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The results of optimization are compared with that of a conventional engineering design with the isolators working under their maximum allowable deflection.
Static constraints include structural kinematic stability, maximum allowable stress in truss members, maximum allowable deflection in the truss nodes and critical buckling load.
Based on the two ratios namely load ratio and calm ratio and when the deflection reached approximately 85% of the maximum allowable deflection it was observed that the RC beams were heavily damaged.
The maximum allowable deflection of 50 mm was reached at a load of 1800 kN, which was four times the design load and 1.3 times the initial cracking load, verifying the safety and serviceability of the precast PSC curved girder bridge in a service state. 5.
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(16) and (17) are utilized to obtain the maximum allowable deflections of the SIS structure.
Taking the yield strength of the material into consideration, the maximum allowable deflections of Structure I-III are calculated to be 1.46 mm, 1.30 mm, and 5.349 mrad, respectively.
§ 418.38 Maximum allowable diversion.
The deflection factor is numerically obtained from Eq. 11a based on maximum allowable surface deflection, wheel load (P), contact tire pressure, and subgrade elasticity modulus (E).
The deflection factor is first obtained from Eq. 12 based on maximum allowable surface deflection, wheel load (P), contact tire pressure, and subgrade modulus (E2).
11 and 12. Sample mechanistic results are provided in Table 7 using 0.51 mm (0.02 inches) maximum allowable surface deflection, 70 MPa (10,000 psi) subgrade modulus value, 0.56 MPa (80 psi) contact tire pressure, and 1/50 modular ratio.
The structural optimization problem is subjected to kinematic stability, maximum allowable stress and deflection.
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