bluuebunny/crossref_metadata_2025_split huggingface dataset:
WW Domain Binding Protein-2, an E6-Associated Protein Interacting Protein, Acts as a Coactivator of Estrogen and Progesterone Receptors
Authors: Dhananjayan Sarath C. , Ramamoorthy Sivapriya , Khan Obaid Y. , Ismail Ayesha , Sun Jun , Slingerland Joyce , O’Malley Bert W. , Nawaz Zafar 
Published: June 2006

AbstractWW domain binding protein-2 (WBP-2) was cloned as an E6-associated protein interacting protein, and its role in steroid hormone receptors functions was investigated. We show that WBP-2 specifically enhanced the transactivation functions of progesterone receptor (PR) and estrogen receptor (ER), whereas it did not have any significant effect on the androgen receptor, glucocorticoid receptor, or the activation functions of p53 and VP-16. Depletion of endogenous WBP-2 with small interfering RNAs indicated that WBP-2 was required for the proper functioning of PR and ER. We also demonstrated that WBP-2 contains an intrinsic activation domain. Moreover, chromatin immunoprecipitation assays demonstrate the hormone-dependent recruitment of WBP-2 onto an estrogen-responsive promoter. Mutational analysis suggests that one of three polyproline (PY) motifs of WBP-2 is essential for its coactivation and intrinsic activation functions. We show that WBP-2 and E6-associated protein each enhance PR function, and their effect on PR action are additive when coexpressed, suggesting a common signaling pathway. In this study, we also demonstrate that the WBP-2 binding protein, Yes kinase-associated protein (YAP) enhances PR transactivation, but YAP’s coactivation function is absolutely dependent on WBP-2. Taken together, our data establish the role of WBP-2 and YAP as coactivators for ER and PR transactivation pathways.
Progesterone Receptor Plays a Major Antiinflammatory Role in Human Myometrial Cells by Antagonism of Nuclear Factor-κB Activation of Cyclooxygenase 2 Expression
Authors: Hardy Daniel B. , Janowski Bethany A. , Corey David R. , Mendelson Carole R. 
Published: June 2006

AbstractSpontaneous labor in women and in other mammals is likely mediated by a concerted series of biochemical events that negatively impact the ability of the progesterone receptor (PR) to regulate target genes that maintain myometrial quiescence. In the present study, we tested the hypothesis that progesterone/PR inhibits uterine contractility by blocking nuclear factor κB (NF-κB) activation and induction of cyclooxygenase-2 (COX-2), a contractile gene that is up-regulated in labor. To uncover mechanisms for regulation of uterine COX-2, immortalized human fundal myometrial cells were treated with IL-1β ± progesterone. IL-1β alone caused a marked up-regulation of COX-2 mRNA, whereas treatment with progesterone suppressed this induction. This was also observed in human breast cancer (T47D) cells. In both cell lines, this inhibitory effect of progesterone was blocked by RU486. Using chromatin immunoprecipitation, we observed that IL-1β stimulated recruitment of NF-κB p65 to both proximal and distal NF-κB elements of the COX-2 promoter; these effects were diminished by coincubation with progesterone. The ability of progesterone to inhibit COX-2 expression in myometrial cells was associated with rapid induction of mRNA and protein levels of inhibitor of κBα, a protein that blocks NF-κB transactivation. Furthermore, small interfering RNA-mediated ablation of both PR-A and PR-B isoforms in T47D cells greatly enhanced NF-κB activation and COX-2 expression. These effects were observed in the absence of exogenous progesterone, suggesting a ligand-independent action of PR. Based on these findings, we propose that PR may inhibit NF-κB activation of COX-2 gene expression and uterine contractility via ligand-dependent and ligand-independent mechanisms.
Rhabdomyolysis in a Patient Treated with Colchicine and Atorvastatin
Authors: Tufan Abdurrahman , Sener Dede Didem , Cavus Safak , Defne Altintas Neriman , Bektas Iskit Alper , Topeli Arzu 
Published: June 2006

Objective: To report a case of severe rhabdomyolysis that developed after administration of atorvastatin to a patient receiving regular colchicine treatment. Case Summary: A 45-year-old man with nephrotic syndrome and amyloidosis presented with dyspnea, altered mentation, and severe fatigue. He had been taking colchicine 1.5 mg/day for amyloidosis for 3 years without adverse effects. Atorvastatin 10 mg/day was prescribed for hypercholesterolemia one month prior to admission. After 2 weeks of atorvastatin treatment, he began to experience myalgia and reduced muscle strength. The creatinine and creatine kinase concentrations on admission were 8.1 mg/dL and 9035 U/L, respectively. The patient was diagnosed with rhabdomyolysis with the findings of myoglobinuric, oliguric acute renal failure, and more than 50–fold elevated creatine kinase concentration. His muscle strength improved after withdrawal of atorvastatin and colchicine. However, he died because of nosocomial pneumonia that developed during his hospital stay. The Naranjo probability scale indicated that atorvastatin and colchicine were probable causes of rhabdomyolysis. Discussion: Atorvastatin and colchicine have well-known myotoxic adverse effects. Despite atorvastatin's proven safety, its use with certain drugs, such as colchicine, makes it a potential myotoxic drug. This might be because concomitant administration of P-glycoprotein substrates, such as statins, and colchicine, which is a P-glycoprotein inhibitor, modifies pharmacokinetics by increasing bioavailability and organ uptake of the substrates, leading to more adverse reactions and toxicities. Conclusions: We recommend checking the creatine kinase level one week after prescribing 2 or more potentially myotoxic drugs concomitantly, after dose increase of a myotoxic drug, or after prescribing a new drug to a patient already using other myotoxic agents.
A New Computational Procedure to Predict Transient Hydroplaning Performance of a Tire
Authors: Okano T. , Koishi M. 
Published: June 2006

Abstract
“Hydroplaning characteristics” is one of the key functions for safe driving on wet roads. Since hydroplaning depends on vehicle velocity as well as the tire construction and tread pattern, a predictive simulation tool, which reflects all these effects, is required for effective and precise tire development. A numerical analysis procedure predicting the onset of hydroplaning of a tire, including the effect of vehicle velocity, is proposed in this paper. A commercial explicit-type FEM (finite element method)/FVM (finite volume method) package is used to solve the coupled problems of tire deformation and flow of the surrounding fluid. Tire deformations and fluid flows are solved, using FEM and FVM, respectively. To simulate transient phenomena effectively, vehicle-body-fixed reference-frame is used in the analysis. The proposed analysis can accommodate 1) complex geometry of the tread pattern and 2) rotational effect of tires, which are both important functions of hydroplaning simulation, and also 3) velocity dependency. In the present study, water is assumed to be compressible and also a laminar flow, indeed the fluid viscosity, is not included. To verify the effectiveness of the method, predicted hydroplaning velocities for four different simplified tread patterns are compared with experimental results measured at the proving ground. It is concluded that the proposed numerical method is effective for hydroplaning simulation. Numerical examples are also presented in which the present simulation methods are applied to newly developed prototype tires.
New Predictive Model for the Study of Vertical Forces (up to 250 Hz) Induced on the Tire Hub by Road Irregularities
Authors: Belluzzo D. , Mancosu F. , Sangalli R. , Cheli F. , Bruni S. 
Published: June 2006

Abstract
A physical model has been developed in order to study the forces induced on the tire by road irregularities. It works in a range of frequencies 0–250 Hz, i.e. up to frequencies that are felt by the passengers as noise and vibrations, but it can be easily improved to 400 Hz. The model can resolve road irregularities with wavelength greater than 5 cm (pavement megatexture). The parameters of this model have been identified by comparison with special virtual tests performed on a 3D finite element model of the tire, i.e. without using any experimental data. Once built, the model can be used to analyze the forces transmitted by the tire to the vehicle while passing over various pavement textures for testing both the tire-vehicle system and the pavement textures. Since the model doesn't require any experimental data, it can be used to predict the dynamical characteristics of tires which haven't been built yet, speeding up the optimization process of tires under development. Due to its characteristics, this model appears to be a powerful tool for a joint analysis of vehicle and tire, but it would require vehicle models with a similar frequency response range, currently not reported in literature. Comparisons with the results of indoor cleat tests and with measurements on a test car with an instrumented wheel hub have shown that the mathematical model reproduces with good accuracy the behavior of the tire in the frequency range of interest.
Influences of Thermo-Mechanical Properties of Polymeric Cords on Tires with and without Post-Cure Inflation
Authors: Chen B. 
Published: June 2006

Abstract
During manufacturing, tires are naturally cooled to room temperature after release from their molds. The manner in which the post-cure cooling process is performed can greatly influence a tires overall performance. As an effective procedure, post-cure inflation (PCI) had been commonly used during the post-cure cooling process to control dimensions and shapes of tires. However, since the introduction of dimensionally stable polyester as tire carcass cord material, PCI has been considered an unnecessary step and has been eliminated from some tire manufacturer's lines. By convention, tires manufactured with PCI are designated as PCI tires whereas tires manufactured without PCI are designated as no-PCI tires. As a result of the different loading histories experienced during the post-cure cooling process, PCI and no-PCI tires exhibit different behavioral aspects including dimensions and footprint shape. More specifically, when the same mold is used, the most prominent difference between PCI and no-PCI tires is the profile. No-PCI tires have smaller section widths and inflated crown radii than PCI tires due to the thermal shrinkage occurring in the cords during the post-cure cooling process. On the other hand, no-PCI tires exhibit more dimensional change than PCI tires when subjected to exercise. In this study, experimental passenger tires (235/75/R15) with and without PCI are built using the same curing mold, and a series of tests are conducted to establish the differences between these two kinds of tires. Meanwhile, material characterizations of the polyester tire cords used in the tire construction are conducted with various thermal-mechanical loading histories, and the influences of the post-cure cooling process on the cord properties are determined. Then an axisymmetric and a three-dimensional finite element model are constructed and the post-cure cooling processes with and without PCI are simulated. With the input of the cord material properties obtained through the material characterization, the numerical analyses successfully predict the tire dimensions, profile, and footprints for both PCI and no-PCI tires. The analytical results obtained are in agreement with the experimental measurements obtained from the experimental tires.
Application of Finite Element Analysis and Computational Fluid Dynamics to ATV Tire Design
Authors: Rooney T. , Satrape J. , Liu S. 
Published: June 2006

Abstract
All terrain vehicles (ATV) travel on every imaginable type of surface — from hard pack trails to muddy swamps. ATV tires must provide customer with acceptable ride and handling performance, and they must also generate extremely good wet traction characteristics in order to pull the vehicle through the tough stuff. This paper looks at a design tool that is routinely used to achieve one of these goals — optimum mud (wet) traction performance. Techniques described in this study evaluate the self-cleaning ability of tread patterns. Smooth tires were modeled at typical vehicle loads and inflation pressures using finite element analysis. Footprint shapes and pressure distributions were taken from the analysis and used as input into the flow model. Mud was modeled as a highly viscous, Newtonian fluid and forced through the tread pattern. Flow velocities and pressures were computed using computational fluid dynamics and these responses were used to generate an overall measure of the cleaning efficiency of the tread. By visualizing the results, potential “clog” areas were identified and the tread pattern modified to improve flow.
Thermomechanics of Elastomers Undergoing Scission and Crosslinking at High Temperatures
Authors: Wineman A. , Jones A. , Shaw J. 
Published: June 2006

Abstract
The elastomeric materials used in tires are frequently subjected to severe thermal, chemical, and mechanical stress conditions. These conditions produce significant changes in material properties that affect their service life. The prediction of service life has become an increasingly important part of the engineering design process, and there is a need for a robust life-prediction model.
There are many physical factors that affect the durability of an elastomeric material, such as deformation, conversion of mechanical energy to heat arising from dissipative effects, heat transfer within the component, and changes in material properties because of changes in microstructure. The goal of this work is the development of a thermomechanics model that incorporates these factors.
This study focuses on the effect of high temperatures on an elastomeric component. There are two sources of temperature increase, a hot environment and internal heating attributed to mechanical loading such as occurs during cyclic loading. Internal mechanical heating can lead to substantial temperatures occurring within the component. When the temperature of the material becomes sufficiently high, macromolecules undergo time-dependent scission, recoil, and may crosslink to form new networks with new reference configurations. This process can affect the stiffness of the material system, induce anisotropy, and lead to permanent set.
A constitutive theory is presented that accounts for this temperature-dependent microstructural change on the mechanical response. It is based on experimental results and is motivated by the two-network theory of Tobolsky. The theory is applicable for large deformation and varying temperature histories. An example is presented that illustrates the implications of scission and re-crosslinking.
Effects of Sipes on the Viscous Hydroplaning of Pneumatic Tires
Authors: Lee K. S. 
Published: June 2006

Abstract
Using a finite element calculation, this study seeks to evaluate the effects of sipes on the transient behavior of viscous hydroplaning: fluid pressure distribution, fluid film thickness, and descending velocity as a function of time. From calculations on block-type tread elements with open or closed sipes, sipes in the low velocity region in the thin fluid film have been shown to be very effective in controlling the occurrence of viscous hydroplaning. Application of the transient analysis procedure to rib-type tread elements showed that highly zigzagged tread elements with a sipe at the line of symmetry are more effective for traction on wet pavement. Results from the study provide qualitative and quantitative guidelines to tire designers in the search for the optimum pattern of individual tread elements on the basis of thin film wet traction.
Tread Pitch Arrangement Optimization Through the Use of a Genetic Algorithm
Authors: Hoffmeister K. , Bernard J. 
Published: June 2006

Abstract
Urban communities throughout the United States and Europe are expressing a growing concern over the external noise emitted by automobiles and trucks. A major contribution to this noise can be tread whine generated by tires. This paper discusses how the tread pitch arrangement and its contribution to reducing tread whine can be optimized during the design phase. While there are numerous patented approaches to selecting pitch sizes and a pitch arrangement, traditional optimization algorithms are difficult to apply. This paper will show that a genetic algorithm is easily applied and very effective for pitch sequence optimization.
Tire Cornering Simulation Using an Explicit Finite Element Analysis Code
Authors: Koishi M. , Kabe K. , Shiratori M. 
Published: June 2006

Abstract
The finite element method has been used widely in tire engineering. Most tire simulations using the finite element method are static analyses, because tires are very complex nonlinear structures. Recently, transient phenomena have been studied with explicit finite element analysis codes. In this paper, the authors demonstrate the feasibility of tire cornering simulation using an explicit finite element code, PAM-SHOCK. First, we propose the cornering simulation using the explicit finite element analysis code. To demonstrate the efficiency of the proposed simulation, computed cornering forces for a 175SR14 tire are compared with experimental results from an MTS Flat-Trac Tire Test System. The computed cornering forces agree well with experimental results. After that, parametric studies are conducted by using the proposed simulation.
Fatigue of Unidirectional Cord-Rubber Composites
Authors: Liu Y. , Wan Z. , Tian Z. , Du X. , Jiang J. , Yao M. 
Published: June 2006

Abstract
A fatigue testing system is established with which the real-time recording of stress, strain, temperature, and hysteresis loss of rubbers or cord-rubber composite specimens subjected to periodic loading or extension can be successfully carried out.
Several problems are connected with the experimental study of the fatigue of rubber composites. In constant extension cycling, the specimen becomes relaxed because of the viscoelasticity of rubber composites, and the imposed tension-tension deformation becomes complex. In this method, the specimen is unlikely to fail unless the imposed extensions are very large. Constant load cycling can avoid the shortcomings of constant extension cycling. The specially designed clamps ensure that the specimen does not slip when the load retains a constant value.
The Deformation and fatigue damage accumulation processes of rubber composites under periodic loading are also examined. Obviously, the effect of cycle frequency on the fatigue life of rubber composites can not be ignored because of the viscoelasticity of constituent materials. The increase of specimen surface temperature is relatively small in the case of 1 Hz, but the temperature can easily reach 100°C at the 8 Hz frequency.
A method for evaluating the fatigue behavior of tires is proposed.
Hydroplaning Analysis by FEM and FVM: Effect of Tire Rolling and Tire Pattern on Hydroplaning
Authors: Seta E. , Nakajima Y. , Kamegawa T. , Ogawa H. 
Published: June 2006

Abstract
We established the new numerical procedure for hydroplaning. We considered the following three important factors; fluid/structure interaction, tire rolling, and practical tread pattern. The tire was analyzed by the finite element method with Lagrangian formulation, and the fluid was analyzed by the finite volume method with Eulerian formulation. Since the tire and the fluid can be modeled separately and their coupling is computed automatically, the fluid/structure interaction of the complex geometry, such as the tire with the tread pattern, can be analyzed.
Since we focused the aim of the simulation on dynamic hydroplaning with thick water films, we ignored the effect of fluid viscosity. We verified the predictability of the hydroplaning simulation in the different parameters such as the water flow, the velocity dependence of hydroplaning, and the effect of the tread pattern on hydroplaning. These parameters could be predicted qualitatively.
We also developed the procedure of the global-local analysis to apply the hydroplaning simulation to a practical tire tread pattern design, and we found that the sloped block tip is effective in improving hydroplaning performance.
A Mathematical-physical 3D Tire Model for Handling/Comfort Optimization on a Vehicle: Comparison with Experimental Results
Authors: Mancosu F. , Sangalli R. , Cheli F. , Ciarlariello G. , Braghin F. 
Published: June 2006

Abstract
A new 3D mathematical-physical tire model is presented. This model considers not only the handling behavior of the tire but also its comfort characteristics, i.e., the dynamic properties in the lateral and the vertical planes. This model can be divided into two parts, the structural model and the contact area model. The structural parameters are identified by comparison with frequency responses of a 3D finite element model of the tire, whereas the contact parameters are directly calculated with a finite element model of the tread pattern. The 3D physical model allows predicting both steady state and transient behavior of the tire without the need of any experimental tests on the tire. The steady state analysis allows obtaining the friction circle diagram, i.e., the plot of the lateral force against the longitudinal force for different slip angles and for longitudinal slip, and the Gough plot, i.e., the diagram of the self-aligning torque versus the lateral force. The transient analysis allows obtaining the dynamic behavior of the tire for any maneuver given to the wheel. Among its outputs there are the relaxation length and the dynamic forces and torque transmitted to the suspension of the vehicle. Combining the tire model with the vehicle model it is possible to perform any kind of maneuver such as overtaking, changing of lane and steering pad at growing speed with or without braking, or accelerating. Therefore the 3D tire model can be seen as a powerful tool to optimize the tire characteristics through a sensitivity analysis performed with tire and vehicle models linked to each other without the need of building prototypes. Some preliminary comparisons with experimental data have been carried out.
Simulation of Dynamically Rolling Tire
Authors: Shiraishi M. , Yoshinaga H. , Miyori A. , Takahashi E. 
Published: June 2006

Abstract
The dynamically rolling tire is simulated by using an explicit finite element method. In this simulation, the complicated pattern shape and internal construction of the tire are modeled exactly since both these factors are very important for the performance properties of the tire. A very long calculation time is necessary for refined tire models, but, for practical tire development, the calculation time of this simulation is acceptable because of major advances in hardware, FEM software, and modeling techniques.
The authors describe the model used in the simulation and report on the results of several properties under various rolling conditions of the tire evaluated by this method. The correlation between the simulation and the experiment appears good. Therefore, this simulation technique can be assumed very useful for actual tire development.