Side impact crash test and evaluation procedures for roadside structures crash tests. Final report.

Federal Highway Administration, McLean, Va.

Side impact crash testing of roadside structures. Final report.

Federal Highway Administration, Washington, D.C.

Molecular structures and antiproliferative activity of side-chain saturated and homologated analogs of 2-chloro-3-(n-alkylamino)-1,4-napthoquinone

Side chain homologated derivatives of 2-chloro-3-(n-alkylamino)-1,4-naphthoquinone {n-alkyl: pentyl; L-5, hexyl; L-6, heptyl; L-7 and octyl; L-8} have been synthesized and characterized by elemental analysis, FT-IR, H-1 NMR, UV-visible spectroscopy and LC-MS. Compounds, L-4, n-alkyl: butyl; L-4}, L-6 and L-8 have been characterized by single crystal X-ray diffraction studies. The single crystal X-ray structures reveal that L-4 and L-8 crystallizes in P2(1) space group, while L-6 in P2(1)/c space group. Molecules of L-4 and L-8 from polymeric chains through C-H center dot center dot center dot O and N-H center dot center dot center dot O close contacts. L-6 is a dimer formed by N-H center dot center dot center dot O interaction. Slipped pi-pi stacking interactions are observed between quinonoid and benzenoid rings of L-4 and L-8. Orientations of alkyl group in L-4 and L-8 is on same side of the chain and polymeric chains run opposite to one another to form zip like structure to the alkyl groups. Antiproliferative activities of L-1 to L-8{n-alkyl: methyl; L-1, ethyl; L-2, propyl; L-3 and butyl; L-4} were studied in cancer cells of colon (COLO205), brain (U87MG) and pancreas (MIAPaCa2) where L-1, L-2 and L-3 were active in MIAPaCa2 (L-1 = 1-2 > L-3) and COLO205 (L-2 = L-3 > L-1) and inactive in U87MG. From antiproliferative studies with compounds L-1 to L-8 it can be concluded that homologation of 2-chloro-3-(n-alkylamino)-1,4-napthoquinone with saturated methyl groups yielded tissue specific compounds such as L-2 (for MIAPaCa2) and L-3 (for COLO205) with optimal activity. (c) 2013 Elsevier B.V. All rights reserved.

Structural characterization of folded and extended conformations in peptides containing gamma amino acids with proteinogenic side chains: crystal structures of gamma(n), (alpha gamma)(n) and gamma gamma delta gamma sequences

The crystal structures of nine peptides containing gamma(4)Val and gamma(4)Leu are described. The short sequences Boc-gamma(4)(R)Val](2)-OMe 1, Boc-gamma(4)(R)Val](3)-NHMe 2 and Boc-gamma(4)(S)Val-gamma(4)(R)Val-OMe 3 adopt extended apolar, sheet like structures. The tetrapeptide Boc-gamma(4)(R)Val](4)-OMe 4 adopts an extended conformation, in contrast to the folded C-14 helical structure determined previously for Boc-gamma(4)(R)Leu](4)-OMe. The hybrid alpha gamma sequence Boc-Ala-gamma(4)(R)Leu](2)-OMe 5 adopts an S-shaped structure devoid of intramolecular hydrogen bonds, with both alpha residues adopting local helical conformations. In sharp contrast, the tetrapeptides Boc-Aib-gamma(4)(S)Leu](2)-OMe 6 and Boc-Leu-gamma(4)(R)Leu](2)-OMe 7 adopt folded structures stabilized by two successive C-12 hydrogen bonds. gamma(4)Val residues have also been incorporated into the strand segments of a crystalline octapeptide, Boc-Leu-gamma(4)(R)Val-Val-(D)Pro-Gly-Leu-gamma(4)(R)Val-Val-OMe 8. The gamma gamma delta gamma tetrapeptide containing gamma(4)Val and delta(5)Leu residues adopts an extended sheet like structure. The hydrogen bonding pattern at gamma residues corresponds to an apolar sheet, while a polar sheet is observed at the lone delta residue. The transition between folded and extended structures at gamma residues involves a change of the torsion angle from the gauche to the trans conformation about the C-beta-C-alpha bond.

High temperature direct double side cooled inverter module for hybrid electric vehicle application

In this paper a novel approach to the design and fabrication of a high temperature inverter module for hybrid electrical vehicles is presented. Firstly, SiC power electronic devices are considered in place of the conventional Si devices. Use of SiC raises the maximum practical operating junction temperature to well over 200°C, giving much greater thermal headroom between the chips and the coolant. In the first fabrication, a SiC Schottky barrier diode (SBD) replaces the Si pin diode and is paired with a Si-IGBT. Secondly, double-sided cooling is employed, in which the semiconductor chips are sandwiched between two substrate tiles. The tiles provide electrical connections to the top and the bottom of the chips, thus replacing the conventional wire bonded interconnect. Each tile assembly supports two IGBTs and two SBDs in a half-bridge configuration. Both sides of the assembly are cooled directly using a high-performance liquid impingement system. Specific features of the design ensure that thermo-mechanical stresses are controlled so as to achieve long thermal cycling life. A prototype 10 kW inverter module is described incorporating three half-bridge sandwich assemblies, gate drives, dc-link capacitance and two heat-exchangers. This achieves a volumetric power density of 30W/cm3.

The use of an instrumented vehicle in a wavelet based damage detection approach for bridge structures

Periodic monitoring of structures such as bridges is necessary as their condition can deteriorate due to environmental conditions and ageing, causing the bridge to become unsafe. This monitoring - so called Structural Health Monitoring (SHM) - can give an early warning if a bridge becomes unsafe. This paper investigates an alternative wavelet-based approach for the monitoring of bridge structures which consists of the use of a vehicle fitted with accelerometers on its axles. A simplified vehicle-bridge interaction model is used in theoretical simulations to examine the effectiveness of the approach in detecting damage in the bridge. The accelerations of the vehicle are processed using a continuous wavelet transform, allowing a time-frequency analysis to be performed. This enables the identification of both the existence and location of damage from the vehicle response. Based on this analysis, a damage index is established. A parametric study is carried out to investigate the effect of parameters such as the bridge span length, vehicle speed, vehicle mass, damage level, signal noise level and road surface roughness on the accuracy of results. In addition, a laboratory experiment is carried out to validate the results of the theoretical analysis and assess the ability of the approach to detect changes in the bridge response.

Wavelet Based Damage Detection Approach for Bridge Structures Utilising Vehicle Vibration

This paper investigates a wavelet-based damage detection approach for bridge structures. By analysing the continuous wavelet transform of the vehicle response, the approach aims to identify changes in the bridge response which may indicate the existence of damage. A numerical vehicle-bridge interaction model is used in simulations as part of a sensitivity study. Furthermore, a laboratory experiment is carried out to investigate the effects of varying vehicle configuration, speed and bridge damping on the ability of the vehicle to detect changes in the bridge response. The accelerations of the vehicle and bridge are processed using a continuous wavelet transform, allowing time-frequency analysis to be carried out on the responses of the laboratory vehicle-bridge interaction system. Results indicate the most favourable conditions for successful implementation of the approach.

Modelling the side impact of carbon fiber tubes

Metallic tubes have been extensively studied for their crashworthiness as they closely resemble automotive crash rails. Recently, the demand to improve fuel economy and reduce vehicle emissions has led automobile manufacturers to explore the crash properties of light weight materials such as fibre reinforced polymer composites, metallic foams and sandwich structures in order to use them as crash barriers. This paper discusses the response of carbon fibre reinforced polymer (CFRP) tubes and their failure mechanisms during side impact. The energy absorption of CFRP tubes is compared to similar Aluminium tubes. The response of the CFRP tubes during impact was modelled using Abaqus finite element software with a composite fabric material model. The material inputs were given based on standard tension and compression test results and the in-plane damage was defined based on cyclic shear tests. The failure modes and energy absorption observed during the tests were well represented by the finite element model.

Performance of polymeric reinforcements in vehicle structures submitted to frontal impact

Preformed structural reinforcements have shown good performance in crash tests, where the great advantage is their weight. These reinforcements are designed with the aim of increasing the rigidity of regions with large deformations, thus stabilising sections of the vehicle that work as load path during impact. The objective of this work is to show the application of structural reinforcements made of polymeric material PA66 in the field of vehicle safety, through finite element simulations. Simulations of frontal impact at 50 km/h and in ODB (offset deformable barrier) at 57 km/h configurations (standards such as ECE R-94 and ECE R-12) were performed in the software LS-DYNA R (R) and MADYMO (R). The simulations showed that the use of polymeric reinforcements leads to a 70% reduction in A-pillar intrusion, a 65% reduction in the displacement of the steering column and a 59% reduction in the deformation in the region of the occupant legs and feet. The level of occupant injuries was analysed by MADYMO (R) software, and a reduction of 23.5% in the chest compression and 80% in the tibia compression were verified. According to the standard, such conditions lead to an improvement in the occupant safety in a vehicle collision event.

Research MIV (modified intefrated vehicle). Volume II/1 - side impact. Final report.

National Highway Traffic Safety Administration, Washington, D.C.

Research MIV (modified integrated vehicle). Volume II/2 - side impact. Final report.

National Highway Traffic Safety Administration, Washington, D.C.

Research MIV (modified integrated vehicle). Volume II/7 - side impact. Final report.

National Highway Traffic Safety Administration, Washington,D.C.