Caterpillar Track Complexes in Template‐Directed Synthesis and Correlated Molecular Motion

Small alterations to the structure of a star‐shaped template totally change its mode of operation. The hexapyridyl template directs the conversion of a porphyrin dimer to the cyclic hexamer, but deleting one pyridine site changes the product to the cyclic decamer, while deleting two binding sites changes the product to the cyclic octamer. This surprising switch in selectivity is explained by the formation of 2:1 caterpillar track complexes, in which two template wheels bind inside the nanoring. Caterpillar track complexes can also be prepared by binding the hexapyridyl template inside the 8‐ and 10‐porphyrin nanorings. NMR exchange spectroscopy (EXSY) experiments show that these complexes exhibit correlated motion, in which the conrotatory rotation of the two template wheels is coupled to rotation of the nanoring track. In the case of the 10‐porphyrin system, the correlated motion can be locked by binding palladium(II) dichloride between the two templates.     

Total Synthesis of (+)‐Rubriflordilactone A

Two enantioselective total syntheses of the nortriterpenoid natural product rubriflordilactone A are described, which use palladium‐ or cobalt‐catalyzed cyclizations to form the CDE rings, and converge on a late‐stage synthetic intermediate. These key processes are set up through the convergent coupling of a common diyne component with appropriate AB‐ring aldehydes, a strategy that sets the stage for the synthetic exploration of other members of this family of natural products.     

On the stability of a deep beam subjected to nonconservative and dissipative forces

Summary For the case of a simply supported deep beam subjected to a transverse follower load applied at its center, the dependence of the critical flutter load upon the effects of internal and external damping and warping rigidity is considered. A Kelvin-Voigt solid is assumed, the external damping is assumed to be proportional to the velocity of the beam at a point, and, due to the nature of the nonconservative applied load, the flexural and torsional deformations of the beam are coupled. The resulting boundary value problem is nonself-adjoint in character, and the stability problem is solved in an approximate manner by means of an adjoint variational principle. Several graphs are presented to demonstrate the effect of the various damping and rigidity parameters on the value of the critical flutter load. The numerical results obtained here reveal that in the absence of external damping, the value of the critical flutter load becomes arbitrarily small as the internal damping parameter associated with flexure tends to zero.

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Sommario Per una trave alta, incernierata agli estremi e sollecitata da un carico rotante con la sezione cui sia applicato e distribuito simmetricamente rispetto alla mezzeria della trave, si considera la dipendenza del carico critico di flutter dagli effetti di smorzamento interno ed esterno e della rigidezza biflessionale. Si assnmono (i) un solido di tipo Kelvin-Voigt e (ii) uno smorzamento esterno che sia proporzionale alla velocità. Dovuta al genere del carico non conservativo, la deformazione consiste di spostamenti di flessione e torsione. Poichè il problema ai limiti che descrive il moto del sistema possiede coefficienti variabili e non è antoaggiunto, si risolve il problema di constatare il valore del carico critico per un procedimento approssimativo mediante un principio variazionale. Si mostrano grafici che rivelano gli effetti dei diversi parametri di smorzamento e rigidezza sul valore del carico critico. I risultati numerici ottenuti qui mostrano che nell'assenza di smorzamento esterno il valore del carico critico diviene arbitrariamente minnto qualora il parametro di smorzamento interim associate con flessione lenda a zero.

     

Modeling of terrain impact caused by tracked vehicles

Analytical models that can predict the terrain impact caused by tracked vehicles on a horizontal plane were developed and tested. The models included a disturbed width model and an impact severity model. Inputs of the terrain impact models included vehicle static properties, vehicle dynamic properties, and terrain properties. The tested vehicles included an M1A1 tank, an M577 Armored Personal Carrier (APC), and an M548 cargo carrier. The models were verified with field tests conducted in Yakima Training Center in Yakima, WA, Fort Riley, KS, and Camp Atterbury, Indiana. The average percentage errors of the disturbed width model for the M1A1, M577, and the M548 were 10.0%, 27.3%, and 8.5%, respectively. The average percentage errors of the impact severity model of the M1A1 and M577 were 25.0% and 21.4%, respectively.     

Sulfur doping of AlN and AlGaN for improved n‐type conductivity

Achieving high levels of n‐type conductivity in AlN and high Al‐content nitride alloys is a long standing problem; significant decreases in conductivity are observed as the Al content is increased, a phenomenon that has been attributed to donors such as oxygen or silicon forming DX centers. We address this problem through a comprehensive first‐principles hybrid density functional study of potential n‐type dopants, identifying S_N and Se_N as two elements which are potential shallow donors because they do not undergo a DX transition. In particular, S_N is highly promising as an n‐type dopant because it also has a low formation energy and hence a high solubility. (© 2015 WILEY‐VCH Verlag GmbH &Co. KGaA, Weinheim)     

Validating a GIS-based multi-criteria method for potential road identification

This paper investigated the validation of a multi-criteria method for identifying potential roads, and demonstrated the capability of analyzing GPS vehicle tracking data for identifying vehicle movement patterns and potential roads. The multi-criteria method was evaluated by comparing the predictions to the site visit results on 34 selected road segments meeting different criteria levels. Results show that locations meeting higher criteria levels have higher possibilities to be roads: an approximately 91% possibility of road existence for the locations meeting all five criteria; 55% for the locations meeting four criteria; and 14% for those meeting criteria level two or three. This approach provides an opportunity for land managers to update existing GIS roads map, or identify newly formed roads that may need either rehabilitation or inclusion into the roads maintenance program.     

Assessing and predicting changes in vegetation cover associated with military land use activities using field monitoring data at Fort Hood, Texas

We assessed short-term impacts of changes in military training load on vegetative cover at Fort Hood, TX. From 1989 to 1995, permanent field transects were monitored for vegetative cover and land use disturbance using standard army monitoring methods [Land Condition Trend Analysis (LCTA)]. Land use intensity (training load) was quantified and used to develop a model to predict future vegetation cover values. We found that standard Army monitoring methods detected changes in installation resources associated with changes in training load. Increased training loads were associated with increased measures of disturbance, decreased ground cover, and decreased aerial vegetative cover. We found that the spatial pattern of disturbance and vegetation cover remained relatively constant over the study period despite large variations in overall training load. Our model used the consistency in spatial cover patterns over time and the strong relationship between training load and vegetation cover to predict the impact of future training loads on vegetation.     

On the applicability of soil water finite difference models to operational trafficability models

Certain current operational trafficability models (e.g. SMSP) use soil moisture models which are empirically based and have a relatively coarse time increment. It is proposed that the inclusion of a soil water finite difference model may more realistically represent the detailed soil water flux changes that occur near the surface, and thus provide an improved forecasting capability. Results are present which show the important role evaporation can play in its effect upon rating cone index values, emphasizing the need need to have a dynamic soil water model in trafficability modelling.     

Experimental study of the Richtmyer-Meshkov instability induced by a Mach 3 shock wave

An experimental investigation of a shock-induced interfacial instability (Richtmyer-Meshkov instability) is undertaken in an effort to study temporal evolution of interfacial perturbations in the late stages of development. The experiments are performed in a vertical shock tube with a square cross-section. A membraneless interface is prepared by retracting a sinusoidally shaped metal plate initially separating carbon dioxide from air, with both gases initially at atmospheric pressure. With carbon dioxide above the plate, the Rayleigh-Taylor instability commences as the plate is retracted and the amplitude of the initial sinusoidal perturbation imposed on the interface begins to grow. The interface is accelerated by a strong shock wave (M = 3.08) while its shape is still sinusoidal and before the Kelvin-Helmholtz instability distorts it into the well known mushroom-like structures; its initial amplitude to wavelength ratio is large enough that the interface evolution enters its nonlinear stage very shortly after shock acceleration. The pre-shock evolution of the interface due to the Rayleigh-Taylor instability and the post-shock evolution of the interface due to the Richtmyer-Meshkov instability are visualized using planar Mie scattering. The pre-shock evolution of the interface is carried out in an independent set of experiments. The initial conditions for the Richtmyer-Meshkov experiment are determined from the pre-shock Rayleigh-Taylor growth. One image of the post-shock interface is obtained per experiment and image sequences, showing the post-shock evolution of the interface, are constructed from several experiments. The growth rate of the perturbation amplitude is measured and compared with two recent analytical models of the Richtmyer-Meshkov instability.PACS: 52.35.Py, 52.35.Tc