bluuebunny/crossref_metadata_2025_split huggingface dataset:
Visual Presentation of Numerical and Scientific Data in Printed Publications
Authors: Lawyer B , King M 
Published: March 2009

The International Centre for Diffraction Data (ICDD) is a non-profit scientific organization which collects, edits, and publishes powder diffraction data. The powder diffraction data are maintained in a computer-readable database format and are known within the scientific community as the Powder Diffraction File (PDF). The database is published on a variety of media—books, microfiche, magnetic tape, and CD-ROM.
Several years ago, the ICDD investigated the potential of using desktop publishing (DTP) to design and produce publications in-house. In 1990, ICDD established a DTP department. At first, the full capabilities of this set-up and its impact on data manipulation and presentation were not fully understood. Three years later, several completed products prove the power, flexibility, and control that an in-house DTP department promotes. The variety of layouts and enhancements for readability that can be designed into a document prove that numerical scientific data can be presented in a clear and concise manner.
Today, the DTP department coordinates the design, layout, and file creation of all hard copy products. The end process of printing and production determines the development process, regardless of the size of the product or whether the product will be produced completely in-house or coordinated with outside service bureaus and printers. DTP offers greater control over the proofing process and permits cost-effective production. Shortened turn-around times for development of layouts and production of final electronic files or camera-ready copy allow additional time early in the process to experiment with layout and design of projects and to refine data presentation to improve readability.
Through this experimentation, we gained insights on the readability and visual presentation of numerical/scientific data with the end user in mind. In this paper, discussion will center on the process involved in publishing from a database, planning for a publication, and discovering design ideas to increase readability of data. Examples will include new and redeveloped publications.
Some Factors Affecting the Design and Use of the Texas Mobile Load Simulator
Authors: Hugo F 
Published: March 2009

The Texas Department of Transportation (TxDOT) is implementing a strategy for full-scale accelerated pavement testing (APT). The Texas mobile load simulator (TxMLS) is being designed and manufactured as part of this strategy. Two 1:10 scale MLS models are also being used to conduct laboratory tests to enhance the design, understanding, and use of the machine.
The expected dynamic behavior of the MLS was investigated using computer simulation. This greatly enhanced the understanding of the vehicle pavement interaction as well as the structural response of the MLS. The feasibility of the structural system was confirmed, and the need for a continuous ramp and transition zones at the junction of the circular and straight sections was demonstrated. The simulation was also used as a means of reducing unwanted dynamic effects and finding the optimal solution for the electric drive. Variable frequency drive (VFD)-induction motors were selected.
The full-scale prototype is expected to be completed by the summer of 1993. Tests with the model-MLS on pavements demonstrated that it could be used to conduct selective studies of wheel/pavement interaction to enhance the future use of the full-scale MLS. The first tests have focused on rutting of asphaltic concrete. The effects of accelerated aging of asphaltic concrete by heat is expected to be important in the future use of APT.
Traction Tests on an Expressway Treated with a Pavement Rejuvenator
Authors: Navin F 
Published: March 2009

A rash of accidents on a major freeway immediately after it was treated with a pavement rejuvenator prompted the British Columbia Ministry of Transportation and Highways (BCMoTH) to commission a set of traction tests by the author. A series of 31 maximum braking tests were run at speeds of 50, 70, 90, and 120 km/h on wet normal and treated pavements, and two additional tests were run on dry pavements at 50 km/h.
A 1991 ABS-equipped Lincoln Town Car was outfitted with a Lamar™-5th wheel, g-ANALYST™, and two bumper guns and was driven by a police-trained driver. The tests were divided more or less equally between maximum ABS and slide-to-stop braking.
The untreated surface had an average coefficient of friction at 50 km/h of 0.71 for peak (ABS) braking and at 75 km/h of 0.61 for maximum locked wheel braking. The standard deviation in both cases was 5% of the mean value. The similar conditions for the treated surface were 0.68 for the peak ABS at 50 km/h and 0.53 for the locked wheel at 75 km/h.
An interesting outcome of this testing is in the experience with the equipment. It was difficult to determine when and where the onset of braking actually started and stopped. The devices failed to function at a rate of 6 to 12 in 100. It was found that all measuring devices were needed to provide sufficient data to confidently estimate the average coefficient of friction.
Development and Evaluation of the Ride Number Concept
Authors: Spangler EB , Kelly WJ 
Published: March 2009

The statistical analysis of pavement ride quality was introduced in the United States during the 1950s at the AASHO Road Test. It was at the Road Test that Carey and Irick developed the statistical relationship between pavement surface profile and measured subjective ride quality. Interest in pavement ride quality continued in the 1960s with the development of the road meter and the inertial profilometer, which for the first time provided a fast and accurate method for measuring and recording pavement surface profile in a computer-readable format.
During the 1970s, ride quality transforms relating pavement surface profile measurements made with the inertial profilometer to measured subjective ride quality were developed at the University of Texas and at the Michigan Department of Transportation. During the 1980s, the ride number concept for estimating pavement ride quality from surface profile measurements was developed by Janoff et al. in a National Cooperative Highway research project. This paper discusses the further development of the ride number transform, its evaluation in the NCHRP and Ohio DOT research projects, and the comparison of its performance to other candidate measures of pavement ride quality including the Texas Serviceability Index, the Michigan Ride Quality Index, the Mays Road Meter Index, and the International Roughness Index.
A Geometry-Based Contact/No-Contact Simulation Model Applied to Ride Quality
Authors: Gilmore B 
Published: March 2009

In this work, ride quality is considered a function of the dynamic interaction between a rider and the vehicle/seat. The seat is coupled to the human, which influences its dynamics. This coupling may introduce situations where contact between the seat and the human is lost, the seat bottoms out, etc., resulting in discomfort and/or personal injury.
This paper presents a design tool in the form of a computer simulation program for the above systems. The tool uses a mechanical model of a human to evaluate ride quality and therefore removes subjectivity from the analysis. The program predicts contact/no-contact situations and automatically reformulates the equations of motion to represent the actual system topology. Thus, the program can predict the bottoming out of a seat or a human leaving (losing contact with) the seat. Since the program uses the geometric model of the system to make decisions about contact/no-contact, the geometry of the seat and its effect on ride comfort can be predicted.
Steering and Suspension Development of Road Vehicles
Authors: Alstead CJ , Whitehead JP 
Published: March 2009

The evaluation and development of a vehicle's ride and handling characteristics are still largely carried out by subjective means within the automotive industry. However, the need to reduce product development times and to “design in” acceptable handling characteristics at the prototype stage requires a more formalized approach to handling development. The use of objective measurement methods, alongside subjective techniques, in a vehicle development program is described, and it is argued that these methods allow a better understanding of vehicle characteristics and progress development more rapidly than using subjective techniques alone.
Prediction of the ride and handling characteristics of a vehicle at the design stage is only possible in very general terms, and this leads to lengthy development work being carried out on the preproduction prototype. Continuing and future research programs are expected to lead to closer correlation of subjective and objective results and the verification and refinement of a mathematical model for use as a tool for the prediction of handling behavior at the design stage.
Vehicle Noise Testing Problems Due to Vehicle/Tire/Road Interactions
Authors: Wagner P 
Published: March 2009

European Community legislation will decrease the limits of drive-by noise according to ISO 362 from 77 to 74 dB(A) in 1995. In Germany, the government will also enforce a new emission-related car tax, probably in 1993.
These planned restrictions make it necessary to look more closely at the influence of tire/road noise in relation to the drive-by noise level during vehicle type approval. Volkswagen has built four test tracks according to ISO/DIS 10844 and compared the influence of tire/road noise on these and other tracks in relation to drive-by noise.
The main differences of noise level were measured on different road surfaces. Nearly comparable is the effect of different tires. It must be considered that tire/road noise may be much higher under accelerating conditions than under coast-by conditions. These noise levels generally do not correlate. The effect of temperature has a large influence on drive-by noise, especially when measuring in the third gear. Aging of the test track should be recognized the first year after construction. The car itself influences the sound propagation through the design of the wheelhous-ing and the floor of the car body. Tire inflation pressure and vehicle weight may influence the noise level of low-noise cars.
If these effects are not taken into account, drive-by noise may spread in the range of 3 dB(A) even on an “ISO” test track.
Road Noise Simulation Using Road Surface Weighting Functions
Authors: Voutyras MP , Thomson KR 
Published: March 2009

The purposes of this study were to investigate the effects of different road surfaces on vehicle interior noise and to investigate a method of predicting road noise from multiple surfaces based on noise measurements of a single surface. The primary focus is on coarse road surfaces. However, both smooth asphalt and rough road surfaces are included in the study.
A road surface survey was conducted to determine the effect of different road surfaces on vehicle interior noise. Weighting functions were developed for the purpose of modifying the noise response from one road to match the response of other roads. The weighting functions were experimentally derived from road noise measurements of a number of vehicles driven over different surfaces. A second group of vehicles were then tested to determine if road noise due to different road surfaces could be predicted accurately based on a single surface noise measurement.
It is concluded that road surface weighting functions (RSWFs) are a useful tool for estimating the vehicle interior noise due to different surfaces and investigating differences in road surfaces and vehicle nonlinearity. The potential applications of the RSWFs include both laboratory chassis rolls and computer model simulations. The implications to computer simulations are that similar RSWFs may be used to predict the noise response from a control road profile.
The Effect of Vehicle-Road Interaction on Fuel Consumption
Authors: Gyenes L , Mitchell CGB 
Published: March 2009

This is a review paper of experimental measurements of the effects of road and tire characteristics on the rolling resistance and fuel consumption of cars, goods vehicles, and buses. The rolling resistance of tires has been reduced by improved design and can be reduced in use by higher inflation pressures and, for goods vehicles, by the use of wide single tires in place of duals. For heavy vehicles, higher inflation pressures and wide single tires increase road wear.
On paved roads, rolling resistance and fuel consumption is increased separately by the surface macrotexture and the profile unevenness. These effects are additive and over the range of conditions found on European roads can each increase car fuel consumption by about 5% Unevenness can increase goods vehicle fuel consumption by up to 10% On unpaved roads in developing countries, fuel consumption of goods vehicles and buses is increased by 15 to 20% over that on paved roads. In addition, loose material on the road surface further increases fuel consumption.
A Void Growth Model Relating Fracture Toughness and Constraint
Authors: Miller TC , Anderson TL 
Published: March 2009

Loading of a metal results in the nucleation of voids around particles. Further deformation results in void growth and coalescence. This work combines mathematical models for void nucleation, growth, and coalescence into a simulation of a ductile fracture to examine the effects of stress triaxiality and constraint loss on ductile fracture.
Nucleation of voids from the particles is assumed to depend on the particle-matrix interface strength; subsequent void growth occurs according to equations developed by Rice and Tracey. The coalescence criterion involves a consideration of microstructural geometry.
Two types of loading are considered: proportional loading and near crack tip loading. In the latter case, a near crack tip region with a relatively large plastic zone and with significant constraint loss is considered. Results include a two-parameter failure locus for initiation of ductile fracture, which predicts the effect of constraint on ductile initiation.
Crack Depth Effects Measured by Dynamic Fracture Toughness Tests
Authors: Nevalainen M , Wallin K , Rintamaa R 
Published: March 2009

Dynamic fracture toughness tests with an instrumented inverse geometry impact hammer have been made on small, side-grooved, prefatigued Charpy-type specimens (10 by 10 by 55 mm) with varying crack depth. The a/W was approximately 0.05, 0.1, 0.3, and 0.5. Prefatiguing was performed with wider specimens after which the specimens were machined to achieve identical sharp cracks of specified length.
Impact tests were performed at a temperature corresponding to the transition region of the material's ductile to brittle transition curve. Load and energy were measured as a function of specimen displacement. Fracture toughness, Jc, at cleavage crack initiation was calculated as a result of the test.
The test results were used for determining the applicability of parameters like T stress, Q parameter, and small-scale yielding correction (SSYC) for in-plane constraint correction. It was concluded that the small-scale yielding procedure corrects the effect of constraint effectively. T stress and Q as indexing parameters were not suitable for a quantitative constraint correction.
The SSYC was also applied to some results from the literature. The effect of SSYC improved as the width of the specimen decreased from 200 to 50 mm. The results imply that although SSYC is highly promising, more FEM-analysis is needed before it can be used as a standard procedure.
A Statistical Study on the Effect of Local Brittle Zones (LBZs) on the Fracture Toughness (Crack Tip Opening Displacement) of Multipass Welded Joints
Authors: Machida S , Yoshinari H , Suzuki Y 
Published: March 2009

The paper presents the experimental heat-affected zone (HAZ) crack tip opening displacement (CTOD) test data in terms of the size and number of local brittle zones (LBZ) hit by fatigue precrack which were carried out by the Fracture Toughness of Weldments (FTW) Committee of the Japan Welding Engineering Society (JWES). The data plots of the critical CTOD versus LBZ size lead to the observation that the so-called “LBZs,” which include grain-coarsened HAZ, have fracture toughness values (δc) with large scatter, but the mean value δc seems to be represented by a function of LBZ size.
A probabilistic model is proposed that consists of ¯δc, the average value of δc versus LBZ size, the Weibull distribution δc for a given ¯δc, the experimentally determined size distribution of individual LBZ, and the distribution of a number of LBZs hit by fatigue precrack in CTOD specimens. In the model, it is assumed that the smallest δc for individual LBZ hit by a fatigue precrack controls the overall CTOD fracture toughness of a HAZ CTOD specimen (weakest link concept).
Numerical simulations based on this model compared well with the experimental results. The American Petroleum Institute (API) requirement to HAZ CTOD testing is discussed on the basis of numerical simulations. The plate thickness effect is predicted by taking mechanical and metallurgical effects into account.
Results of MPC/JSPS Cooperative Testing Program in the Brittle-to-Ductile Transition Region
Authors: Van Der Sluys WA , Miglin MT 
Published: March 2009

This paper describes the activities and test results of the Material Properties Council (MPC) working group on fracture toughness testing in the brittle-to-ductile transition region, a cooperative testing program. The MPC working group was organized in 1987 with the objective to study the problem of data scatter in the transition region and to develop the materials information needed to support the development of test procedures and testing philosophies or both. The MPC group was invited by the Japan Society for the Promotion of Science (JSPS) to coordinate a cooperative testing program in the United States and elsewhere.
A total of 18 laboratories participated in the test program with approximately 150 1T compact fracture toughness specimens being tested. The tests were conducted at three test temperatures in the ductile-to-brittle transition region. This paper presents an overview of the test program, details about the material, overall test matrix, test plan, and summary of the results.
The experiments were conducted between the temperature regions where the ASTM Test Methods for Plane-Strain Fracture Toughness of Metallic Materials and JIc Measure of Fracture Toughness (E 399 and E 813), respectively, are usually applied. The tests were conducted following the ASTM Test Method E 399 testing procedure except that the fracture toughness was determined using the equations in ASTM Test Method E 813 for the calculation of J at the point in the load displacement curve at which the specimen failed. The J values measured by using this procedure were converted to the units of K. Some of the laboratories used the unloading compliance procedure during the experiments to monitor the amount of crack extension prior to the cleavage failure.
A number of different procedures were used in the test program to estimate the lower bound fracture toughness values. The two and three parameter Weibull fits appear to be the best of the procedures used. The results from this cooperative test program should be of great value to researchers in this field as a data set useful for making decisive studies.
Determination of Lower-Bound Fracture Toughness for Heavy-Section Ductile Cast Iron (DCI) and Estimation by Small Specimen Tests
Authors: Arai T , Saegusa T , Yagawa G , Urabe N , Nickell RE 
Published: March 2009

Spent nuclear fuel transport and/or storage casks (100-ton class) must maintain their structural integrity even when subjected to hypothetical transportation or handling accidents at storage facilities. For ductile cast iron (DCI) to be used as a cask containment boundary material, adequate fracture toughness and associated ductile behavior must be demonstrated at service temperatures and impact loading conditions of concern.
Six- and 8-in. (150- and 200-mm) thick compact tension (6TC[T] and 8TC[T]) specimens were extracted from three prototypic and two model casks and were tested. The results obtained in this study and the data obtained from another prototypic cask and six other model casks were analyzed statistically. The lower-bound fracture toughness trend curves for heavy-section DCI were finally established as a function of temperature.
Small specimens (for example, 1TC[T]), notched round bar tension, and U-notched Charpy specimens) were machined from the fractured halves of the 6TC(T) and 8TC(T) specimens and were tested under similar temperature and loading rate conditions. The relationship between the results from small specimens and those defining the lower-bound trend curves is also discussed. Fracture toughness prediction methods based on small specimen tests at specified temperature are proposed.
Weight Functions for Eccentric Cracks
Authors: Chen X , Albrecht P 
Published: March 2009

The authors have developed weight functions for an eccentric crack in a finite-width plate based on an assumed crack-opening displacement (COD) expression and Isida's stress intensity factor solution for a cracked finite-width plate under tension.
The unknown coefficient in the assumed COD expression was obtained from the energy balance condition. The accuracy of the weight functions was checked with self-consistency and symmetry conditions. Comparisons with results for special cases with known solutions further validated the accuracy of the weight functions. After verifying the accuracy, the application of the weight function method (WFM) was illustrated for three basic loading conditions as well as residual welding stresses and thermal shock stresses.
The WFM developed in this study is an important step toward solving more complex engineering crack problems such as two-tip eccentric cracks in the web or flange of steel bridge girders and a three-tip crack extending across flange and into the web.
Fracture Mode Evaluation of Flawed Piping Under Dynamic Loading
Authors: Nickell RE , Quiňones DF 
Published: March 2009

A recent series of large-scale, high-energy dynamic degraded piping experiments, conducted for the International Piping Integrity Research Group (IPIRG), are evaluated to determine the ability of modern structural and fracture analysis computational tools to predict the dynamic response and failure mode of prototypical piping systems with degraded sections. Results are also useful in confirming leak-before-break principles. This paper assesses the IPIRG 1.3 test series failure mode(s) for austenitic and ferritic base and weld metal test sections under severe dynamic loading conditions. Small-scale test specimen data are used to perform limit load, ductile tearing, and low-cycle fatigue calculations at 288°C, and calculated results are compared to data from five large-scale pressurized piping system experiments with circumferential interior flaws. Experimental behavior and fractographic evidence are also described.
The dominant prepenetration failure mechanism for the IPIRG 1.3 experiments was not lowcycle flaw growth, but another mechanism such as ductile tearing followed by instability.