The effect of implant design on insertion torque and immediate micromotion

Objectives: To evaluate the effect of insertion torque on micromotion to a lateral force in three different implant designs. Material and methods: Thirty-six implants with identical thread design, but different cutting groove design were divided in three groups: (1) non-fluted (no cutting groove, solid screw-form); (2) fluted (901 cut at the apex, tap design); and (3) Blossomt (Patent pending) (non-fluted with engineered trimmed thread design). The implants were screwed into polyurethane foam blocks and the insertion torque was recorded after each turn of 901 by a digital torque gauge. Controlled lateral loads of 10N followed by increments of 5 up to 100N were sequentially applied by a digital force gauge on a titanium abutment. Statistical comparison was performed with two-way mixed model ANOVA that evaluated implant design group, linear effects of turns and displacement loads, and their interaction. Results: While insertion torque increased as a function of number of turns for each design, the slope and final values increased (Po0.001) progressively from the Blossomt to the fluted to the non-fluted design (M +/- standard deviation [SD] = 64.1 +/- 26.8, 139.4 +/- 17.2, and 205.23 +/- 24.3 Ncm, respectively). While a linear relationship between horizontal displacement and lateral force was observed for each design, the slope and maximal displacement increased (Po0.001) progressively from the Blossomt to the fluted to the non-fluted design (M +/- SD 530 +/- 57.7, 585.9 +/- 82.4, and 782.33 +/- 269.4 mm, respectively). There was negligible to moderate levels of association between insertion torque and lateral displacement in the Blossomt, fluted and non-fluted design groups, respectively. Conclusion: Insertion torque was reduced in implant macrodesigns that incorporated cutting edges, and lesser insertion torque was generally associated with decreased micromovement. However, insertion torque and micromotion were unrelated within implant designs, particularly for those designs showing the least insertion torque.

Electromagnetic torque ripple and copper losses reduction in permanent magnet synchronous machines

This paper presents a method for electromagnetic torque ripple and copper losses reduction in (non-sinusoidal or trapezoidal) surface-mount permanent magnet synchronous machines (SM-PMSM). The method is based on an extension of classical dq transformation that makes it possible to write a vectorial model for this kind of machine (with a non-sinusoidal back-EMF waveform). This model is obtained by the application of that transformation in the classical machine per-phase model. That transformation can be applied to machines that have any type of back-EMF waveform, and not only trapezoidal or square-wave back-EMF waveforms. Implementation results are shown for an electrical converter, using the proposed vectorial model, feeding a non-sinusoidal synchronous machine (brushless DC motor). They show that the use of this vectorial mode is a way to achieve improvements in the performance of this kind of machine, considering the electromagnetic torque ripple and copper losses, if compared to a drive system that employs a classical six-step mode as a converter. Copyright (C) 2011 John Wiley & Sons, Ltd.

Preliminary study of Porcine circovirus type 2 and Torque teno sus virus coinfection frequencies in Brazilian pig herds

Torque teno sus virus (TTSuV) is emergent in swine herds. Recent studies have shown an increased frequency of TTSuV2 in Porcine circovirus type 2 (PCV2)-associated diseases (PCVAD), which are endemic in many swine-producing countries, including Brazil. Coinfection with several other viral and bacterial agents results in an increased incidence of more severe PCVAD. Given the limited information on TTSuV and PCV2 coinfection, especially in Brazilian swine herds, this study made a preliminary estimation of the occurrence of coinfection in swine herds by testing samples from different categories. Between 2008 and 2009, 111 samples of feces and 23 serum samples from 5 swine herds were tested for PCV2 and TTSuVs and the results analyzed for associations between these agents. No significant differences in coinfection frequency were observed for PCV2 1 + TTSuV1 or for PCV2 1 TTSuV2 between nursery piglets (P = 0.730), growing pigs (P = 0.331), or sows (P = 0.472). However, a significant difference was observed for PCV2 1 TTSuV1 1 TTSuV2 between nursery piglets and growing pigs (P = 0.004; Fisher's exact test). Phylogenetic studies agreed with the grouping of TTSuV1 and TTSuV2 into 2 different clades, with no distinct pattern of clustering of these isolates with the animal categories.

Plantar flexion force induced by amplitude-modulated tendon vibration and associated soleus V/F-waves as an evidence of a centrally-mediated mechanism contributing to extra torque generation in humans

Background: High-frequency trains of electrical stimulation applied over the human muscles can generate forces higher than would be expected by direct activation of motor axons, as evidenced by an unexpected relation between the stimuli and the evoked contractions, originating what has been called “extra forces”. This phenomenon has been thought to reflect nonlinear input/output neural properties such as plateau potential activation in motoneurons. However, more recent evidence has indicated that extra forces generated during electrical stimulation are mediated primarily, if not exclusively, by an intrinsic muscle property, and not from a central mechanism as previously thought. Given the inherent differences between electrical and vibratory stimuli, this study aimed to investigate: (a) whether the generation of vibration-induced muscle forces results in an unexpected relation between the stimuli and the evoked contractions (i.e. extra forces generation) and (b) whether these extra forces are accompanied by signs of a centrally-mediated mechanism or whether intrinsic muscle properties are the redominant mechanisms. Methods: Six subjects had their Achilles tendon stimulated by 100 Hz vibratory stimuli that linearly increased in amplitude (with a peak-to-peak displacement varying from 0 to 5 mm) for 10 seconds and then linearly decreased to zero for the next 10 seconds. As a measure of motoneuron excitability taken at different times during the vibratory stimulation, short-latency compound muscle action potentials (V/F-waves) were recorded in the soleus muscle in response to supramaximal nerve stimulation. Results: Plantar flexion torque and soleus V/F-wave amplitudes were increased in the second half of the stimulation in comparison with the first half. Conclusion: The present findings provide evidence that vibratory stimuli may trigger a centrally-mediated mechanism that contributes to the generation of extra torques. The vibration-induced increased motoneuron excitability (leading to increased torque generation) presumably activates spinal motoneurons following the size principle, which is a desirable feature for stimulation paradigms involved in rehabilitation programs and exercise training.

Avaliação do torque de resistência passiva em atletas femininas com entorse de tornozelo

INTRODUÇÃO: A entorse de tornozelo é uma das lesões mais comuns em atletas. Uma forma de avaliar a frouxidão ligamentar pode ser através da medida da amplitude passiva dos movimentos de inversão e eversão do pé para estimar a resistência passiva das estruturas capsuloligamentares do tornozelo, o qual pode ser chamado de torque de resistência passiva. Existem poucos estudos que utilizam a avaliação do torque passivo do tornozelo para avaliar a resistência da cápsula e dos ligamentos. OBJETIVO: O objetivo deste estudo foi comparar o torque passivo dos movimentos de inversão e eversão do pé em atletas com e sem história de entorse de tornozelo. MÉTODO: Participaram do estudo 32 atletas de basquetebol e voleibol feminino (16,06 ± 0,8 anos, 67,63 ± 8,17kg, 177,8 ± 6,47cm). Seus tornozelos foram divididos em dois grupos: grupo controle (29), composto por tornozelos sem sintomas, e grupo entorse de tornozelo, composto por tornozelos que sofreram lesão (29). O torque dos movimentos passivos do tornozelo foi registrado por um dinamômetro isocinético, e a atividade dos músculos fibular longo e tibial anterior foi medida por um eletromiógrafo. As atletas realizaram duas repetições do movimento de inversão e eversão, nas velocidades de 5, 10 e 20°/s e, em seguida, o mesmo protocolo foi repetido apenas para o movimento de inversão máxima do pé. RESULTADOS: O torque de resistência passiva durante os movimentos de inversão e eversão do pé foi menor no grupo com entorse do tornozelo. Este grupo também mostrou menor torque durante o movimento de inversão máxima do pé. Não foram observadas diferenças entre o movimento de inversão e eversão. CONCLUSÕES: A entorse de tornozelo leva a um menor torque de resistência passiva, indicando redução da resistência dos ligamentos colaterais do tornozelo e uma frouxidão articular mecânica.

Design and development of new pressure sensors for aerodynamic applications

This artwork reports on two different projects that were carried out during the three years of Doctor of the Philosophy course. In the first years a project regarding Capacitive Pressure Sensors Array for Aerodynamic Applications was developed in the Applied Aerodynamic research team of the Second Faculty of Engineering, University of Bologna, Forlì, Italy, and in collaboration with the ARCES laboratories of the same university. Capacitive pressure sensors were designed and fabricated, investigating theoretically and experimentally the sensor’s mechanical and electrical behaviours by means of finite elements method simulations and by means of wind tunnel tests. During the design phase, the sensor figures of merit are considered and evaluated for specific aerodynamic applications. The aim of this work is the production of low cost MEMS-alternative devices suitable for a sensor network to be implemented in air data system. The last two year was dedicated to a project regarding Wireless Pressure Sensor Network for Nautical Applications. Aim of the developed sensor network is to sense the weak pressure field acting on the sail plan of a full batten sail by means of instrumented battens, providing a real time differential pressure map over the entire sail surface. The wireless sensor network and the sensing unit were designed, fabricated and tested in the faculty laboratories. A static non-linear coupled mechanical-electrostatic simulation, has been developed to predict the pressure versus capacitance static characteristic suitable for the transduction process and to tune the geometry of the transducer to reach the required resolution, sensitivity and time response in the appropriate full scale pressure input A time dependent viscoelastic error model has been inferred and developed by means of experimental data in order to model, predict and reduce the inaccuracy bound due to the viscolelastic phenomena affecting the Mylar® polyester film used for the sensor diaphragm. The development of the two above mentioned subjects are strictly related but presently separately in this artwork.

Sulla ricerca del minimo dei consumi per vetture sportive

La ricerca oggetto di questa tesi, come si evince dal titolo stesso, è volta alla riduzione dei consumi per vetture a forte carattere sportivo ed elevate prestazioni specifiche. In particolare, tutte le attività descritte fanno riferimento ad un ben definito modello di vettura, ovvero la Maserati Quattroporte. Lo scenario all’interno del quale questo lavoro si inquadra, è quello di una forte spinta alla riduzione dei cosiddetti gas serra, ossia dell’anidride carbonica, in linea con quelle che sono le disposizioni dettate dal protocollo di Kyoto. La necessità di ridurre l’immissione in atmosfera di CO2 sta condizionando tutti i settori della società: dal riscaldamento degli edifici privati a quello degli stabilimenti industriali, dalla generazione di energia ai processi produttivi in senso lato. Nell’ambito di questo panorama, chiaramente, sono chiamati ad uno sforzo considerevole i costruttori di automobili, alle quali è imputata una percentuale considerevole dell’anidride carbonica prodotta ogni giorno e riversata nell’atmosfera. Al delicato problema inquinamento ne va aggiunto uno forse ancor più contingente e diretto, legato a ragioni di carattere economico. I combustibili fossili, come tutti sanno, sono una fonte di energia non rinnovabile, la cui disponibilità è legata a giacimenti situati in opportune zone del pianeta e non inesauribili. Per di più, la situazione socio politica che il medio oriente sta affrontando, unita alla crescente domanda da parte di quei paesi in cui il processo di industrializzazione è partito da poco a ritmi vertiginosi, hanno letteralmente fatto lievitare il prezzo del petrolio. A causa di ciò, avere una vettura efficiente in senso lato e, quindi, a ridotti consumi, è a tutti gli effetti un contenuto di prodotto apprezzato dal punto di vista del marketing, anche per i segmenti vettura più alti. Nell’ambito di questa ricerca il problema dei consumi è stato affrontato come una conseguenza del comportamento globale della vettura in termini di efficienza, valutando il miglior compromesso fra le diverse aree funzionali costituenti il veicolo. Una parte consistente del lavoro è stata dedicata alla messa a punto di un modello di calcolo, attraverso il quale eseguire una serie di analisi di sensibilità sull’influenza dei diversi parametri vettura sul consumo complessivo di carburante. Sulla base di tali indicazioni, è stata proposta una modifica dei rapporti del cambio elettro-attuato con lo scopo di ottimizzare il compromesso tra consumi e prestazioni, senza inficiare considerevolmente queste ultime. La soluzione proposta è stata effettivamente realizzata e provata su vettura, dando la possibilità di verificare i risultati ed operare un’approfondita attività di correlazione del modello di calcolo per i consumi. Il beneficio ottenuto in termini di autonomia è stato decisamente significativo con riferimento sia ai cicli di omologazione europei, che a quelli statunitensi. Sono state inoltre analizzate le ripercussioni dal punto di vista delle prestazioni ed anche in questo caso i numerosi dati rilevati hanno permesso di migliorare il livello di correlazione del modello di simulazione per le prestazioni. La vettura con la nuova rapportatura proposta è stata poi confrontata con un prototipo di Maserati Quattroporte avente cambio automatico e convertitore di coppia. Questa ulteriore attività ha permesso di valutare il differente comportamento tra le due soluzioni, sia in termini di consumo istantaneo, che di consumo complessivo rilevato durante le principali missioni su banco a rulli previste dalle normative. L’ultima sezione del lavoro è stata dedicata alla valutazione dell’efficienza energetica del sistema vettura, intesa come resistenza all’avanzamento incontrata durante il moto ad una determinata velocità. Sono state indagate sperimentalmente le curve di “coast down” della Quattroporte e di alcune concorrenti e sono stati proposti degli interventi volti alla riduzione del coefficiente di penetrazione aerodinamica, pur con il vincolo di non alterare lo stile vettura.

Structure and properties of quaternary and tetragonal Heusler compounds for spintronics and spin transfer torque applications

Diese Dissertation ist in zwei Teile aufgeteilt: Teil 1 befasst sich mit der Vorhersage von Halb-Metallizität in quarternären Heuslerverbindungen und deren Potential für Spintronik-Anwendungen. Teil 2 befasst sich mit den strukturellen Eigenschaften der Mn2-basierenden Heuslerverbindungen und dem Tuning von ihrer magnetischen Eigenschaften bzgl. Koerzitivfeldstärke und Remanenz. Diese Verbindungen sind geeignet für Spin-Transfer Torque-Anwendungen.rnrnIn Teil 1 wurden die folgenden drei Probenserien quarternärer Heuslerverbindungen untersucht: XX´MnGa (X = Cu, Ni und X´ = Fe, Co), CoFeMnZ (Z = Al, Ga, Si, Ge) und Co2−xRhxMnZ (Z = Ga, Sn, Sb). Abgesehen von CuCoMnGa wurden alle diese Verbindungen mittels ab-initio Bandstrukturrechnungen als halbmetallische Ferromagnete prognostiziert. In der XX´MnGa-Verbindungsklasse besitzt NiFeMnGa zwar eine zu niedrige Curie-Temperatur für technologische Anwendungen, jedoch NiCoMnGa mit seiner hohen Spinpolarisation, einem hohen magnetischen Moment und einer hohen Curie-Temperatur stellt ein neues Material für Spintronik-Anwendungen dar. Alle CoFeMnZ-Verbindungen kristallisieren in der kubischen Heuslerstruktur und ihre magnetischen Momente folgen der Slater-Pauling-Regel, was Halbmetalizität und eine hohe Spinpolarisation impliziert. Die ebenfalls hohen Curie-Temperaturen ermöglichen einen Einsatz weit über Raumtemperatur hinaus. In der strukturellen Charakterisierung wurde festgestellt, dass sämtliche Co2−xRhxMnZ abgesehen von CoRhMnSn verschiedene Typen von Unordnung aufweisen; daher war die ermittelte Abweichung von der Slater-Pauling-Regel sowie von der 100%-igen Spinpolarisation dieser Verbindungen zu erwarten. Die Halbmetallizität der geordneten CoRhMnSn-Verbindung sollte nach den durchgeführten magnetischen Messungen vorhanden sein.rnrnIm zweiten Teil wurden Mn3−xCoxGa und Mn2−xRh1+xSn synthetisiert und charakterisiert. Es wurde gezeigt, dass Mn3−xCoxGa im Bereich x = 0.1 − 0.4 in einer tetragonal verzerrten inversen Heuslerstruktur kristallisiert und im Bereich x = 0.6−1 in einer kubisch inversen Heuslerstruktur. Während die tetragonalen Materialien hartmagnetisch sind und Charakeristika aufweisen, die typischerweise für Spin-Transfer Torque-Anwengungen attraktiv sind, repräsentieren die weichmagnetischen kubischen Vertreter die 100% spinpolarisierten Materialien, die der Slater-Pauling-Regel folgen. Mn2RhSn kristallisiert in der inversen tetragonal verzerrten Heuslerstruktur, weist einernhartmagnetische Hystereseschleife auf und folgt nicht der Slater-Pauling-Regel. Bei hohen Rh-Gehalt wird die kubische inverse Heuslerstruktur gebildet. Alle kubischen Proben sind weichmagnetisch und folgen der Slater-Pauling-Regel.

Prediction of dental implant torque with a fast and automatic finite element analysis: a pilot study

Despite its importance, implant removal torque can be assessed at present only after implantation. This paper presents a new technique to help clinicians preoperatively evaluate implant stability.

Equations for the Drag Force and Aerodynamic Roughness Length of Urban Areas with Random Building Heights

We use a conceptual model to investigate how randomly varying building heights within a city affect the atmospheric drag forces and the aerodynamic roughness length of the city. The model is based on the assumptions regarding wake spreading and mutual sheltering effects proposed by Raupach (Boundary-Layer Meteorol 60:375-395, 1992). It is applied both to canopies having uniform building heights and to those having the same building density and mean height, but with variability about the mean. For each simulated urban area, a correction is determined, due to height variability, to the shear stress predicted for the uniform building height case. It is found that u (*)/u (*R) , where u (*) is the friction velocity and u (*R) is the friction velocity from the uniform building height case, is expressed well as an algebraic function of lambda and sigma (h) /h (m) , where lambda is the frontal area index, sigma (h) is the standard deviation of the building height, and h (m) is the mean building height. The simulations also resulted in a simple algebraic relation for z (0)/z (0R) as a function of lambda and sigma (h) /h (m) , where z (0) is the aerodynamic roughness length and z (0R) is z (0) found from the original Raupach formulation for a uniform canopy. Model results are in keeping with those of several previous studies.

Torque converter turbine noise and cavitation noise over varying speed ratio

These investigations will discuss the operational noise caused by automotive torque converters during speed ratio operation. Two specific cases of torque converter noise will be studied; cavitation, and a monotonic turbine induced noise. Cavitation occurs at or near stall, or zero turbine speed. The bubbles produced due to the extreme torques at low speed ratio operation, upon collapse, may cause a broadband noise that is unwanted by those who are occupying the vehicle as other portions of the vehicle drive train improve acoustically. Turbine induced noise, which occurs at high engine torque at around 0.5 speed ratio, is a narrow-band phenomenon that is audible to vehicle occupants currently. The solution to the turbine induced noise is known, however this study is to gain a better understanding of the mechanics behind this occurrence. The automated torque converter dynamometer test cell was utilized in these experiments to determine the effect of torque converter design parameters on the offset of cavitation and to employ the use a microwave telemetry system to directly measure pressures and structural motion on the turbine. Nearfield acoustics were used as a detection method for all phenomena while using a standardized speed ratio sweep test. Changes in filtered sound pressure levels enabled the ability to detect cavitation desinence. This, in turn, was utilized to determine the effects of various torque converter design parameters, including diameter, torus dimensions, and pump and stator blade designs on cavitation. The on turbine pressures and motion measured with the microwave telemetry were used to understand better the effects of a notched trailing edge turbine blade on the turbine induced noise.

Torque expression of 0.018 and 0.022 inch conventional brackets

The aim of this study was to assess the effect of the moments generated with low- and high-torque brackets. Four different bracket prescription-slot combinations of the same bracket type (Mini Diamond® Twin) were evaluated: high-torque 0.018 and 0.022 inch and low-torque 0.018 and 0.022 inch. These brackets were bonded on identical maxillary acrylic resin models with levelled and aligned teeth and each model was mounted on the orthodontic measurement and simulation system (OMSS). Ten specimens of 0.017 × 0.025 inch and ten 0.019 × 0.025 inch stainless steel archwires (ORMCO) were evaluated in the low- and high-torque 0.018 inch and 0.022 inch brackets, respectively. The wires were ligated with elastomerics into the brackets and each measurement was repeated once after religation. Two-way analysis of variance and t-test were conducted to compare the generated moments between wires at low- and high-torque brackets separately. The maximum moment generated by the 0.017 × 0.025 inch stainless steel archwire in the 0.018 inch brackets at +15 degrees ranged from 14.33 and 12.95 Nmm for the high- and low-torque brackets, respectively. The measured torque in the 0.022 inch brackets with the 0.019 × 0.025 inch stainless steel archwire was 9.32 and 6.48 Nmm, respectively. The recorded differences of maximum moments between the high- and low-torque series were statistically significant. High-torque brackets produced higher moments compared with low-torque brackets. Additionally, in both high- and low-torque configurations, the thicker 0.019 × 0.025 inch steel archwire in the 0.022 inch slot system generated lower moments in comparison with the 0.017 × 0.025 inch steel archwire in the 0.018 inch slot system.

A comparative assessment of torque generated by lingual and conventional brackets

The aim of this study was to assess the effect of bracket type on the labiopalatal moments generated by lingual and conventional brackets. Incognito™ lingual brackets (3M Unitek), STb™ lingual brackets (Light Lingual System; ORMCO), In-Ovation L lingual brackets (DENTSPLY GAC), and conventional 0.018 inch slot brackets (Gemini; 3M Unitek) were bonded on identical maxillary acrylic resin models with levelled and aligned teeth. Each model was mounted on the orthodontic measurement and simulation system and 10 0.0175 × 0.0175 TMA wires were used for each bracket type. The wire was ligated with elastomerics into the Incognito, STb, and conventional brackets and each measurement was repeated once after religation. A 15 degrees buccal root torque (+15 degrees) and then a 15 degrees palatal root torque (-15 degrees) were gradually applied to the right central incisor bracket. After each activation, the bracket returned to its initial position and the moments in the sagittal plane were recorded during these rotations of the bracket. One-way analysis of variance with post hoc multiple comparisons (Tukey test at 0.05 error rate) was conducted to assess the effect on bracket type on the generated moments. The magnitude of maximum moment at +15 degrees ranged 8.8, 8.2, 7.1, and 5.8 Nmm for the Incognito, STb, conventional Gemini, and the In-Ovation L brackets, respectively; similar values were recorded at -15 degrees: 8.6, 8.1, 7.0, and 5.7 Nmm, respectively. The recorded differences of maximum moments were statistically significant, except between the Incognito and STb brackets. Additionally, the torque angles were evaluated at which the crown torque fell well below the minimum levels of 5.0 Nmm, as well as the moment/torque ratio at the last part of the activation/deactivation curve, between 10 and 15 degrees. The lowest torque expression was observed at the self-ligating lingual brackets, followed by the conventional brackets. The Incognito and STb lingual brackets generated the highest moments.

Torque efficiency of different archwires in 0.018- and 0.022-inch conventional brackets.

OBJECTIVE To compare the archwires inserted during the final stages of the orthodontic treatment with the generated moments at 0.018- and 0.022-inch brackets. MATERIALS AND METHODS The same bracket type, in terms of prescription, was evaluated in both slot dimensions. The brackets were bonded on two identical maxillary acrylic resin models, and each model was mounted on the orthodontic measurement and simulation system. Ten 0.017 × 0.025-inch TMA and ten 0.017 × 0.025-inch stainless steel archwires were evaluated in the 0.018-inch brackets. In the 0.022-inch brackets, ten 0.019 × 0.025-inch TMA and ten 0.019 × 0.025-inch stainless steel archwires were measured. A 15° buccal root torque (+15°) and then a 15° palatal root torque (-15°) were gradually applied to the right central incisor bracket, and the moments were recorded at these positions. A t-test was conducted to compare the generated moments between wires within the 0.018- and 0.022-inch bracket groups separately. RESULTS The 0.017 × 0.025-inch archwire in the 0.018-inch brackets generated mean moments of 9.25 Nmm and 14.2 Nmm for the TMA and stainless steel archwires, respectively. The measured moments in the 0.022-inch brackets with the 0.019 × 0.025-inch TMA and stainless steel archwires were 6.6 Nmm and 9.3 Nmm, respectively. CONCLUSION The 0.017 × 0.025-inch stainless steel and β-Ti archwires in the 0.018-inch slot generated higher moments than the 0.019 × 0.025-inch archwires because of lower torque play. This difference is exaggerated in steel archwires, in comparison with the β-Ti, because of differences in stiffness. The differences of maximum moments between the archwires of the same cross-section but different alloys were statistically significant at both slot dimensions.