## 3 Results
During these tests, the inductive linear displacement sensor readings from the destroyed model III were not recorded, as these sensors were removed from the bench due to their risk of mechanical damage. The readings recorded for the remaining measurement points were averaged to determine the results of the destruction tests on the above models. (e) These tests were carried out on the same bench as the one used in load tests, but this time with the model IV connection nodes according to Figure 4a. The model bolt connectors (M8 bolts) had been preloaded to a force value of F\({}^{\prime}\)\({}_{\text{p6M16}}\) = 21.8 kN, which was assumed to be lower than 34.2 kN (resulting from scale conversions) due to the possibility of plasticization in the M8 bolts. The locations of the strain gauge measuring points and linear displacement sensors of the elements in the above models were analogous to those shown in Figure 6. The course of the physical loading tests on the IV models was similar to those described above. However, the models were loaded with diverging forces with values up to F\({}^{\prime}\)\({}_{\text{MZ}}\) = 6.5 kN. The vertical loading force on these models was increased in 10.0 kN increments in seven steps until a value of 70.0 kN was reached. (f) These tests were a continuation of the above-described loading tests using the IV models. The models were further loaded with a vertical force increasing in 20.0 kN increments in successive steps until their destruction after the horizontal displacement sensors of the angle brackets were removed in the direction of the opening of their lower screw joints. The readings recorded for the remaining measurement points were averaged to determine the results of the destructive tests. (g) These tests were carried out on the same bench as the one used in the load tests, but this time with the model V connection nodes according to Figure 4b. The model bolt connectors (M8 bolts) had been preloaded to a force value of F\({}^{\prime}\)\({}_{\text{p6M16}}\) = 21.8 kN, which was assumed to be lower than 34.2 kN (resulting from scale conversions) due to the possibility of plasticization in the M8 bolts. The locations of the strain gauge measuring points and linear displacement sensors of the elements in the above models were analogous to those shown in Figure 6. The course of the physical loading tests on model V was similar to those described above, but the models were loaded with diverging forces with values up to F\({}^{\prime}\)\({}_{\text{MZ}}\) = 6.5 kN. The vertical loading force on the models increased in 10.0 kN increments in six steps until reaching a value of 60.0 kN. (h) These tests were a continuation of the above-described loading tests using the V models. The models were further loaded with a vertical force increasing in 20.0 kN increments in successive steps until their destruction after the horizontal displacement sensors of the angle brackets were removed in the direction of the opening of their lower bolted joints. The readings recorded for the remaining measurement points were averaged to determine the results of the destructive tests. Select results of the load and destructive tests are presented in Tables 1 and 2. Table 1, for example, shows the results of a load test on one of the I models, ending with its overloading by about 14% (concerning the maximum value of F\({}_{\text{M16}}\) = 50.0 kN for the force loading in this model), i.e., to a value of 56.8 kN. At this point, the load capacity of the model's friction joint was lost, marked as \"floating\" in Figure 11. This figure shows the changes in the Fi and F\({}_{\text{M16}}\) forces during this test. Their ratio of maximum values, i.e., 56.8 kN to 95.5 kN, determines the value of the frictional joint limit coefficient, which is equal to 0.59. The results of the destructive tests on model I confirmed the \"floating\" of the frictional joints of these models in a range of force values: 50 kN \(<\) F\({}_{\text{mmax}}\)\(<\) 60 kN.