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The critical load is the greatest load that will not cause lateral deflection (buckling). For loads greater than the critical load, the column will deflect laterally. The critical load puts the column in a state of unstable equilibrium. A load beyond the critical load causes the column to fail by buckling. As the load is increased beyond the ...
The left half of the plate shows the deformed shape, while the right half shows the undeformed shape. This calculation was performed using Ansys. Bending of plates, or plate bending, refers to the deflection of a plate perpendicular to the plane of the plate under the action of external forces and moments.
in these formulas the following parameters are used: = Stress in outer fibers at midpoint, = load at a given point on the load deflection curve, = Support span, (mm) = Width of test beam, (mm) = Depth or thickness of tested beam, (mm)
The deflection of beam elements is usually calculated on the basis of the Euler–Bernoulli beam equation while that of a plate or shell element is calculated using plate or shell theory. An example of the use of deflection in this context is in building construction. Architects and engineers select materials for various applications.
The aim of plate theory is to calculate the deformation and stresses in a plate subjected to loads. Of the numerous plate theories that have been developed since the late 19th century, two are widely accepted and used in engineering. These are the Kirchhoff–Love theory of plates (classical plate theory)
In engineering, a factor of safety (FoS) or safety factor (SF) expresses how much stronger a system is than it needs to be for an intended load.Safety factors are often calculated using detailed analysis because comprehensive testing is impractical on many projects, such as bridges and buildings, but the structure's ability to carry a load must be determined to a reasonable accuracy.
The ultimate tensile strength of a material is an intensive property; therefore its value does not depend on the size of the test specimen.However, depending on the material, it may be dependent on other factors, such as the preparation of the specimen, the presence or otherwise of surface defects, and the temperature of the test environment and material.
For this reason, the useful load fraction calculates a similar number, but it is based on the combined weight of the payload and fuel together in relation to the total weight. Propeller-driven airliners had useful load fractions on the order of 25–35%. Modern jet airliners have considerably higher useful load fractions, on the order of 45–55%.