Developing a mobile visualization environment for construction applications

There is a renewed interest in immersive visualization to navigate digital data-sets associated with large building and infrastructure projects. Following work with a fully immersive visualization facility at the University, this paper details the development of a complementary mobile visualization environment. It articulates progress on the requirements for this facility; the overall design of hardware and software; and the laboratory testing and planning for user pilots in construction applications. Like our fixed facility, this new light-weight mobile solution enables a group of users to navigate a 3D model at a 1:1 scale and to work collaboratively with structured asset information. However it offers greater flexibility as two users can assemble and start using it at a new location within an hour. The solution has been developed and tested in a laboratory and will be piloted in engineering design review and stakeholder engagement applications on a major construction project.

Development of low cost motion-sensing system

Micro-electro-mechanical system (MEMS) technology offers sensors with lower cost, smaller size, lower power consumption. In this paper, a kind of low cost motion-sensing system based MEMS sensors is developed. The objective of the design is low cost, small volume and light weight in order to be used in many fields. The constituting principle of the system is described. Algorithms and hardware of the system are researched. And the definition of coordinate, calculation of pose angle, transform of acceleration and calculation of the velocities and displacement of the moving object are presented with corresponding mathematics model and algorithms. The experiments are carried out in principle and results are given. It is proved that the low cost motion-sensing system is effective and correct.

Experimental and numerical investigation of low pressure tube hydroforming on 409 stainless steel

Tube hydroforming has been widely used to produce automotive structural components due to the superior properties of the hydroformed parts in terms of their light weight and structural rigidity. Compared to the traditional manufacturing process for a closed-section member including stamping and followed by welding, tube-hydro forming leads to cost savings due to reduced tooling and material handling. However, the high pressure pumps and high tonnage press required in hydroforming, lead to increased capital investment reducing the cost benefits. This study explores low pressure tube hydro forming which reduces the internal fluid pressure and die closing force required to produce the hydroformed part. The experimental and numerical analysis was for low pressure hydro formed stainless steel tubes. Die filling conditions and thickness distributions are measured and critically analysed.

Development of material models to predict the crashworthiness of tubes

Metallic tubes have been extensively studied for their crashworthiness as they closely resemble automotive crash rails. Recently, the demand to produce light weight yet safer vehicles has led to the need to understand the behaviour of novel materials such as composites, metallic foams and sandwich structures durign a crash. This paper presents a method to predict the crashworthiness of structural components using material modes. The material factors that most affect the crushing response are determined and quantified by developing and validating the crushing of a square tube model in Abaqus. The inputs from the model are used to construct a simple, physically realistic constitutive model and new test methods for predicting the material behaviour at high strain rates using low test speeds. These material models enable a designer to predict the crash behaviour of a structure without the need to perform extensive physical tests, thus reducing the time and cost of development.

Investigation on the forming behaviour of metal/polymer laminates

A metal/polymer laminate is a new light weight sheet material suitable to replace conventional steel or aluminium sheet in future car designs. In this study the effect of material composition and process conditions on the forming behaviour of metal/polymer laminates in sheet metal forming was investigated by experimental, analytical and numerical methods.

Ecologically sustainable noise barrier – further developments

This paper reports on the second phase of a research project aimed at the development of an environmentally friendly noise barrier for urban freeways, also known as KMAK (Krezel and McManus, 2007). The concrete barrier, which has some unique capabilities to mitigate transportation noise, is made from recycled concrete (RC) aggregate and industrial by-products such as fly ash and reclaimed water. The current developmental work expands on a research project that resulted in a two-layer (2L) concrete barrier. Two prototypes of the 2L barrier were produced, followed by extensive acoustic testing and a number of simulations where standard timber and/or concrete barriers were substituted with KMAK barrier (Krezel et al, 2004). Current research investigates a variety of architectural finishes applied to the original KMAK barrier with the aim of improving its visual appearance and also fine-tuning its acoustic performance. The new three-layer (3L) barrier optimises sound absorption in a frequency range characteristic to that of transportation noise, especially road traffic noise. Three major aspects related to the development of architectural finishes were considered; environmentally responsible materials, surface features and production methods. The light-weight material used in the architectural finish is based on ordinary Portland cement (OPC) and uses very fine fraction of RC aggregate. The manufacturing process of the 3L barrier was tested in a commercial setting and two sets of prototype barrier were cast. An innovative, cost effective method of applying pattern and perforation to the surface of architectural finish was also developed and tested. The findings of the current investigation demonstrate that there is a positive correlation between surface features, percentage of perforation as well as depth of the architectural layer and increased potential of the 3L barrier to mitigate transportation noise. On average, the addition of perforated architectural finish contributes to 20% increase in sound absorption. The preliminary results also show that the sound absorbency of the 3L barrier can be better controlled and tuned to specific noise frequency. The visual appearance has been significantly improved with the addition of the architectural finish, which makes the barrier an attractive, feasible and viable alternative to road barriers made from standard concrete or timber.

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.

Biomechanical properties of porous metal scaffolds as implant materials

The results obtained from this work reveal that high porous titanium foams have fracture mechanical properties that meet and exceed the required properties of both cortical and cancellous bones. With their good biocompatibility, light weight, strong structural integrity and possibility of bone in-growth these foams are suitable for biomedical applications.

Stochastic atmospheric assistance and the use of emergency staging sites by migrants

Numerous animals move vast distances through media with stochastic dynamic properties. Avian migrants must cope with variable wind speeds and directions en route, which potentially jeopardize fine-tuned migration routes and itineraries. We show how unpredictable winds affect flight times and the use of an intermediate staging site by red knots (Calidris canutus canutus) migrating from west Africa to the central north Siberian breeding areas via the German Wadden Sea. A dynamic migration model incorporating wind conditions during flight shows that flight durations between Mauritania and the Wadden Sea vary between 2 and 8 days. The number of birds counted at the only known intermediate staging site on the French Atlantic coast was strongly positively correlated with simulated flight times. In addition, particularly light-weight birds occurred at this location. These independent results support the idea that stochastic wind conditions are the main driver of the use of this intermediate stopover site as an emergency staging area. Because of the ubiquity of stochastically varying media, we expect such emergency habitats to exist in many other migratory systems, both airborne and oceanic. Our model provides a tool to quantify the effect of winds and currents en route.

Glass/carbon fibre hybrid composite laminates for structural applications in automotive vehicles

Light-weight structure is one of the keys to improve the fuel efficiency and reduce the environmental buden of transport vehicles (automotive and rail). While fibreglass composites have been increasingly used to replace steel in automotive industry, the adoption rate for carbon fibre composites which are much lighter, stronger and stiffere than glass fibre composites, remains low. The main reason is the high cost of carbon fibres. To further reduce vehicle weight without excessive cost increase, one technique is to incorporate carbon fibre reinforcement into glass fibre composites and innovative design by selectively reinforcing along the main load path. Glass/carbon woven fabrics with epoxy resin matrix were utilised for preparing hybrid composite laminates. The in-plane mechanical properties such as tensile and three-point-bending flexural properties were investigated for laminates with different carbon fibre volume and lay-up scheme. It is shown that hybrid composite laminates with 50% carbon fibre reinforcement provide the best flexural properties when the carbon layers are at the exterior, while the alternating carbon/glass lay-up provides the highest compressive strength.

Lightweight stiffened composite structure with superior bending strength and stiffness for automotive floor applications

The trend towards smaller and lighter, more environmentally friendly vehicles is accelerating, as the petrol price rises and the CO2 reduction target becomes more strict. As a key enabling technology, light-weight but low-cost structure plays an important role in promoting the use of fibre reinforced polymer matrix composites in automotive applications. In this work an experimental investigiation is carried out to design, manufacture and analyse a stiffened composite structure, aiming at achieving required bending and torsional strength and stiffness at the minimum weight. One major application of this new lightweight structure is the load-bearing floor component. Some initial results from this work are presented in this paper.

In-situ white beam microdiffraction study of the deformation behavior in polycrystalline magnesium alloy during uniaxial loading

Scanning white beam X-ray microdiffraction has been used to study the heterogeneous grain deformation in a polycrystalline Mg alloy (MgAZ31). The high spatial resolution achieved on beamline 7.3.3 at the Advanced Light Source provides a unique method to measure the elastic strain and orientation of single grains as a function of applied load. To carry out in-situ measurements a light weight (~0.5kg) tensile stage, capable of providing uniaxial loads of up to 600kg, was designed to collect diffraction data on the loading and unloading cycle. In-situ observation of the deformation process provides insight about the crystallographic deformation mode via twinning and dislocation slip.

Deformation of magnesium alloys during laboratory scale in-situ x-ray diffraction

In this research work we developed a new laboratory based transmission X-ray diffraction technique to perform in-situ deformation studies on a far more regular basis that is not possible at large scale synchrotron and neutron facilities. We studied the deformation mechanisms in light weight magnesium alloys during in-situ tensile testing.

6 million spam tweets: a large ground truth for timely Twitter spam detection

Twitter has changed the way of communication and getting news for people's daily life in recent years. Meanwhile, due to the popularity of Twitter, it also becomes a main target for spamming activities. In order to stop spammers, Twitter is using Google SafeBrowsing to detect and block spam links. Despite that blacklists can block malicious URLs embedded in tweets, their lagging time hinders the ability to protect users in real-time. Thus, researchers begin to apply different machine learning algorithms to detect Twitter spam. However, there is no comprehensive evaluation on each algorithms' performance for real-time Twitter spam detection due to the lack of large groundtruth. To carry out a thorough evaluation, we collected a large dataset of over 600 million public tweets. We further labelled around 6.5 million spam tweets and extracted 12 light-weight features, which can be used for online detection. In addition, we have conducted a number of experiments on six machine learning algorithms under various conditions to better understand their effectiveness and weakness for timely Twitter spam detection. We will make our labelled dataset for researchers who are interested in validating or extending our work.

Interação genótipo x ambiente em cultivares de alface na região de Jaboticabal

Estudou-se a interação genótipo x ambiente de doze cultivares de alface, sendo quatro do grupo lisa (Babá de Verão, Karla, Nacional e Elisa), quatro do grupo crespa (Simpson, Hortência, Verônica e Grand Rapids) e quatro do grupo americana (Laidy, Tainá, Lucy Brown e Raider). Os tratamentos foram constituídos pelo cultivo da alface em dez ambientes (casa de vegetação, túnel baixo de cultivo, túnel baixo com sombrite, agrotêxtil e campo, na presença e ausência de mulching). Foram utilizados dois períodos de cultivo, agosto a novembro de 2001 e março a junho de 2002 em Jaboticabal. Cada experimento (ambiente de cultivo) foi conduzido utilizando-se o delineamento de blocos casualizados, com doze cultivares e três repetições. A análise de variância conjunta demonstrou valores de F significativos (p<0,01) para a interação genótipo x ambiente. Para o cultivo de agosto a novembro/2001, as melhores respostas foram obtidas para as cultivares do Grupo Lisa, nos ambientes casa de vegetação com mulching, túnel baixo de cultivo sem mulching e campo sem mulching. Todas as cultivares apresentaram piores desempenhos nos ambientes túnel com sombrite sem mulching, agrotêxtil com e sem mulching. No cultivo de março a junho/2002, houve maior variabilidade quanto ao comportamento das cultivares avaliadas nos ambientes estudados. Na análise multivariada de agrupamento, a superioridade das cultivares do grupo lisa parece ter sido influenciada pelo número de folhas, tanto para a época 1, quanto para a época 2. Ressalta-se que, apesar das cultivares do grupo americana apresentarem pior desempenho, as mesmas tiveram os maiores valores de massa seca da parte aérea. Quando se tem como objetivo uma maior produção de alface visando massa seca da parte aérea ou massa fresca da parte aérea, deve-se optar por cultivares do grupo americana, que apresentaram as maiores médias para esta característica. As cultivares do grupo crespa apresentaram as maiores médias para volume de plantas.