatography which enabled the separation of labeled and unlabeled species of S1 including a fraction labeled specifically at the strut sequence. The high specificity of labeling was verified by proteolytic digestions, gel electrophoresis, and mass spectroscopy. Analysis of the labeled S1 by collisional quenching, fluorescence polarization, and actin-activated ATPase activity were consistent with predictions from structural models of the probe's location. Although the fluorescent intensity of the CY3 was insensitive to actin binding, its fluorescence polarization was notably affected. Intriguingly, the mobility of the probe increases upon S1 binding to actin suggesting that the CY3 becomes displaced from interactions with the surface of S1 and is consistent with a structural change in the strut due to cleft motions. Labeling the strut reduced the affinity of S1 for actin but did not prevent actin-activated ATPase activity which makes it a potentially useful probe of the actomyosin interface. The different conformations of myosin S1 indicated that the strut is not as flexible as several other key regions of myosin as determined by the application of force constraints to elastic portions of the myosin structure.

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<p>The strut-and-tie method (STM) is a powerful tool used for the design of D-regions (disturbed regions) of reinforced concrete structures. Many typical bridge substructure components consist of D-regions and require the use of the STM for design. Implementation of the STM is more complex than typical design methods, and engineers are often unfamiliar with the design process. As a result, designing using the STM is more time consuming than traditional design methods. The Indiana Department of Transportation (INDOT) identified a need for a tool that assists with the design of typical bridge substructure components using the STM. STEP (Strut-and-Tie Evaluation Program) is a computer program created to fulfill this role. To use the computer program, engineers input geometric conditions, material properties, and reinforcement information for a structural component. STEP uses this information to develop a strut-and-tie model and perform STM design procedures. A graphical representation of the model and a summary of the design results are provided as program outputs for the user.</p> <p> </p> <p>STEP, created using Excel VBA, is intended to aid in the design of multi-column bent caps and integral and semi-integral end bent caps. Within this thesis, an overview of the STM is provided, including the basic procedures for designing using the STM. An introduction to Excel VBA is also presented. The document describes the layout and formatting of the computer program, required user inputs, and program outputs. Furthermore, limitations and assumptions within the computer program for the substructure components are also included. Finally, design examples focused on the use of STEP for the design of a five-column bent cap and an integral end bent cap are presented. This document can be used as a resource for engineers when designing bridge substructure components using STEP. </p>

Master of Science / Department of Architectural Engineering and Construction Science / Kimberly W. Kramer / Strut-and-Tie models are useful in designing reinforced concrete structures with discontinuity regions where linear stress distribution is not valid. Deep beams are typically short girders with a large point load or multiple point loads. These point loads, in conjunction with the depth and length of the members, contribute to a member with primarily discontinuity regions. ACI 318-08 Building Code Requirements for Structural Concrete provides a method for designing deep beams using either Strut-and-Tie models (STM) or Deep Beam Method (DBM). This report compares dimension requirements, concrete quantities, steel quantities, and constructability of the two methods through the design of three different deep beams. The three designs consider the same single span deep beam with varying height and loading patterns. The first design is a single span deep beam with a large point load at the center girder. The second design is the deep beam with the same large point load at a quarter point of the girder. The last design is the deep beam with half the load at the midpoint and the other half at the quarter point. These three designs allow consideration of different shear and STM model geometry and design considerations. Comparing the two different designs shows the shear or cracking control reinforcement reduces by an average 13% because the STM considers the extra shear capacity through arching action. The tension steel used for either flexure or the tension tie increases by an average of 16% from deep beam in STM design. This is due to STM taking shear force through tension in the tension reinforcement through arching action. The main advantage of the STM is the ability to decreased member depth without decreasing shear reinforcement spacing. If the member depth is not a concern in the design, the preferred method is DBM unless the designer is familiar with STMs due to the similarity of deep beam and regular beam design theory.

Dans le domaine des structures en Béton Armé (BA) et plus spécifiquement, lors de la conception d'éléments non-flexibles tels que les corbeaux, les poutres bayonets et les poutres profondes, la Méthode Bielle-Tirant (MBT) présente des avantages par rapport aux algorithmes classiques de calcul de ferraillage basé sur l'analyse FE (par exemple Wood-Armor ou Capra-Maury).La Methode Bielle-Tirant reste une alternative adaptée pour la conception de structures en béton présentant un comportement élastique ou plastique dont le cadre d'application est bien défini dans les codes de conception des structures en béton comme les EuroCodes et les spécifications de conception des ponts AASHTO-LRFD.Néanmoins, cette méthode présente l'inconvénient majeur de nécessiter un investissement important en ressources humaines ou en capacité de calcul pour, respectivement, son application manuelle ou une approche automatique par optimisation de topologie.Le document propose une alternative légère, en termes d'itérations requises, à l'automatisation de la MBT, qui part de l'affirmation que les entretoises résultantes et les attaches d'un modèle ST approprié peuvent être distribuées selon la direction des contraintes principales, $sigma_{III}$ et $sigma_{I}$, obtenus à partir d'un planaire modèle aux EF / Within the field of Reinforced Concrete (RC) structures and more specifically, at the design of non-flexural elements such as corbels, nibs, and deep beams, the rational procedure of conception and justification referred as Strut-and-Tie Method (STM) has shown some advantages over classical algorithms of reinforcement computation based on FE analysis (eg. Wood-Armer or Capra-Maury).The STM remains a suitable alternative for the design of concrete structures presenting either elastic or plastic behaviour whose application framework is well defined in concrete structures’ design codes like the EuroCodes and the AASHTO-LRFD Bridge Design Specifications.Nevertheless, this method has the main inconvenient of requiring a high amount of resources investment in terms of highly experienced personal or in terms of computational capacity for, respectively, its manual application or an automatic approach through topology optimisation.The document proposes a light alternative, in terms of required iterations, to the automation of the STM, which starts from the statement that the resultant struts and ties of a suitable ST model can be distributed according to the direction of the principal stresses, $sigma_{III}$ and $sigma_{I}$ , obtained from a planar or a three-dimensional FE model

Construction practices are constantly evolving in order to adapt to physical locations and economic conditions. These adaptations may result in more cost-effective designs, but may also come at a cost of strength. In masonry shear walls, it is becoming more common to reduce the amount of grouting from every cell to only those with reinforcement, a practice known as partial-grouting. Partially-grouted masonry responds differently and in a more complex matter to lateral loads as compared to fully-grouted masonry. The response is made even more complex by wall discontinuities in the form of openings. The main objective of this study is to validate the strut-and-tie procedure for the in-plane lateral strength prediction of partially-grouted, multistory, reinforced concrete masonry walls with openings. The research included testing six three story, half-scale masonry shear walls. Half of the walls had door openings while the other half had window openings. The configurations were selected to represent typical walls in multi-story buildings. The measured lateral strength was compared to estimations from the equations in the US masonry code and to those from an equivalent truss model and a strut-and-tie model. The results show that the U.S. masonry code equations over predicts while the equivalent truss model under predicts the lateral strength of the walls. The results further show that the strut-and-tie model is the most accurate method for lateral strength prediction and is able to account for wall openings and partial-grouting.

Several recently built inverted-T bent caps in Texas have shown significant inclined cracking triggering concern about current design procedures for such structures. The repair of such structures is very costly and often requires lane closures. For these reasons TxDOT funded Project 0-6416 aimed at obtaining a better understanding of the structural behavior of inverted-T bent caps and developing new design criteria to minimize such cracking in the future. Several tasks of the aforementioned project are addressed in this dissertation with particular focus on developing design criteria for strength and serviceability of inverted-T bent caps. Literature review revealed a scarcity of experimental investigation of inverted-T specimens. As part of this dissertation, an inverted-T database was assembled with experimental results from the literature and the current project. An extensive experimental program was completed to accomplish the objectives of the project with thirty one full-scale tests conducted on inverted-T beams. Experimental parameters varied in the study were: ledge length, ledge depth, web reinforcement, number of point loads, web depth, and shear span-to-depth ratio. The dissertation focuses on the effects of ledge length, ledge depth, number of point loads, and developing design criteria for strength and serviceability of inverted-T beams. Most inverted-T bent caps in Texas are designed using the traditional empirical design procedures outlined in the TxDOT bridge design manual LRFD (2011 current version) that follows closely the AASHTO LRFD bridge design specifications (2012 current version). Given the observed cracking in inverted-T bent caps, the accuracy and conservatism of the traditional design methods were evaluated based on experimental results. The accuracy and conservatism of STM design provisions recently developed in a TxDOT study (TxDOT Project 0-5253, Strength and Serviceability Design of Reinforced Concrete Deep Beams) were also evaluated. / text

Ankle foot orthosis (AFO) stiffness affects ankle range of motion but can also provide energy storage and return to improve mobility. To perform multiple activities during the day, a person may want to change their AFO stiffness to meet their activity’s demand. Carrying multiple AFO and changing the AFO is inconvenient and could discourage users from engaging in multiple activities. This thesis developed a new quick-release mechanism (QRM) that allows users to easily change posterior strut elements to change AFO stiffness. The QRM attaches to the AFO and requires no tools to operate. The new QRM includes a quick-release key, weight-bearing pin, receptacle anchor, and immobilization pin. A prototype was modelled with SolidWorks and simulated with SolidWorks Simulation. The QRM was designed to have no mechanical failure during intense activities such as downhill walking and running. Unlike a solid screw connection, the QRM needed an additional part to eliminate unsecured motion related to clearance between the quick release key and receptacle anchor. Mechanical test results and measurement data demonstrated no deformation on each part after mechanical testing. User testing revealed that, although the quick release mechanism can be locked or unlocked rapidly, the person’s posture when operating can facilitate strut swapping. A learning effect occurred by repeated practice. The Quick Release AFO (QRAFO) prototype verified the manufacturing feasibility of the QRAFO design. Overall, the novel quick release AFO improved strut swapping time without sacrificing device strength.