Taking the sectional area and the bending moment of inertia as variables for each beam element, the plane frame will possess a stiffness matrix containing parameters.In terms of the symbolic computation software, the ...Taking the sectional area and the bending moment of inertia as variables for each beam element, the plane frame will possess a stiffness matrix containing parameters.In terms of the symbolic computation software, the inverse matrix is solved to obtain the new analytical solution with respect ic characteristics of elements cross-section.The general program is coded in the microcomputer and corresponding exmpales are computed.展开更多
Simulating the dynamic response of trucks requires that a model be constructed and subjected to road inputs. Inclusion or omission of flexible frame effects is often based on intuition or assumption. If frame vibratio...Simulating the dynamic response of trucks requires that a model be constructed and subjected to road inputs. Inclusion or omission of flexible frame effects is often based on intuition or assumption. If frame vibration is assumed to be significant, it is typically incorporated in one of two ways. Either a complex finite element model of the frame is used, or a simplified linear modal expansion model (which assumes small motions) is employed. The typical low-order modal expansion model, while computationally efficient and easier to use, is limited by the fact that 1) large rigid body motions and road grade changes are not supported, and 2) longitudinal dynamics are not coupled to vertical and bounce dynamics. In this paper, a bond graph model is presented which includes coupled pitch and bounce motions, longitudinal dynamics, and transverse frame vibration. Large rigid body motions are allowed, onto which small flexible vibrations are superimposed. Frame flexibility is incorporated using modal expansion of a free-free beam. The model allows for a complete pitch-plane representation in which motive forces can propel the truck forward over varying terrain, including hills. The effect of frame flexibility on vehicle dynamics can then be studied. This is an extension of the typical half-car model in which suspension motion is assumed vertical, pitch angles are small, and longitudinal dynamics are completely decoupled or omitted. Model output shows the effect of frame flexibility on vehicle responses such as forward velocity, pitch angle, and payload acceleration. Participation of individual modes can be seen to increase as road input approaches their natural frequency. The bond graph formalism allows for any or all flexible frame modes to be easily removed from the model if their effects are negligible, and for inclusion of more complex submodels for components such as suspension and engine if desired.展开更多
To consider the bending collapse of the pipes in the latticed frames, based on the multi-scale simulation, the collapsed parts of the pipe are meshed by the shell elements as micro-scaled models, and the other parts a...To consider the bending collapse of the pipes in the latticed frames, based on the multi-scale simulation, the collapsed parts of the pipe are meshed by the shell elements as micro-scaled models, and the other parts are meshed by beam elements macro-models. The incremental displacement constraint equations for the nodes on the section between the two models are established based on the plane section premise of classical beam theory. The method to introduce the constraint equations is derived based on the Updated Largrangian method. The location of the micro-model is predicted by the stress field of the beam element, and the length of the collapsed part is adjusted by the plastic energy in the micro model. Several examples are included to illustrate the efficiency and accuracy of this method.展开更多
The rotation of skew bridges in the plane is a common phenomenon in engineering. Traditional measure is to setup pins or limiting displacement with lateral bearings, but the result is not satisfactory. In order to sol...The rotation of skew bridges in the plane is a common phenomenon in engineering. Traditional measure is to setup pins or limiting displacement with lateral bearings, but the result is not satisfactory. In order to solve this problem, the reason for the rotation in the plane is found by philosophy analysis and an idea regarding the application of slantleg frame skew bridges without abutment is brought forward in this paper. Theory and engineering practices indicate that slant-leg rigid frame bridges without abutment can restrain the rotation of skew bridges in the plane to the utmost extent because of its structural characteristics and can fundamentally solve the tough defect of skew bridges.展开更多
A novel technique called physical frame time-slot switching （PFTS） is discussed and its technical and application aspects are analyzed. The format of the ethernet media access control （MAC） frame is borrowed in de...A novel technique called physical frame time-slot switching （PFTS） is discussed and its technical and application aspects are analyzed. The format of the ethernet media access control （MAC） frame is borrowed in defining the physical frame for PFTS and the transmission time for the maximum size of the MAC frame is defined as a physical frame time-slot （PFT）. Consequently, user data can be fed into PFTS and switched in a single layer sub-network in an asynchronous mode.展开更多
文摘Taking the sectional area and the bending moment of inertia as variables for each beam element, the plane frame will possess a stiffness matrix containing parameters.In terms of the symbolic computation software, the inverse matrix is solved to obtain the new analytical solution with respect ic characteristics of elements cross-section.The general program is coded in the microcomputer and corresponding exmpales are computed.
文摘Simulating the dynamic response of trucks requires that a model be constructed and subjected to road inputs. Inclusion or omission of flexible frame effects is often based on intuition or assumption. If frame vibration is assumed to be significant, it is typically incorporated in one of two ways. Either a complex finite element model of the frame is used, or a simplified linear modal expansion model (which assumes small motions) is employed. The typical low-order modal expansion model, while computationally efficient and easier to use, is limited by the fact that 1) large rigid body motions and road grade changes are not supported, and 2) longitudinal dynamics are not coupled to vertical and bounce dynamics. In this paper, a bond graph model is presented which includes coupled pitch and bounce motions, longitudinal dynamics, and transverse frame vibration. Large rigid body motions are allowed, onto which small flexible vibrations are superimposed. Frame flexibility is incorporated using modal expansion of a free-free beam. The model allows for a complete pitch-plane representation in which motive forces can propel the truck forward over varying terrain, including hills. The effect of frame flexibility on vehicle dynamics can then be studied. This is an extension of the typical half-car model in which suspension motion is assumed vertical, pitch angles are small, and longitudinal dynamics are completely decoupled or omitted. Model output shows the effect of frame flexibility on vehicle responses such as forward velocity, pitch angle, and payload acceleration. Participation of individual modes can be seen to increase as road input approaches their natural frequency. The bond graph formalism allows for any or all flexible frame modes to be easily removed from the model if their effects are negligible, and for inclusion of more complex submodels for components such as suspension and engine if desired.
基金Funded by the Key Science and Technology Project of State Grid Corporation of China under Grant No.GC-10-1006
文摘To consider the bending collapse of the pipes in the latticed frames, based on the multi-scale simulation, the collapsed parts of the pipe are meshed by the shell elements as micro-scaled models, and the other parts are meshed by beam elements macro-models. The incremental displacement constraint equations for the nodes on the section between the two models are established based on the plane section premise of classical beam theory. The method to introduce the constraint equations is derived based on the Updated Largrangian method. The location of the micro-model is predicted by the stress field of the beam element, and the length of the collapsed part is adjusted by the plastic energy in the micro model. Several examples are included to illustrate the efficiency and accuracy of this method.
文摘The rotation of skew bridges in the plane is a common phenomenon in engineering. Traditional measure is to setup pins or limiting displacement with lateral bearings, but the result is not satisfactory. In order to solve this problem, the reason for the rotation in the plane is found by philosophy analysis and an idea regarding the application of slantleg frame skew bridges without abutment is brought forward in this paper. Theory and engineering practices indicate that slant-leg rigid frame bridges without abutment can restrain the rotation of skew bridges in the plane to the utmost extent because of its structural characteristics and can fundamentally solve the tough defect of skew bridges.
基金Supported by National Natural Science Foundation of China (No. 60372065)
文摘A novel technique called physical frame time-slot switching （PFTS） is discussed and its technical and application aspects are analyzed. The format of the ethernet media access control （MAC） frame is borrowed in defining the physical frame for PFTS and the transmission time for the maximum size of the MAC frame is defined as a physical frame time-slot （PFT）. Consequently, user data can be fed into PFTS and switched in a single layer sub-network in an asynchronous mode.
