Quasi-static tests show the maximum values of vertical rim displacement and lateral tyre deflection are in the range of 72.2 78.9 mm and 23.3 27.1 mm, respectively, for a severe excitation condition.
Single-neuron responses were preceded by a global LFP deflection in the theta range.
To quantify this, a straight line was fitted over the load-deflection curve in the range of the NZ.
This produces the so-called "difference wave," in which the MMN appears as a negative deflection in the 100 250 ms range.
The positive deflection in the SPCN time range in the no-target difference wave (see Figure 3A) could have potentially increased the SPCN latency difference between valid and invalid conditions.
Despite the fact that the severe filtering of the no-target difference wave practically eliminated the positive deflection in the SPCN time range, the difference in SPCN latency was still significant between valid (355 ms) and invalid conditions (392 ms; Fadjusted 1, 15) = 7.07; p<.018), indicating that the SPCN latency difference was not artificially created by the subtraction method.
The governing equations with transverse displacement and stress function as independent variables are deduced to a boundary layer type, which includes the effects of nonlinear prebuckling deformations, large deflections in the postbuckling range, and initial geometric imperfections of the shell.
A boundary layer theory of shell buckling, which includes the effects of nonlinear prebuckling deformations, large deflections in the postbuckling range, and initial geometric imperfection of the shell, is extended to the case of anisotropic laminated thin cylindrical shells under combined loading cases.
A boundary layer theory of shell buckling, which includes the effects of nonlinear prebuckling deformations, large deflections in the postbuckling range, and initial geometric imperfections of the shell, is extended to the case of functionally graded cylindrical shells of finite length.
