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The power dissipated depends upon the amount of power being transmitted through the subsystem and so, like Coulomb friction, depends upon both the applied load and the speed of the system Gearboxes, lead screws, and other transmission devices are often successfully modeled using an overall ef ciency to account for system damping Mechanical ef ciency is somewhat different than the viscous or dry friction models presented above since its inclusion alters the effective mass, stiffness, and damping of the system Qualitatively, the loss of ef ciency associated with an inef cient transmission makes everything downstream of the transmission feel heavier, stiffer, and more damped This effect is illustrated in the example in the following section



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1154 Combinations and Equivalent Dampers As mentioned before, one of the most common ways of adding damping to a system is to choose an appropriate form for the damping and determine the parameters experimentally If, however, damping values are known for individual dampers in the system, these elements may be combined according to the same rules as springs If two dampers have damping coef cients of b1 and b2, a single equivalent damper has a damping coef cient of beq = b1 + b2 if the dampers are combined in parallel and 1 1 1 = + beq b1 b2 (1171) (1170)





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Table 68 Typical format for computation of unfactored dead loads and wind loads (continued) Length = 70 Weight = 150 Depth 4 8 Bearings Weight = 300 Number = 10 9 Suspended Backwall Width 2 Length = 70 Weight = 150 Depth 4 10 Relief Slab Width = 5 Thickness = 15 Length = 70 Weight = 150 Total DC1 FWS Thickness = 25 Length = 70 Weight = 150 Width = 6375 With Stem Without Stem Load on Abutment Pile Loads Pile Cap Thk =

if the dampers are combined in series The same relations hold for rotary dampers combined in series or parallel Furthermore, if dampers are integrated into a system in a way that incorporates mechanical advantage, this must also be taken into account to determine an equivalent damping coef cient

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The mathematical modeling problem for composite systems is multifold: 1 Shape effect shape effect in slabs alters the boundary conditions with beams in uencing stress distribution 2 Skew effect skew effects at the edges of the slab Skew slabs in bending were studied experimentally by C P Seiss at the University of Illinois Arching action in bridge decks has been the subject of recent study by Csonka and others and is also addressed in the latest LRFD AASHTO code for the design of bridges (Figure 41) Effects of skew are important at corners since acute angled corners generate local stress concentration Due to non-symmetry of live load near skewed corners, uplift of simply supported beam ends may occur These practical considerations need to be taken into account in reinforcement detailing and anchor design at bearings 3 Bridge decks curved in the plan Methods of analysis of curved bridges such as V-load are described in detail in AASHTO LRFD, Section 4622 AASHTO Curved Bridge Code requires a curved deck analysis only if

Figure 5-3

Consider a modi cation to the gear example in Sec 113 with viscous damping added to both the input and output shafts and an overall mechanical ef ciency assigned to the gear pair (Fig 1121a) Assume for simplicity that the inertia of the gears are small enough relative to the inertia of the load that they may be ignored and the goal is to reduce this system to the equivalent system in Fig 1121b The power into the gearbox is Pin = (Tin - brinw in ) w in while the power out of the gearbox is Pout = ( broutw out + Jloadw out ) w out Using the de nition of ef ciency from Eq (1167), the input and output power expressions give

radius of curvature has certain sharpness Plan of curved decks with and without skew edges (Figure 42) Software such as SAP 2000, DESCUS, BSDI or STRUDL can be used 4 Vertically curved decks When alignment of a highway is on a vertical curve, the bridge deck geometry follows the curvature It can be a hogging curvature (an arch) or sagging curvature (an inverted arch) Since the degree of curvature affects sight distance and speed while traveling, super

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