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Добірка наукової літератури з теми "CRANK ANGLE"

Автор: Grafiati
Опубліковано: 11 вересня 2023

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Статті в журналах з теми "CRANK ANGLE"

1

Al-Sabeeh, A. K. "Double Crank External Geneva Mechanism." Journal of Mechanical Design 115, no. 3 (September 1, 1993): 666–70. http://dx.doi.org/10.1115/1.2919242.

Повний текст джерела
Анотація:
A designer specified motion characteristics can be obtained using the double crank external Geneva mechanism presented in this work. This mechanism basically consists of double cranks and double curved slots that work together in generating the desired output motion. In other words, the profiles of the slots are defined based on the specified output motion. This feature opens the door for big motion improvements, such as minimizing the maximum acceleration and eliminating infinite jerk. Furthermore, it allows for stepping angles larger than 120 deg (the upper limit for simple Geneva mechanism) and even operates at smaller overall pressure angle. In this paper, the equations defining the slot profiles for some desired output motion are derived. The expression for the pressure angle as a function of the crank displacement angle is obtained. The equations are put into application by an example design of double slotted replacement Geneva mechanism, showing the applicability of the approach and the improvement gained in reducing the pressure angle.
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2

Rankin, Jeffery W., and Richard R. Neptune. "The Influence of Seat Configuration on Maximal Average Crank Power during Pedaling: A Simulation Study." Journal of Applied Biomechanics 26, no. 4 (November 2010): 493–500. http://dx.doi.org/10.1123/jab.26.4.493.

Повний текст джерела
Анотація:
Manipulating seat configuration (i.e., seat tube angle, seat height and pelvic orientation) alters the bicycle-rider geometry, which influences lower extremity muscle kinematics and ultimately muscle force and power generation during pedaling. Previous studies have sought to identify the optimal configuration, but isolating the effects of specific variables on rider performance from the confounding effect of rider adaptation makes such studies challenging. Of particular interest is the influence of seat tube angle on rider performance, as seat tube angle varies across riding disciplines (e.g., road racers vs. triathletes). The goals of the current study were to use muscle-actuated forward dynamics simulations of pedaling to 1) identify the overall optimal seat configuration that produces maximum crank power and 2) systematically vary seat tube angle to assess how it influences maximum crank power. The simulations showed that a seat height of 0.76 m (or 102% greater than trochanter height), seat tube angle of 85.1 deg, and pelvic orientation of 20.5 deg placed the major power-producing muscles on more favorable regions of the intrinsic force-length-velocity relationships to generate a maximum average crank power of 981 W. However, seat tube angle had little influence on crank power, with maximal values varying at most by 1% across a wide range of seat tube angles (65 to 110 deg). The similar power values across the wide range of seat tube angles were the result of nearly identical joint kinematics, which occurred using a similar optimal seat height and pelvic orientation while systematically shifting the pedal angle with increasing seat tube angles.
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3

Wu, Bai Zhong. "The Optimization Design of Cheese Bionic Kneader with Response Surface Method(RSM)." Advanced Materials Research 299-300 (July 2011): 1115–19. http://dx.doi.org/10.4028/www.scientific.net/amr.299-300.1115.

Повний текст джерела
Анотація:
One kind of cheese kneading experiment test rig was designed, which can imitates artificial kneading movement. Response surface method was used to enhance the performance of the machine. It was investigated that the influence of crank rolling velocity, crank length and crank angle on kneading quality and efficiency. The results show that factors influence the working efficiency list in order as follows: the crank rolling velocity, the angle between a connecting bar and a kneading bar, the crank length. The best combination of optimised parameters are: the crank rolling velocity is 62r/min, the crank length is 28mm, the angle between a connecting bar and a kneading bar is 125°.
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4

Łutowicz, Marek, and Dominika Cuper-Przybylska. "Influence of the Instantaneous Angular Speed (IAS) of Marine Diesel Engine on its Indication Results." Solid State Phenomena 236 (July 2015): 204–11. http://dx.doi.org/10.4028/www.scientific.net/ssp.236.204.

Повний текст джерела
Анотація:
The paper presents a method of transforming the time axis to the axis of the crank angle rotation based on the pressure measured in time domain and simplified model of the engine dynamics. Indicating is to register the pressure in synchronism with the engine crank angle rotation. Usually in the ad hoc measurements the crankshaft rotation angle transducer is avoided, and the measurements are performed in time domain. For further analysis time axis is transformed for crank angle axis on the base of linear transform. Pressure waveforms obtained during the research were subject of the described transform. During the research instantaneous angular speed (IAS) of the engine crankshaft has been changed by reducing fuel dosage to selected cylinders. Mean indicated pressure (MIP) was calculated. Values o pressure on the begging and the end of compression, opening and closing angles of valves were also determined.
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5

Worn, Ryan, and Dan B. Dwyer. "A novel method based on first principles to determine the accuracy and reliability of force measurements reported by bicycle power meters." Journal of Science and Cycling 8, no. 1 (October 9, 2019): 26–31. http://dx.doi.org/10.28985/jsc.v8i1.396.

Повний текст джерела
Анотація:
The accuracy and reliability of instrumented bicycle crank systems (i.e. power meters) is an important consideration for sport scientists who evaluate cycling performance and pedalling biomechanics. Many crank systems report power and or force/s on the left and right crank arms separately, or indexes of pedalling effectiveness, although crank systems that have genuinely independent force transducers on the left and right crank arms are rare. There is a need to be able to evaluate the accuracy and reliability of the measurements of power meters without the requirement for expensive and or complex instrumentation. The present study describes a relatively simple and novel method of assessing the accuracy and reliability of measures of crank angle, radial force and tangential force. The method is demonstrated in its application to an instrumented crank system (Axis Cranks ™). Reported crank forces were compared with actual applied forces to determine accuracy and some procedures used to assess the measurement of force were duplicated to determine reliability. The crank system measured crank angle with an average RMS error of 1.84 degrees across pedalling rates of 30-150 r/min. The absolute error of radial and tangential force measurements were 6% and 3.2% respectively (RMSE) and the relative error (accuracy of change in force) of radial and tangential force were 1.48% and 0.25% respectively (RMSE). Repeated measurements of force were found to be highly reliable (intra-class coefficient > 0.998). The method presented in this report could be used to evaluate the accuracy and reliability of other power meters and instrumented crank systems.
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6

Chen, B.-C., Y.-Y. Wu, and F.-C. Hsieh. "Estimation of engine rotational dynamics using a closed-loop estimator with stroke identification for engine management systems." Proceedings of the Institution of Mechanical Engineers, Part D: Journal of Automobile Engineering 219, no. 12 (December 1, 2005): 1391–405. http://dx.doi.org/10.1243/095440705x35062.

Повний текст джерела
Анотація:
In order to study the effect of the crank sensor noise on the engine management system (EMS), an algorithm using a closed-loop estimator with stroke identification is proposed to estimate the engine rotational dynamics. Estimated crank angle and engine speed are used for fuel injection and ignition control systems. The closed-loop estimator design is based on a linear model by assuming that the engine rotational inertia is constant. Since the effective inertia actually varies with different crank angles, the stability of the proposed algorithm is assessed using the Lyapunov stability theorem. Performances of the proposed and traditional algorithms are evaluated using a non-linear engine model with a four-plus-one-tooth crankshaft wheel in Matlab/Simulink. The estimated crank angle and engine speed of the traditional algorithm can be significantly affected by large sensor noises resulting from the poorly grounded ignition coil. It was found that the proposed algorithm can mitigate the noise impact and thus maintain the desired engine control performance.
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7

King, Mark A., and Maurice R. Yeadon. "Determining Subject-Specific Torque Parameters for Use in a Torque-Driven Simulation Model of Dynamic Jumping." Journal of Applied Biomechanics 18, no. 3 (August 2002): 207–17. http://dx.doi.org/10.1123/jab.18.3.207.

Повний текст джерела
Анотація:
This paper describes a method for defining the maximum torque that can be produced at a joint from isovelocity torque measurements on an individual. The method is applied to an elite male gymnast in order to calculate subject-specific joint torque parameters for the knee joint. Isovelocity knee extension torque data were collected for the gymnast using a two-repetition concentric-eccentric protocol over a 75° range of crank motion at preset crank angular velocities ranging from 20 to 250°s–1. During these isovelocity movements, differences of up to 35° were found between the angle of the dynamometer crank and the knee joint angle of the participant. In addition, faster preset crank angular velocities gave smaller ranges of isovelocity motion for both the crank and joint. The simulation of an isovelocity movement at a joint angular velocity of 150°s–1 showed that, for realistic series elastic component extensions, the angular velocity of the joint can be assumed to be the same as the angular velocity of the contractile component during most of the isovelocity trial. Fitting an 18-parameter exponential function to experimental isovelocity joint torque/ angle/ angular velocity data resulted in a surface that was well behaved over the complete range of angular velocities and within the specified range of joint angles used to calculate the surface.
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8

Sereda, N. A. "MATHEMATICAL MODEL AND AREA OF EXISTENCE OF THE FAMILY CRANKS AND MOBILE MECHANISMS WITH THE MAXIMUM TRANSMISSION ANGLE." Spravochnik. Inzhenernyi zhurnal, no. 285 (December 2020): 20–26. http://dx.doi.org/10.14489/hb.2020.12.pp.020-026.

Повний текст джерела
Анотація:
The article examines crank-rocker mechanisms. Such mechanisms are used in transport and technological machines. The article is devoted to the search for a new family of crank-rocker mechanisms. A mathematical model of a new family of crank-rocker mechanisms is obtained. In this family, the maximum transmission angle reaches 90 when the crank angle is 75. Thus, the new family of crank-rocker mechanisms differs from the known families by the position of the mechanism in which the maximum of the transmission angle function takes place. It is shown that, with a certain ratio of link lengths, the new family corresponds to the known families KKM-5 and KKM-7. The area of existence of a new family of crank-rocker mechanisms is established. This area is bounded by the arc of the circle of the unit radius and the curve. The mentioned curve is based on a joint solution of a mathematical model of a new family of mechanisms and the famous Kolchin straight line. The dependence for the minimum transmission angle is obtained. A formula for determining the angle of the rocker arm span is proposed. A graphical interpretation of the mentioned dependencies and formulas is constructed. The scope of existence of a new family of crank-rocker mechanisms and graphical interpretations are used in determining the geometric parameters of mechanisms. These mechanisms are part of a new family of mechanisms.
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9

Loveikin, Viacheslav, Kostiantyn Pochka, Mykola Prystailo, Maksym Balaka, and Olha Pochka. "Impact of cranks displacement angle on the motion non-uniformity of roller forming unit with energy-balanced drive." Strength of Materials and Theory of Structures, no. 106 (May 24, 2021): 141–55. http://dx.doi.org/10.32347/2410-2547.2021.106.141-155.

Повний текст джерела
Анотація:
The impact of the cranks displacement angle on the motion non-uniformity is determined for three forming trolleys of a roller forming unit with an energy-balanced drive mechanism. At the same time, the specified unit is presented by a dynamic model with one freedom degree, where the extended coordinate is taken as the angular coordinate of the crank rotation. For such a model, a differential equation of motion is written, for solved which a numerical method was used. The inertia reduced moment of the whole unit, and the resistance forces moment, reduced to the crank rotation axis, to move of forming trolleys during the formation of products from building mixtures are determined, and also the nominal rated power of the electric motor was calculated, when solved a differential equation of motion. According to these data, asynchronous electric motor with a short-circuited rotor was chosen, for which a mechanical characteristic is constructed by the Kloss formula. Having solved the differential equation of motion with all defined characteristics, we obtain the change function of the crank angular velocity from start-up moment and during steady motion mode. After that, we calculated the time corresponding to the angular velocity value, and obtained the change function of the crank angular acceleration from start-up moment and during steady motion mode. The motion non-uniformity of the roller forming unit has been determined by the motion non-uniformity factor, the motion dynamism factor and the extended factor of motion assessment during steady motion mode. The impact of drive cranks displacement angle on the motion non-uniformity has been traced, as a result, the specified factors have the minimum values at cranks displacement on the angle Δφ=60°. The results may in the future are used to refine and improve the existing engineering methods for estimating the drive mechanisms of roller forming machines, both at design stages and in practical use.
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10

Midha, A., R. J. Cipra, and K. Farhang. "Analysis and Design of Basic Linkages for Harmonic Motion Generation." Journal of Mechanisms, Transmissions, and Automation in Design 107, no. 4 (December 1, 1985): 499–506. http://dx.doi.org/10.1115/1.3260752.

Повний текст джерела
Анотація:
This paper deals with basic planar linkages driven by relatively small cranks, and as a consequence generating approximate simple harmonic motion at the output members. A unique approach is presented to yield the kinematic equations, as exemplified by planar crank-rocker and offset slider-crank linkages. The method involves the presumption of a mean linkage configuration and a small motion excursion therefrom. Its validity is demonstrated by means of several error plots, generated for varying, nondimensional linkage parameters and a constant mean transmission angle. These plots also serve to illustrate the order of approximation involved for a particular combination of parameters. Finally, the synthesis of a crank-rocker linkage for a representative set of requirements is exemplified using the equations developed herein.
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Більше джерел

Дисертації з теми "CRANK ANGLE"

1

Ringström, Christopher. "Virtual Crank Angle based Cylinder Pressure Sensor." Thesis, KTH, Förbränningsmotorteknik, 2017. http://urn.kb.se/resolve?urn=urn:nbn:se:kth:diva-223740.

Повний текст джерела
Анотація:
Closed-loop combustion control is an on-going field of research for improving reducing engine emissions and increasing efficiency. Cylinder pressure is a key parameter to monitor for combustion feedback. Measuring pressure with a transducer is an option, although being able to estimate the pressure based on the crank angle measurement instead would be beneficial in terms of costs. A virtual crank angle based pressure sensor was therefore developed within this thesis. It was studied how the in-cylinder pressure trace for a full closed cycle could be modelled from a pressure trace from a rigid crankshaft model, the angular velocity measurement and heat release modelling. The pressure trace from the crankshaft model was subjected to a singularity at TDC and torsional oscillations, it was therefore of interest to study whether the singularity could be avoided by modelling the heat release. Further on, the indicated work and total heat released during combustion were estimated from the angular velocity measurements as they are important parameters for determining the heat release trace. It was found that the indicated work could be approximated by comparing the kinetic power trace, obtained from the measured angular velocity, with the piston power trace, estimated using isentropic pressure curves for the compression and expansion within the cylinder. Accurate results were obtained for operating points at 800 rpm while large deviations were seen for higher speeds as a consequence of larger torsional effect on the angular velocity trace; on the form of perturbed oscillations. The results could be improved from local averaging of the kinetic power trace at the occasions of deceleration, although it could be concluded that only the low speed operating were still accurate enough. The kinetic power trace was attempted to be corrected for torsional power using angular displacement estimations of the crankshaft nodes from a dynamic crankshaft model. Even though the model seemed to capture the torsional behaviour at parts of the cycle, the oscillations could not be completely removed and it was determined that the final work estimate could not be improved from the torsional power estimate. The torsion was further studied regarding frequency and amplitude of the oscillations within the angular velocity and acceleration trace. No clear relations between the torsional behaviour and operating speed and load could be concluded. Further, since inversion of the dynamic crankshaft model for pressure estimation resulted in an improper solution since before, the model was iterated instead. The pressure trace could thereby be derived accounting for torsion, however the trace still contained oscillations which highlights the challenge of estimating the torsion accurately. The torsion is a complex phenomenon to describe and further development of a model for estimating the torsion with high accuracy for all operating points would improve the virtual pressure sensor significantly. The heat release was, as a first step, modelled as isochoric and isobaric. These models gave information of the limits of SOC by comparing the indicated work from the resulting pressure trace with the work estimate from the angular velocity measurement. Further, one Wiebe function was parametrised such that the resulting pressure derivative during late combustion was adapted to the trace from the crankshaft model in a least-square sense. This allowed for better adaption as the partial pressure trace was subjected to torsional oscillations. The fitted Wiebe function described the diffusive combustion well but missed out the shape of the premixed combustion. Lastly, a double Wiebe function parametrisation was done where the diffusive combustion function was fitted to the late combustion data and the premixed combustion function was adapted such that the resulting indicated work matched the estimated work. To receive more accurate results, the premixed SOC and duration had to be approximated beforehand from the kinetic power trace. The virtual pressure sensor and most of the sub models were most accurate for low speed operating points. It was concluded that the reason is most probably the torsional effect on the input data to all sub models. It was shown that the crankshaft model can be complemented with heat release estimations which improved the final pressure trace and removed the singularity present around TDC.
Förbränningsåterkoppling är ett aktuellt forskningsområde inom utvecklingsarbetet för att minska utsläpp och öka verkningsgraden hos förbränningsmotorer. Cylindertryck är en viktig parameter att mäta . Ett alternativ är att använda en tryckgivare men det skulle vara mer kostnadseffektivt att kunna uppskatta trycket baserat på vevvinkeln som redan idag mäts i motorer. Därav utvecklades en virtuell sensor för uppskattning av cylindertrycket genom detta examensarbete. Studien har berört hur tryck spår, bitvis noggranna för kompressionen och expansionen, från en stel vevaxelmodell kan kompletteras med modeller för värmeavgivningen från förbränningen för att erhålla ett fullt tryck spår. För att kunna bygga och utveckla modellerna utvecklades en metod för att bestämma det indikerade arbetet baserat på den uppmätta varvtalssignalen som beror mycket på hur förbränningen skett och är därmed en viktig parameter vid modellerande av värmeavgivningen. Det indikerade arbetet kunde uppskattas genom att jämföra den kinetiska effekten med den effekt som kolvarna totalt bidrog med. Det upptäcktes att offseten mellan kurvorna motsvarade effekten av förlusterna och lasten som därmed kunde bestämmas vid de punkter där momentet från cylindrarna var i jämvikt. Den kinetiska effekten beräknades från varvtalssignalen medan effekten från kolvarna uppskattades genom att använda isentropiska tryckkurvor för kompressionen och expansionen, innan och efter förbränningen respektive. Relativt noggranna resultat erhölls för arbetspunkterna med ett varvtal på 800 rpm medan större avvikelser inträdde vid högre varvtal. Anledningen till detta var att torsionssvängningar influerade varvtalssignalen mer vid högre varvtal. Resultaten kunde förbättras genom lokal medelvärdesbildning av den kinetiska effekten vid de decelerationer som sker efter förbränningen i respektive cylinder. Torsionens inverkan på vevaxelns dynamik uppskattades genom att använda estimeringar av förvridningen av vevaxeln från en dynamisk vevaxelmodell. Uppskattningen tycktes vara tillräckligt noggrann inom vissa intervall men det var inte möjligt att avlägsna torsionssvängningarna i kinetiska effektspåret för hela cykeln. Uppskattningen av indikerat arbete kunde därför inte förbättras genom denna torsionsuppskattning. Torsionen var vidare studerad i form av frekvens och amplitud av svängningarna inom varvtalssignalen. Inga tydliga samband kunde säkerställas mellan svängningarna och arbetspunkternas varvtal och last. Detta tyder på att torsionen är för komplex att förutse. Vidare, då invertering av den dynamiska vevaxelmodellen tidigare visat sig ge en oriktig lösning kunde modellen istället itereras för att bestämma tryck spåret likt tidigare gjort för den stela vevaxelmodellen. Torsionssvängningarna influerade dock fortfarande det resulterande tryck spåret. Det finns stor potential att förbättra den virtuella sensorn om torsionen kan uppskattas noggrant för alla arbetspunkter. Värmeavgivningen från förbränning var först modellerad som isochorisk och isobarisk i två respektive modeller. Dessa modeller gav information om gränsvärdena för tändningen genom att finna den tändning för modellerna som resulterade i samma arbete som det tidigare estimerade indikerade arbetet. Därefter anpassades en Wiebe funktion så att den resulterande tryckderivatan minsta-kvadrat anpassades till tryckderivatan från vevaxelmodellen under den sena förbränningen där vevaxelmodellen var mest noggrann. Wiebe funktion gav en bra anpassning till den senare diffusiva förbränningen men var inte tillräcklig för att beskriva den förblandade förbränningen. Slutligen anpassades två Wiebe funktioner där den diffusiva förbränningen anpassades likt för singel Wiebe-funktions anpassningen medan den förblandade förbränningen anpassades så att det resulterande arbetet stämde med det uppskattade indikerade arbetet. För att få bättre resultat bestämdes den förblandade förbränningens start och duration från uppskattningen av den kinetiska effekten innan anpassningen. Den virtuella trycksensorn och de flesta av dess delmodeller var mest noggranna för arbetspunkterna vid låga varvtal. Slutsatsen var att det var främst på grund av torsionssvängningarnas påverkan på insignalerna till delmodellerna som noggrannheten föll för de högra varvtalen. Genom denna studie visades det att deltrycksspåret från vevaxelmodellen kunde kompletteras med en modell för värmeavgivningen för att slutligen få en bättre uppskattning av hela tryck spåret där singulariteten vid TDC kunde undvikas.
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2

Thiyagarajan, Janakiraman. "A method for measuring Crank Angle resolved Thrust Loads." Thesis, KTH, Energiteknik, 2016. http://urn.kb.se/resolve?urn=urn:nbn:se:kth:diva-191490.

Повний текст джерела
Анотація:
This thesis report elucidates the experimental and analytical methods of determining the axial thrust loads of a twin scroll turbocharger mounted on a 6-cylinder diesel engine, tested at Scania CV AB, Sodertalje. Literature survey revealed several methods to experimentally determine the thrust loads but the concept of using strain gauges was nally selected. The key objectives of this thesis are to determine an experimental method to measure axial thrust loads, develop an analytical model to predict axial loads and to perform a root cause analysis. It was noted that axial load peaks are of immense interest here than the average values of the axial loads. The method adopted to measure axial loads consists of a weakened bearing that was capable of withstanding an estimated axial load and at the same time undergo strains that could be sensed by strain gauges. The test operating points consisted of a series of engine speeds and loads. Root cause analysis results suggested that there was a minimal drift of 0.25 N force per 10 degree rise in temperature on the bearings. Also, the main reason for the drift in strain gauge measurements was the plastic deformation of the axial bearing that experienced higher axial loads due to transient testing. A 1D model based on the Control Volume approach including both the pressure and impulse contributions predicting the thrust loads was modelled. The factored axial force measurements during most of the operating conditions were negative (forces acting from the turbine towards the compressor) with the highest value recorded as -90 N at 1400 rpm and 80 % engine load. The highest factored axial force (negative) predicted by the model during the same operating point was -100 N. The di erence between the predicted and measured max load varied between 10 % to 15% among all the operating conditions considered for correlation. It could be concluded that the experimental method established could be used to measure axial loads. Further, future work in terms of non-invasive measurements, CFD methods and usage of fast pressure sensors on compressor side to predict transient conditions would improve the current method.
Denna avhandling rapport belyser de experimentella och analytiska metoder for att bestamma de axiella tryckbelastningar av en Twin Scroll turboaggregat monterat paen 6-cylindrig dieselmotor, testas vid Scania CV AB, Sodertalje. Litteraturstudie visade era metoder for att experimentellt bestamma axialbelastningar men begreppet att anvanda tradtojningsgivare slutligen valts. De viktigaste mlen for denna avhandling ar att bestamma en experimentell metod for att mata axiella tryckbelastningar, utveckla en analytisk modell for att forutsaga axialbelastningar och utfora en orsaksanalys. Det konstaterades att de axiella belastningstoppar ar av stort intresse har an medelvardena for de axiella belastningar. Den metod som for att mata axiella belastningar bestar av en forsvagad lager som kunde motstaen uppskattad axiell belastning och samtidigt genomgar stammar som kan kannas av tojningsgivare. Testdriftpunkter bestod av en serie av motorhastigheter och belastningar. Rotfelsanalys resultat antydde att det fanns en minimal avdrift av 1N kraft per 10 graders temperaturokning palagren. Aven den framsta orsaken till drift i tradtojningsgivare matningar var plastisk deformation av det axiella lagret som haft en hogre axiella belastningar pagrund av transient provning. En 1D modell baserad pakontroll Volym tillvagagangssatt innefattande bade tryck och impuls bidrag forutsaga axialbelastningar modellerades. De vgas axiella kraftmtningar under strre delen av driftsfrhallandena var negativa (krafter som verkar fran turbinen mot kompressorn) med det hogsta vardet registreras som -90 N vid 1400 rpm och 80 % motorbelastning. Den hogsta vagas axialkraften (negativ) forutsags av modellen under samma arbetspunkt var -100 N. Skillnaden mellan forutsagelsen och matning befanns variera mellan 10 % 15 % bland alla driftfrhallanden vagas for korrelation. Det kan konstateras att den experimentella metod som faststallts kan anvandas for att mata axiella belastningar. Vidare skulle det framtida arbetet i termer av icke-invasiva matningar, CFD-modeller och anvandning av snabba trycksensorer pakompressorsidan for att forutsaga transienta forhallanden forbattra den nuvarande metoden.
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3

Roswall, Tobias. "Design of Virtual Crank Angle Sensor based on Torque Estimation." Thesis, KTH, Skolan för elektro- och systemteknik (EES), 2016. http://urn.kb.se/resolve?urn=urn:nbn:se:kth:diva-187680.

Повний текст джерела
Анотація:
The topic of thesis is estimation of the crank angle based on pulse signals from an induction sensor placed on the flywheel. The engine management system performs many calculations in the crank angle domain which means that a good accuracy is needed for this measurement. To estimate the crank angle degree the torque balance on the crankshaft based on Newtons 2nd law is used. The resulting acceleration is integrated to give engine speed and crank angle. This approach is made for two crankshaft models, the rigid crankshaft approach and the lumped mass model. The latter can capture the torsional effects of the crankshaft twisting and bending due to torques acting on it. This is then compared to a linear extrapolation of the engine speed which is the chosen method today. To validate results experiments was performed where data for 36 stationary operating points was gathered. The results indicate that using a torque based model and predicting torsion improves the accuracy of the crank angle measurement especially for higher engine speeds. The rigid crankshaft approach does not give enough improvement of the accuracy to warrant further work.
Detta examensarbete handlar om att ta fram en metod för att uppskatta vevvinkel från pulser från en induktionssensor placerad på svänghjulet. Motorns styrsystem utför många beräkningar med vevvinkeln som bas och därför krävs hög noggrannhet. Den valda metoden ärr att använda momentbalans på vevaxeln baserat på Newtons andra lag. Accelerationen som fås från denna ekvation integreras sedan för att ge motorvarv-tal och vevvinkel. Denna metod görs för två fall av vevaxel modell. En stel vevaxel och en fler-mass modell som används för att förutspå förvridningar i axeln. Detta jämförs sedan med en linjär extrapolation av hastigheten vilket är tillvägagångsättet idag. För att kunna validera modellerna samlades data in i experiment som utfördes för 36 stationära arbetspunkter. Resultaten visar på att en momentmodell som även förutspår förvridningar ger en förbättrad uppskattning av vevvinkeln. Den stela vevaxel modellen ger inte tillräckligt förbättrad prestanda för att vara värd fortsatt arbete.
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4

Kayes, David J. (David Jonathan) 1972. "Crank angle and space resolved, speciated sampling of engine-out exhaust hydrocarbons." Thesis, Massachusetts Institute of Technology, 1996. http://hdl.handle.net/1721.1/40007.

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5

Gustafsson, Mikael. "Crank Angle Based Virtual Cylinder Pressure Sensor in Heavy-Duty Engine Application." Thesis, Linköpings universitet, Fordonssystem, 2015. http://urn.kb.se/resolve?urn=urn:nbn:se:liu:diva-123710.

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Анотація:
The in-cylinder pressure is an important signal that gives information about the combustion process. To further improve engine performance, this information can be used as a feedback signal in a control system. Usually a pressure sensor is mounted in the cylinder to extract this information. A drawback with pressure sensors is that they are expensive and have issues with aging. This master’s thesis investigates the possibility to create a virtual sensor to estimate in-cylinder pressure based on crank angle degree sensor (CAD-sensor) data and physical models of the heavy-duty engine. Instead of using the standard mounted CAD-sensor an optical high-precision sensor measures the elapsed time between equidistant angles. Based on this signal the instantaneous angular acceleration was estimated. Together with the inertia of the crankshaft, connecting rods and pistons, an estimation of the engine torque was calculated. To be able to extract in-cylinder pressure from the estimated torque, knowledge about how the in-cylinder pressure signal propagates in the drivetrain to accelerate the flywheel needs to be known. Two engine models based on the torque balance on the crankshaft are presented. The fundamental difference between them is how the crankshaft is modeled, rigid body or spring-mass-damper system. The latter captures torsional effects of the crankshaft. Comparisons between the estimated torque from sensor data and the two engine models are presented. It is found that torsional effects of the crankshaft is present at normal engine speeds and has a significant influence on the flywheel torque. A separation of the gas torque contribution from one cylinder is done with CAD-sensor data together with the rigid body engine model. The in-cylinder pressure is then estimated by using the inverse crank-slider function and a Kalman filter estimator. The estimated pressure captures part of the compression and most of the expansion at engine speeds below 1200 RPM. Due to the crank-slider geometry the pressure signal disappears at TDC. The torsional effects perturb the estimated pressure during the gas exchange cycle. Further development must be made if this method is to be used on heavy-duty applications in the future.
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6

Kim, Chung-Gong. "A crank angle resolved CIDI engine combustion model with arbitrary fuel injection for control purpose." Connect to this title online, 2004. http://rave.ohiolink.edu/etdc/view?acc%5num=osu1086154960.

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Анотація:
Thesis (Ph. D.)--Ohio State University, 2004.
Title from first page of PDF file. Document formatted into pages; contains xxiv, 266 p. : ill. (some col.). Advisor: Yann G. Guezennec, Dept. of Mechanical Engineering. Includes bibliographical references (p. 259-266).
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7

Medina, Velarde Jose Luis. "Fast ductile crack growth in panels." Thesis, University of Oxford, 2000. http://ethos.bl.uk/OrderDetails.do?uin=uk.bl.ethos.343563.

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8

Abada, Christopher H. "The Influence of Reinforcement Architecture on the Fracture Behavior of Selectively Reinforced Materials." Thesis, Virginia Tech, 2006. http://hdl.handle.net/10919/32861.

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Анотація:
A computer-based parametric study of the effect of reinforcement architectures on fracture response of aluminum compact-tension (CT) specimens was performed using the finite element code ABAQUS. A three-dimensional crack propagation procedure based on the crack tip opening angle (CTOA) was developed using Python. Eleven different reinforcement architectures consisting of rectangular and triangular cross-section reinforcements were evaluated. Reinforced specimens produced between 13 and 28 percent higher fracture load than achieved with the non-reinforced case. Reinforcements with blunt leading edges (rectangular reinforcements) exhibited superior performance relative to the triangular reinforcements with sharp leading edges. Relative to the rectangular reinforcements, the most important architectural feature was reinforcement thickness. At failure, the reinforcements carried between 58 and 85 percent of the load applied to the specimen, suggesting that there is considerable load transfer between the base material and the reinforcement. The amount of load transfer is linked to strains experienced by the reinforcement ahead of the crack tip.
Master of Science
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9

Böhmert, Jürgen, Gudrun Müller, and Krist'l van Ouytsel. "A Small Angle X-ray Scattering Method to Investigate the Crack Tip in Metals." Forschungszentrum Dresden, 2010. http://nbn-resolving.de/urn:nbn:de:bsz:d120-qucosa-29045.

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Анотація:
The work in this report, financed by the European Union through the Marie Curie Fellowship Association, was carried out at the FZ-Rossendorf. The subject of the research was to develop a method to investigate the damage, the high defect gradients at the tip of a ductile crack by means of Small Angle X-ray Scattering. The work explains the objectives and entails a brief introduction and background; it portrays and discusses the results which can be summarized as follows. Different damage parameters were investigated: the integral intensity, the total intensity on the detector, the anisotropy parameter and the fractal dimension. Of these, the anisotropy parameter is the most robust and most clearly depicts a damage region and the fractal dimension provides an idea of the structure of the scattering defect. The integral and total intensity provide comparable results only in some cases and are therefore not reliable. From supportive investigations: Scanning and Transmission Electron Microscopy (S-TEM), Finite Element Analysis and X-Ray Diffraction, it is suggested that the scatterer created after deformation is related to large oriented dislocation networks.
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10

Böhmert, Jürgen, Gudrun Müller, and Krist'l van Ouytsel. "A Small Angle X-ray Scattering Method to Investigate the Crack Tip in Metals." Forschungszentrum Rossendorf, 2003. https://hzdr.qucosa.de/id/qucosa%3A21731.

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Анотація:
The work in this report, financed by the European Union through the Marie Curie Fellowship Association, was carried out at the FZ-Rossendorf. The subject of the research was to develop a method to investigate the damage, the high defect gradients at the tip of a ductile crack by means of Small Angle X-ray Scattering. The work explains the objectives and entails a brief introduction and background; it portrays and discusses the results which can be summarized as follows. Different damage parameters were investigated: the integral intensity, the total intensity on the detector, the anisotropy parameter and the fractal dimension. Of these, the anisotropy parameter is the most robust and most clearly depicts a damage region and the fractal dimension provides an idea of the structure of the scattering defect. The integral and total intensity provide comparable results only in some cases and are therefore not reliable. From supportive investigations: Scanning and Transmission Electron Microscopy (S-TEM), Finite Element Analysis and X-Ray Diffraction, it is suggested that the scatterer created after deformation is related to large oriented dislocation networks.
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Книги з теми "CRANK ANGLE"

1

Miasha. Mommy's angel. New York: Simon & Schuster, 2007.

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2

A, Sutton M., and Langley Research Center, eds. Crack-tip opening angle measurements and crack tunneling under stable tearing in thin sheet 2024-T3 aluminum alloy. Hampton, Va: National Aeronautics and Space Administration, Langley Research Center, 1993.

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3

A, Sutton M., and Langley Research Center, eds. Crack-tip opening angle measurements and crack tunneling under stable tearing in thin sheet 2024-T3 aluminum alloy. Hampton, Va: National Aeronautics and Space Administration, Langley Research Center, 1993.

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4

Wong, A. K. On the application of the strain energy density theory in predicting crack initiation and angle of growth. Melbourne, Australia: Aeronautical Research Laboratories, 1986.

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5

C, Newman J., and Langley Research Center, eds. Prediction of stable tearing of 2024-T3 aluminum alloy using the crack-tip opening angle approach. Hampton, Va: National Aeronautics and Space Administration, Langley Research Center, 1993.

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6

C, Newman J., and Langley Research Center, eds. Prediction of stable tearing of 2024-T3 aluminum alloy using the crack-tip opening angle approach. Hampton, Va: National Aeronautics and Space Administration, Langley Research Center, 1993.

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7

Crack-tip opening angle measurements and crack tunneling under stable tearing in thin sheet 2024-T3 aluminum alloy. Hampton, Va: National Aeronautics and Space Administration, Langley Research Center, 1993.

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8

Miasha. Mommy's Angel: A Novel. Touchstone, 2007.

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9

Miasha. Mommy's Angel: A Novel. Pocket Books, 2012.

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10

Miasha. Mommy's Angel: A Novel. Touchstone, 2007.

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Частини книг з теми "CRANK ANGLE"

1

Wang, Tingting, Xuqun Pei, Min Liu, Chengqian Wang, Mingxu Sun, and Han Zhang. "An FES-Cycling Control System Based on Crank Angle." In Lecture Notes of the Institute for Computer Sciences, Social Informatics and Telecommunications Engineering, 724–34. Cham: Springer Nature Switzerland, 2022. http://dx.doi.org/10.1007/978-3-031-18123-8_57.

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2

Schilliger, Jan, Nils Keller, Severin Hänggi, Thivaharan Albin, and Christopher Onder. "Data-Based Modeling for the Crank Angle Resolved CI Combustion Process." In Data Analysis for Direct Numerical Simulations of Turbulent Combustion, 197–213. Cham: Springer International Publishing, 2020. http://dx.doi.org/10.1007/978-3-030-44718-2_10.

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3

Pasligh, Henning, K. Oehlert, F. Dinkelacker, and H. Ulmer. "Crank angle resolved floating-liner friction measurements on microstructured cylinder liner surfaces." In Proceedings, 969–81. Wiesbaden: Springer Fachmedien Wiesbaden, 2016. http://dx.doi.org/10.1007/978-3-658-13255-2_72.

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4

Zhang, Kun, Hui Wang, Kaiqiang Wang, Baiben Chen, Yong Zhou, Dongdong Mu, and Xiaolin Fang. "Design and analysis of variable angle and inclined tower crane." In Frontiers of Civil Engineering and Disaster Prevention and Control Volume 1, 653–60. London: CRC Press, 2022. http://dx.doi.org/10.1201/9781003308577-88.

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5

Lunin, Valery P., and Vera A. Barat. "Crack Angle and Depth Estimation Using Wavelet Preprocessed Neural Network." In Review of Progress in Quantitative Nondestructive Evaluation, 821–28. Boston, MA: Springer US, 1999. http://dx.doi.org/10.1007/978-1-4615-4791-4_105.

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6

Isa, Abdulbasid Ismail, Mukhtar Fatihu Hamza, Yusuf Abdullahi Adamu, and Jamilu Kamilu Adamu. "Position and Swing Angle Control of Nonlinear Gantry Crane System." In Lecture Notes in Electrical Engineering, 37–47. Singapore: Springer Singapore, 2021. http://dx.doi.org/10.1007/978-981-33-4597-3_4.

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7

Kišiček, Tomislav, Tvrtko Renić, Ivan Hafner, and Luka Lulić. "The Influence of Shear Crack Angle on FRP Wall Strengthening." In Lecture Notes in Civil Engineering, 1059–68. Cham: Springer Nature Switzerland, 2023. http://dx.doi.org/10.1007/978-3-031-32511-3_108.

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8

Haile, Mulugeta, Tzi-Kang Chen, Michael Shiao, and Dy Le. "Crack growth behavior in preloaded metallic nested-angle plates under flight load spectrum." In Experimental and Applied Mechanics, Volume 6, 3–11. New York, NY: Springer New York, 2011. http://dx.doi.org/10.1007/978-1-4614-0222-0_2.

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9

Zhang, Tong-Yi, Bin Huang, and Ming-Hao Zhao. "The Phase Angle of an Interface Crack Induced by Indentation Delamination with Buckling." In IUTAM Symposium on Mechanical Behavior and Micro-Mechanics of Nanostructured Materials, 203–9. Dordrecht: Springer Netherlands, 2007. http://dx.doi.org/10.1007/978-1-4020-5624-6_20.

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10

Tang, Shujie, Genliang Chen, Wei Yan, and Hao Wang. "Design and Modeling of a Novel Compliant Ankle Mechanism with Flexible Slider-Crank Limbs." In Intelligent Robotics and Applications, 767–78. Cham: Springer International Publishing, 2022. http://dx.doi.org/10.1007/978-3-031-13835-5_69.

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Тези доповідей конференцій з теми "CRANK ANGLE"

1

"CASMA-crank angle synchronous moving average filtering." In Proceedings of the 1999 American Control Conference. IEEE, 1999. http://dx.doi.org/10.1109/acc.1999.783585.

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2

Rosvall, Tobias, and Ola Stenlaas. "Torque Estimation Based Virtual Crank Angle Sensor." In SAE 2016 World Congress and Exhibition. 400 Commonwealth Drive, Warrendale, PA, United States: SAE International, 2016. http://dx.doi.org/10.4271/2016-01-1073.

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3

Chin, Yuen-Kwok, and Francis E. Coats. "Engine Dynamics: Time-Based Versus Crank-Angle Based." In SAE International Congress and Exposition. 400 Commonwealth Drive, Warrendale, PA, United States: SAE International, 1986. http://dx.doi.org/10.4271/860412.

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4

Scotson, P. G., and W. P. Heath. "Crank-Angle Based Control of High Speed Diesel Engines." In International Congress & Exposition. 400 Commonwealth Drive, Warrendale, PA, United States: SAE International, 1996. http://dx.doi.org/10.4271/960619.

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5

Yurkovich, Stephen, and Melinda Simpson. "Crank-Angle Domain Modeling and Control for Idle Speed." In SAE International Congress and Exposition. 400 Commonwealth Drive, Warrendale, PA, United States: SAE International, 1997. http://dx.doi.org/10.4271/970027.

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6

Jing Hu, Bing Xiao, and Fei Luo. "Transient Engine Cylinder Charge Model on Crank-angle Domain." In 2006 6th World Congress on Intelligent Control and Automation. IEEE, 2006. http://dx.doi.org/10.1109/wcica.2006.1713287.

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7

Fujii, Isao, Sizuo Yagi, Makoto Kawai, and Haruhiko Yoshikawa. "MBT Control Utilizing Crank Angle of Maximum Combustion Pressure." In SAE International Congress and Exposition. 400 Commonwealth Drive, Warrendale, PA, United States: SAE International, 1989. http://dx.doi.org/10.4271/890759.

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8

Schaal, Peter, Byron Mason, Sotiris Filippou, Ioannis Souflas, and Mark Cary. "Robust Methodology for Fast Crank Angle Based Temperature Measurement." In SAE 2016 World Congress and Exhibition. 400 Commonwealth Drive, Warrendale, PA, United States: SAE International, 2016. http://dx.doi.org/10.4271/2016-01-1072.

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9

Gambarotta, Agostino, and Gabriele Lucchetti lng. "Control-Oriented “Crank-Angle” Based Modeling of Automotive Engines." In 10th International Conference on Engines & Vehicles. 400 Commonwealth Drive, Warrendale, PA, United States: SAE International, 2011. http://dx.doi.org/10.4271/2011-24-0144.

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10

Yoneya, Naoki, Toshihiro Aono, and Masayuki Saruwatari. "Combustion torque estimation from mass-produced crank angle sensor." In 2017 36th Chinese Control Conference (CCC). IEEE, 2017. http://dx.doi.org/10.23919/chicc.2017.8028824.

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Звіти організацій з теми "CRANK ANGLE"

1

Hedrick, Jacob, and Timothy Jacobs. PR-457-14201-R02 Variable NG Composition Effects in LB 2S Compressor Engines Phase I Engine Response. Chantilly, Virginia: Pipeline Research Council International, Inc. (PRCI), August 2015. http://dx.doi.org/10.55274/r0010997.

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Анотація:
This is the final report summarizing work completed during the first phase of the PRCI study on large bore two stroke lean burn integral compressor engine response to variable natural gas compositions for the purposes of engine control development. Accomplished tasks include the completion of a detailed literature review covering the research topic, a parametric study of laminar flame speeds and ignition delays for binary methane and ethane mixtures up to 30%, and a GT-Power engine model of the Colorado State GMV-4 research engine with associated validation data from CSU�s variable ethane effects study. The chemistry of the combustion reaction is crucial to accurate modeling; laminar flame speeds and ignition delays as function of composition were determined from the solutions to published chemical kinetics mechanisms GRI-Mech3.0 and Saudi Aramco Mech1.3, respectively. The Wiebe coefficients correlated to variations in ethane composition and spark timing were regressed from the crank angle resolved heat release rates. The Wiebe coefficients are the most significant achievement of this phase of the project, since they quantify the heat release as a function of composition. At this time, the Wiebe parameters only reflect the relative changes in the model since certain aspect of the models geometry are pending resolution. Future phases of the project could use the developed GT-Power model and Wiebe coefficients for development of control schemes that maintain emissions, speed and torque limits, and maximize thermal efficiency during a variable fuel composition event.
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2

Demofonti, G., and P. E. O'Donoghue. L41065 Ductile Fracture Propagation Model Development. Chantilly, Virginia: Pipeline Research Council International, Inc. (PRCI), June 1999. http://dx.doi.org/10.55274/r0011698.

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The objectives of this work are (1) to relax the restriction of steady-state crack growth in the dynamic ductile fracture propagation code PFRAC so that nonsteady crack propagation and arrest processes can be rigorously modeled, and (2) extend the critical crack tip opening angle fracture toughness database to other X60 to X80 grades of line pipe steels.
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3

Bajwa, Abdullah, and Timothy Jacobs. PR-457-17201-R03 Residual Gas Fraction Estimation Based on Measured In-Cylinder Pressure - Phase III. Chantilly, Virginia: Pipeline Research Council International, Inc. (PRCI), January 2021. http://dx.doi.org/10.55274/r0011996.

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An experimental study was carried out to characterize the scavenging behavior of a cross-scavenged, piston-aspirated, two-stroke, natural gas engine to aid in the development of computationally inexpensive simple scavenging models for onboard engine control by (1) studying the effects of changing operational parameters on the engine's scavenging performance, and (2) identifying the underlying phenomena driving the observed effects. Tracer based methods were used to quantify the scavenging and trapping performance of the engine - CO2 was used as a tracer for combustion products and pre-mixed fuel was used as a fresh charge tracer. CO2 concentration was measured on a crank angle resolved basis both in the engine cylinder and exhaust using portable NDIR sensors, while unburned fuel concentration was measured in the exhaust using the FID module of a standard five gas analyzer. It was found that scavenging took place in three stages, an initial perfect displacement type stage, followed by a short-circuiting, and a perfect mixing type stage. Engine speed and load changes were found to have the strongest effects on the trapping and scavenging performance of the engine; spark timing effects were less significant. Changes in measured scavenging and trapping efficiencies at different operating points resulted from a combination of influences, namely (1) reduced time for gas exchange at high speeds, (2) higher expansion and scavenging pressures at high loads and retarded spark timings, and (3) phasing of the reflected 'scavenging' and 'plugging' pulses in the exhaust pipe relative to BDC and EPC, respectively. Increasing engine load made the engine scavenge significantly better and increasing engine speed resulted in a larger fraction of the delivered air being trapped. The combined effect of these scavenging changes and changes in the engine's fuel conversion efficiency resulted in the engine running leaner at high speeds (more air delivered and higher trapping efficiency) and at low loads (higher trapped residuals). The results were then used to gauge the performance of the simple scavenging model (the hybrid model) developed in phase II of the project. While encouraging results were obtained at high speed, the trapped air mass was overestimated at medium speed; suggesting the need for adding a low scavenging efficiency sub-model. Recommendations have been made about adding a short-circuiting zone to address this limitation of the model.
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4

Biagio, Di. L52037 Ductile Fracture Propagation Resistance for Advanced Pipeline Designs. Chantilly, Virginia: Pipeline Research Council International, Inc. (PRCI), January 2008. http://dx.doi.org/10.55274/r0011001.

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Анотація:
The development of a method able to evaluate the ductile fracture behavior on pipelines has been documented. Therefore, methods for the determination of material fracture resistance and crack driving force have been accurately investigated. In particular, the techniques to determine the critical fracture characterizing parameter CTOA (crack tip opening angle) have been reviewed in-depth (back-slotted drop weight tear tests [DWTT], two specimen CTOA tests, etc.), and in view of a future pipe-mill application. For a more reliable CTOA estimate the needed following parameters have been investigated: 1) rotation factor in a DWTT and 2) the material flow stress to be used in dynamic tests. On the other hand, as far as the crack driving force is concerned, a finite element code developed by CSM (PICPRO) has been successfully used to evaluate the correlation between the CTOA inferred by DWT tests and that measured on pipe. In addition PICPRO has been used to determine the driving force acting on pipe in a wide range of operating conditions, finally supplying an appropriate formula for its calculation. Once the driving force and the fracture resistance have been determined their comparison allows crack arrest assessment.
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5

Mannucci and Demofonti. L51882 Mill Test Techniques for Predicting Crack Arrest Ability in High Toughness Steels. Chantilly, Virginia: Pipeline Research Council International, Inc. (PRCI), March 2002. http://dx.doi.org/10.55274/r0011210.

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The cost for construction of new pipelines to meet the demand for natural gas can be justified by using high strength materials: however line safety requires steel properties that preclude catastrophic failures should the pipe wall be breached. Important problems faced in the eighties, come now again onto the table of the international scientific community driven directly by the incoming projects of future high productivity transmission lines, and need final solutions. The objective of this project, was to develop a simple laboratory testing method, that can be easily transferred and used in the mill practice, to provide a reliable measure of the ductile fracture toughness, expressed by the critical value of the Crack Tip Opening Angle (CTOAc), for high grade/high toughness line pipe steel (grade API X80 and Charpy V shelf energy 200 J). Such parameter has been measured up to now by using the CSM Two Specimen CTOA Test Methodology (methodology developed in the frame of past PRCI sponsored project for gas pipeline steels in grade up to API X80 and with Charpy V shelf energy up to about 200 Joule).
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6

THE SEISMIC PERFORMANCE OF DOUBLE TUBE BUCKLING RESTRAINED BRACE WITH CAST STEEL CONNECTORS. The Hong Kong Institute of Steel Construction, March 2022. http://dx.doi.org/10.18057/ijasc.2022.18.1.2.

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Анотація:
The special concentrically braced frame (SCBF) is an aseismic structure, but its bracing system exhibits brittle failure and premature buckling connected with the weld fracture of the gusset plate and the post-buckling of the braces; thus, maximizing the role of energy dissipation is difficult. Here, this paper proposes a system of double-tube buckling-restrained brace with cast steel connectors for steel SCBFs. The large inelastic deformation of the bracing system is mainly concentrated in the ductile cast connectors under the earthquake, and the degree of buckling and post-buckling of braces can be reduced. Cyclic loading tests were conducted on two groups of specimens with different parameters, then the deformation trend, stress distribution, energy dissipation capacity, and stiffness degradation of the specimens were analyzed. The improved measures of increasing the width–thickness ratio of the energy dissipation plate and stiffener and casting the end right-angle tip tightly for a certain length of cast connector in Group 2 specimens, which overcomes the brittle fracture caused by the crack of the connection segment due to flexural buckling in Group 1 specimen tests, was evaluated. The cast steel connector conducts the main energy dissipation member that exhibits good ductile and energy absorption performance, and the advantages of using improved ductile cast steel connectors to obtain the energy dissipation of BRBs are illustrated. The test results provided direct evidence that the seismic performance of specimens is closely associated with the length of the energy dissipation segment of the cast connector and the overstrength factor of axial force. Also, the strength, rigidity, deformation, and energy dissipation performance of the members can be independently controlled by reasonably designing the cast connector. Our results provide the underlying insights needed to guide the design of the bracing connector.
Стилі APA, Harvard, Vancouver, ISO та ін.
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