Belt Angle Research Articles

An analysis of tire radiation properties using dispersion diagrams

Road traffic noise created by tire/road interaction not only depends on the road surface properties and the tire tread pattern geometry, but also on the tire construction. Besides the footprint shape, the tire construction can also affect the radiation efficiency of the tire modes. Dispersion diagrams represent the circumferential mode number of a mode shape as a function of its natural frequency. Identification of key branches in the dispersion diagram for a tire can help in understanding tire noise radiation under working conditions. After performing a cluster analysis, where all points belonging to the same branch associated with a particular cross sectional mode shape deformation are identified, differences in tire specification are considered, and their respective dispersion diagrams are compared. First results reveal that by changing the tire stiffness (e.g. by increasing belt angle or inflation pressure) the shape and slope of the different branches are changing. Which branches remain unchanged, and which are most sensitive to these changes can reveal how differences in tire structural composition influence the modal wavelength and consequently the radiation efficiency of the different modes.

油莎豆联合收获机用脱粒清选装置设计与试验

In response to the challenges of difficult separation and incomplete cleaning during the mechanized harvesting of Cyperus esculentus L., a combined threshing and cleaning device consisting of a fruit-picking roller, a cleaning belt, and an air-screening system was designed. The structure and working principle of this device were explained, and the main components and operating parameters were determined through theoretical analysis. Using fruit-picking roller speed, cleaning belt angle, and fan speed as evaluation indicators, a three-factor three-level field experiment was conducted based on the Box-Behnken central composite design principle. Regression models between loss rate, impurity rate, and significant factors were established, and the optimal working parameters were determined using regression equations. The results showed that when the fruit-picking roller speed was 543.7 r/min, the cleaning belt angle was 50.3°, and the fan speed was 532.4 r/min, the loss rate of sesame seed harvesting was 2.67%, and the impurity rate was 2.49%. The results of field validation experiments indicated that the average loss rate of the combined threshing and cleaning device under the optimal parameter combination was 2.88%, and the average impurity rate was 2.41%, which were consistent with the optimization results of the regression model and fully met the requirements of mechanized sesame seed harvesting production.

The influence of seated postures and anthropometry on lap belt fit in vehicle occupants: A 3D computed tomography study

Objective In vehicle frontal collisions, it is crucial that the lap belt is designed to engage with the anterior superior iliac spine (ASIS) of occupants for a reliable restraint. This study aims to understand the influence of different seated postures on the geometrical relationship of the seat belt and the pelvis for various occupants using 3D upright and supine computed tomography (CT) systems. Methods The 3D shapes of bones and soft tissues around the pelvis were acquired through a CT scan for 30 participants. They were seated in a rigid seat equipped with a lap belt simulating the front seat of a small car, and wore a lap belt in three seated postures: upright, slouched and reclined. Parameters related to the likelihood of submarining occurrences, such as belt-ASIS overlap (an index for assessing the potential engagement of the lap belt with the ASIS) and the belt-pelvis angle (the difference between the belt angle and the normal direction of the anterior edge of the ilium) were compared. Results It was observed that the pelvis angle tilted rearward as the hip point was positioned forward and seatback angle increased. This can be seen in the slouched and reclined posture. The belt-pelvis angle was comparable between the slouched and the reclined postures, and was closer to zero (indicating that the lap belt path is closer to perpendicular to the anterior edge of the ilium) compared to the upright posture. In contrast, the belt-ASIS overlap increased with an increasing flesh margin of the ASIS and shallower belt angle. This suggests that the belt-pelvis angle is influenced by the seated posture whereas the belt-ASIS overlap is dependent more on an individual’s anthropometry. The plot of belt-pelvis angle and belt-ASIS overlap exhibited significant variability among participants. Conclusions The belt-pelvis angle and the belt-ASIS overlap of individuals will provide valuable information for understanding the current belt-fit location and predicting submarining occurrences for individuals in various postures when designing restraint systems.

Study on the influence of belt angle on tire grounding characteristics under longitudinal slip conditions

Using ABAQUS software as a tool and 225/60R18 tire as the research object, a finite element model of the tire was established and longitudinal slip simulation was conducted based on the completion of longitudinal slip and rubber material tests. By comparing the tire-pavement contact stress under longitudinal slip conditions with different angles of belt layers and the stress on the first belt steel cord, the influence of different angles of belt layers on the grounding characteristics of tires were analyzed. The results showed that under static loading conditions, the trend of tire-pavement contact stress presented a symmetrical “W” shape. Under dynamic longitudinal slip conditions, the tire-pavement contact stress curve was significantly different from the static loading simulation, with significant fluctuation and presented an irregular “W” shape, and asymmetric distortion occurred with the change of slip rate. At higher slip rates (±20%), the higher the asymmetry of the grounding imprint at the 61° and 63° belt layer angles. At the 65° belt layer angle, the ground imprint is more evenly distributed on the tread. The curve of stress variation on the belt steel cord along the path is in an “M” shape, and the stress on the belt steel cord is mainly distributed symmetrically on the tire-pavement contact surface corresponding to the tire shoulder position. The higher the slip rate, the higher the asymmetry of the stress distribution on both sides of the belt steel cord. At 65° and 67° belt angles, the distribution of grounding imprints on the tread are more uniform, and the tread is less prone to deformation, resulting in lower tread wear.

The Effects of Recline Angle and Restraint Geometry on Lap Belt-Pelvis Interaction for Above-Normal BMI Motor Vehicle Occupants.

The interaction of the three-point seat belt with the occupant, particularly the lap belt with the pelvis, is affected by a multitude of intrinsic and extrinsic factors, including the torso recline angle, lap belt angle, and occupant body mass index (BMI). While field data analyses have shown the strong safety benefit for seat belt use regardless of occupant size or crash direction, the term "submarining" historically has been used to describe a scenario in which the lap belt loads the abdominal soft tissue and organs, superior and posterior to the pelvic bone. While contemporary restraint systems work to effectively address the risk of submarining in occupants properly seated and properly belted, scenarios in which the lap belt may not properly engage the load-bearing pelvis remain. These scenarios, including a reclined torso angle or shallow lap belt angle, require further study. In this research study, eight non-injurious seated belt pull tests were conducted on two constrained whole-body cadavers of above-normal BMI (≥ 25kg/m2) with controlled variation of torso and lap belt-pelvis angles. Test factors affecting belt engagement with the pelvis were identified for each subject. Belt engagement was largely affected by the initial placement of the lap belt. The initial belt placement was affected by the torso angle which influenced the distribution of the abdominal soft tissue. The belt disengagement thresholds differed between subjects due to the inter-subject differences in soft tissue distribution, which affected the lap belt kinematics relative to the pelvis. In addition to improving the understanding of this particular submarining mechanism, this study provides a dataset for future validation of human body model soft tissue deformation response from lap belt loading.

Laboratory Machine Verification of Force Transmission Provided by Friction Acting on the Drive Drum of a Conveyor Belt

The paper presents the measured values of tensile forces acting on transmission idlers in the upper and lower run of a conveyor belt placed on a laboratory machine designed at the Department of Machine and Industrial Design, Faculty of Mechanical Engineering, VSB-Technical University of Ostrava. The tensile forces detected by two strain gauge load cells and recorded using DEWESoft software were used to calculate the friction coefficient, which acts on the surface of the driving drum casing and the conveyor belt. The friction coefficient at the slip point, or during the slippage of the conveyor belt on the rubber or steel casing of the driving drum, was determined for two states of the surfaces that are in contact. Experimental measurements on a laboratory machine determined four values of friction coefficients for two types of drum surfaces and for two states of contact surfaces, which were compared with the recommended standard values. The measured values reached higher values in comparison with the values given by the CSN standards. The highest deviation of 273.3% is achieved using a steel wet surface, and the lowest deviation of 106.3% is achieved when using a rubber dry lining for the driving drum casing. On the presented laboratory machine, it is possible to measure tensile forces for different speeds of movement, different belt angles on the driving drum, various types of belt surfaces, different types of drum casing linings, and different sizes of tension forces for the endless loop of the conveyor belt. For these characteristics of the conveyor belt, the magnitude of the friction coefficient acting between the belt and the drum surfaces can be determined.

Measurement of timing belt angle transfer accuracy in angle metrology applications

The use and characteristics of timing belts are well-known for power transmission, but data regarding their suitability for use in dimensional metrology is far less available. In specific applications, e.g., when comparative measurements are wanted, a mechanical system capable of accurate angle transmission is needed. While belt drives offer excellent flexibility and low cost, their absolute accuracy of angle transfer is not widely researched which makes them difficult to use in precision engineering applications. To improve this lack of information, a comparative measurement system with integrated belt transmission was designed and built. The system comprises of two rotary axes, belt tensioning force adjustment mechanism and force measurement stage. Using this system, a standard timing belt was characterized with respect to the angle transfer error, and the relationship between angle transfer error and belt tensioning force was determined. These measurements provide a detailed insight into the key metrological characteristics of a belt drive system.

Analysis of the lack of restraint with and without belt pretensioning in 40.2 km/h rear impacts

Objective In rear impacts, the seat and seatbelt are intended to provide occupant restraint and maintain the occupant on the seat with favorable kinematics and low biomechanical responses. This study analyzes the lack of restraint provided by lap-shoulder belts in rear impacts with and without pretensioning and offers thoughts on ways to provide early restraint by seatbelts. Methods Rear sled tests were conducted at 40.2 km/h (25 mph) delta V with a lap-shoulder belted, instrumented 50th Hybrid III. The dummy instrumentation included head, chest and pelvis triaxial acceleration and upper and lower neck triaxial loads and moments. Lap and shoulder belt loads were measured. High-speed video recorded different views of the occupant kinematics. In the first series, two sled tests were conducted with a Ford F-150 driver seat. One test was with the standard lap-shoulder belts only and a second with buckle pretensioner activation. In the second series, three matched tests were conducted with a Ford Escape driver seat. One test was with the lap-shoulder belts only, a second with retractor and anchor pretensioning and a third with only retractor pretensioning. The analysis included occupant kinematics, lap-belt movement and estimation of the load on the occupant’s torso. The load was the sum of force on the upper and lower torso. The upper torso mass was 30.8 kg (67.8 lb) based on GEBOD data for the 50th Hybrid III. It was multiplied by the resultant chest acceleration to calculate the upper torso force. The lower-torso mass was 30.9 kg (68.0 lb). It was multiplied by the resultant pelvic acceleration to calculate the lower torso force. The total load on the seatback was the sum of the upper and lower torso force. The change in angle (θ) of the lap belt was determined by video analysis. The angle θ was from the horizontal up to a line through the lap-belt webbing. Ways to provide early lap-belt restraint were considered. Results The rear sled testing at 40.2 km/h (25 mph) showed that the seatbelt provided essentially no restraint of the rearward movement of the occupant. The seat provided essentially all of the rearward restraint with and without pretensioning. There was minimal lap belt load in the series with the dual recliner Escape seat, except for a spike caused by pretensioning. There was more seat deformation in the tests with the single-side recliner F-150 seat. There were higher belt loads. The lap belt limited the lifting of the hips and thighs with essentially no rearward restraint of the occupant. Tension in the lap belt did not relate to restraint of rearward movement of the occupant. Seatbelts provided forward restraint of the occupant during rebound with the belts providing noticeable deceleration of the chest and pelvis. Concepts were considered to provide early lap-belt restraint. One involved a rear pretensioner that dynamically moves the lap-belt anchor forward and upward while tightening the belts in a rear impact. This provides a lap-belt angle greater than θ = 90 deg before occupant movement. With this geometry, the lap belt restrains rearward movement of the occupant and pulls the hip down early in a rear impact. Conclusion Seatbelts and pretensioners were designed for occupant restraint in frontal crashes, so it is not a surprise they do not provide much restraint of an occupant in rear impacts up to 40.2 km/h (25 mph). The lack of early lap-belt restraint is due to the unfavorable belt angle from the anchors over the hip. A concept is discussed that dynamically moves the anchors in rear impacts to provide early belt restraint.

A radiographic and physical analysis of factors affecting seat belt position in sitting car seat

The characteristic subcutaneous hemorrhage along the seat belt in motor vehicle accidents is called the seat belt sign (SBS). The risk of organ injuries is especially high when abdominal SBS is located above the anterior superior iliac spine (ASIS). The purpose of this study analyzed the physical and radiographic factors of healthy volunteers sit on car seat that affect initial position of abdominal seat belt, namely “lap belt”, related to the seat belt injury. This study was examined prospectively relation between physical characteristics of one hundred healthy volunteers and lap belt position sitting the car seat. Physical findings were clarified age, sex, height, body mass index (BMI), and waist circumference. Radiographical findings were measured lumber lordosis (LL), sacral slope (SS), and initial lap belt position by marking with lead tape for the center and ASIS of the lap belt installed on the driver’s car seat. In the lateral X-ray image, we measured the horizontal distance (X-value) and vertical distance (Z-value) from the ASIS to the central marker. The lap belt angle was determined to measure the angle between the horizontal line and the straight line connecting the upper edges of the markers. Statistical analysis of the relationships between physical characteristics and radiological findings was performed. X-value and Z-value were positively correlated with body weight, BMI, and waist circumference, while the lap belt angle was negatively correlated with body weight, BMI, and waist circumference. The relationship between physical characteristics and the initial position of seat belt was analyzed. Since the lap belt is positioned higher than the ASIS in occupants with a high BMI, it is likely to cause seat belt injury. This analysis can help to develop safer seat belts and to enlighten car occupants.

A numerical study on the safety belt-to-pelvis interaction.

The slide of the lap belt over the iliac crest of the pelvis during vehicle frontal crashes can substantially increase the risk of some occupant injuries. A multitude of factors, related to occupants or the design of belt, are associated with this phenomenon. This study investigates safety belt‐to‐pelvis interaction and identifies the most influential parameters. It also explores how initial lap belt position influences the interaction between lap belt and pelvis. A finite element model of the interaction between lap belt with pelvis through a soft tissue part was created. Belt angle, belt force, belt loading rate and belt‐to‐body friction as belt design parameters, and pelvis angle, constitute parameters of soft tissue, and soft tissue‐to‐pelvis friction as occupant parameters were inspected. For the soft tissue part, subcutaneous adipose tissue with different thicknesses was created and the effect initial lap belt position may have on lap belt‐to‐pelvis interaction was investigated. The influential parameters have been identified as: the belt angle and belt force as belt design parameters and the pelvis angle and compressibility of soft tissue as occupant parameters. The risk for the slide of lap belt over the iliac crest of the pelvis was predicted higher as the initial lap belt positions goes superior to the pelvis. Of different submarining parameters, the lap belt angle represents the most influential one. The lap belt‐to‐pelvis interaction is influenced by the thickness of subcutaneous adipose tissue between lap belt and pelvis indicating a higher risk for obese occupants.

ОПРЕДЕЛЕНИЕ РАБОЧИХ ПАРАМЕТРОВ ЛЕНТОЧНОГО ДРАЖИРАТОРА

Conventional methods of seed pelleting involve using pelletizers with a drum-type working unit. In these devices, pelleting is carried out in a cyclic mode, which makes operational restrictions and complicates the use of pelletizers in the technological line of complex pre-sowing seed treatment. The authors evaluate the effectiveness of belt-type pelleting machines ensuring the continuity of pelleting and significantly increasing the performance. The paper provides some basic requirements to continuous seed pelletizing. The conditions are determined to describe the pellets rolling down the inclined surface of the moving conveyor belt. Consequently, the analytical relationship is established between the inclination angle of the pelletizer belt and the friction coefficient, the pellet diameter and speed of their forward movement along the conveyor belt. The main operating parameters of the belt pelletizer are determined – length, speed, and the inclination angle of the conveyor belt. The obtained mathematical expressions are universal, since they allow analyzing the working parameters of the pelletizers when processing crop seeds with different initial size, weight, and tribotechnical properties. When studying the movement of the coated seeds along the moving belt of the inclined conveyor, the friction force acting on them, the reaction force of the support, the authors took into account the rolling force and the gravity force. Based on the analogy of the translational movement of seeds along an inclined plane to their movement along the inner surface of the drum of an infinitely large radius, the authors established the numerical values of the parameters of continuous pelleting. The paper finishes with a conclusion about possible reducing the dimensions of the belt-type pelletizer. The estimated length of the working area of the conveyor belt is suggested to be the sum of the lengths of several belts inclined to the ground in different planes.

Study on the influence of different tire cord structures on tire grounding characteristics

The influence of different tire skeleton structural parameters on tire grounding characteristics was investigated. Using a 225/60R18 100H radial tire as the research object, the experiment and simulation were carried out by changing the diameter of the belt steel wire, the angle of the belt layer, and the number of carcass plies. Using the model parameters obtained from the rubber physical test, the finite element model of the tire was created in Abaqus for static loading simulations, the relevant data such as tire pattern impression and sinkage were analyzed, and the validity of the model was investigated. The influence of skeleton material on tire structure was deduced by determining the amount of stored strain energy of tire. The results showed that the belt angle in the grounding area had the greatest influence on the belt stress and presented a second-order change. However, the number of carcass cord layers and the diameter of the belt steel wire had little effect on the corresponding skeleton stress. The number of carcass layers had the greatest influence on the stored strain energy of the tires. The diameter of the bundled steel wire and the angle of the bundle had little influence.

Parametric Optimization of Belt Conveyors by Energy Efficiency Criterion

Purpose. The purpose of this work is to substantiate the optimal values of the belt conveyor parameters, at which the specific energy consumption for the cargo transportation takes on the lowest value. Methodology. The substantiation of the optimal values of the belt conveyor parameters was carried out by minimizing the function of specific energy consumption, which represents the energy consumption for the transportation of a cargo weighing 1 kg at a distance of 1 m. In the course of research, the drive force was determined using the contour bypass meth-od. In this case, the specific loads from the transported cargo, belt and roller supports were presented as functions of the belt width. To establish the optimal values of the conveyor productivity and belt speed, the belt width was presented as a function of these values, taking into account the physical and mechanical properties of the transported cargo, the design features of the roller supports and the belt angle. Findings. I obtained the dependences of specific energy consumption on the design parameters of the conveyor. Their analysis made it possible to identify the opti-mal values of the belt width, conveyor productivity, belt speed, and the optimal ratio of the last two values for dif-ferent types of transported cargo. It is noted that the results obtained can be supplemented by carrying out calcula-tions according to the formula given in this work. It has been established that the optimal value of the belt width depends only on the belt angle and on the coefficients that determine the energy losses, in particular the movement resistance coefficient of the belt; the influence of the specified coefficient increases with an increase in the belt angle. In addition, the optimal value of the belt width does not depend on the conveyor length, its productivity and belt speed. Originality. The dependences of the specific energy consumption on the design parameters of the belt conveyor were obtained, which made it possible to establish the optimal values of the belt width and the ratio of the conveyor productivity to the belt speed. Practical value. The results of this work can be used in the design of energy-efficient belt conveyors, which are characterized by the lowest specific energy consumption for cargo transportation.

In-Plane Bending and Shear Deformation of Belt Contributions on Tire Cornering Stiffness Characteristics

ABSTRACT In radial tires, belt structure plays a role of minimizing the lateral deflection of carcass, which has a significant influence on the cornering and wear properties of a tire. The deflection of carcass affects the magnitude of tread block deformation when the tire is under the slip angle. As a result, it can change the cornering stiffness characteristics of the tire, especially when the vertical load is high. During tire development, a tire design engineer tries to find the optimal belt ply angle that satisfies the various performance requirements simultaneously, but it is not an easy task because the effect of belt angle change is different depending on the size of the tire. There have been many attempts to construct a mathematical model that represents the structural properties of the belt package, including the string-based model and the beam on elastic foundation model. But, in many cases, only the in-plane bending of belt is considered and the shear deformation is not taken into consideration. In this study, the effect of belt angle change on belt stiffness is analyzed using a mathematical model based on the Timoshenko beam theory. This model can account for the in-plane bending and shear deformation of the belt structure at the same time. The results of the analysis show how the contribution of bending and shear is changed depending on a tire design parameter, herein the belt cord angle. The effect of belt ply angle change on cornering stiffness is investigated by means of the brush model including belt flexibility. The prediction by the brush model is compared with the measurement using a Flat-trac machine, and the validity of the model is discussed.

Investigation of risk factors affecting injuries in reclining seat under frontal impact

In autonomous vehicles, passengers often recline their seatbacks for a more comfortable posture. Such a reclined posture greatly increases risk of submarining and other injury concerns due to the unfavourable geometrical configuration of occupant, seat and seatbelt. In this paper, numerous simulations with a modified computational dummy model are proposed to analyse effects of various occupant restraint systems in frontal impact, including seatbelt, pretensioner, load limiter, locking tongue, airbag, knee bolster and so on. After the sensitivity analyses, four concepts for designing anti-submarining countermeasures are proposed: (1) increase the lap belt-to-pelvis friction coefficient; (2) reduce the shoulder belt force along with the use of the locking tongue; (3) increase the lap belt angle; (4) reduce the H point forward and downward displacement. Sled tests with anti-submarining countermeasures were conducted to verify the effectiveness of the anti-submarining concepts for reclining seats. Four anti-submarining countermeasures are suggested to prevent the submarining with no other auxiliary hurts: load limiter plus locking tongue, anchor pretensioners plus anti-submarining bar, seat cushion airbag, and retractor plus buckle pretensioner. This paper could give better understanding of submarining mechanism and eligible vehicle design.

Frontal crash seat belt restraint effectiveness and comfort accessories used by older occupants

Objective: Around a quarter of older occupants use some type of comfort or orthopedic aftermarket accessory on the vehicle seat while traveling in a vehicle. The aim of this study was to investigate the effect of comfort accessories on the performance of the seat belt restraint system in a frontal crash in terms of potential injury implications for older occupants.Methods: Eight frontal sled tests (43 km/h, 32 g) were carried out on a deceleration sled fitted with a three-point lap-sash seat belt and a front passenger seat from a common Australian passenger car for each test. A 5th percentile Hybrid III anthropometric test device (ATD) was positioned in the seat and measurements were recorded for head center of gravity acceleration, chest acceleration, neck forces and moments and sternal deflection. Tests were carried out in a baseline condition and with seven comfort accessories. Each comfort accessory was inserted between the ATD and vehicle seat as it is intended to be used, with the ATD otherwise positioned as close as possible to the baseline test position.Results: Initial distance between the seat belt anchor and ATD hip was associated with a statistically significant decrease in Head Injury Criterion and increase in sternal deflection. Submarining was related to the ATD torso recline angle and angle of the lap belt from the seat belt anchor.Conclusions: Accessories placed between the seat back and the lumbar region of an occupant have the potential to increase the risk of submarining due to a change in posture and should be avoided if such a change in posture when seated with an accessory is excessive. Sitting on seat cushions resulted in the greatest increase in seat belt anchor to hip distances and hence largest increase in sternal deflection. Given the fragility, frailty and particular importance of chest injuries among older vehicle occupants, further investigation is needed to determine whether these changes in ATD sternal deflection observed with seat cushion use results in injury threshold limits being exceeded and whether pretensioners and load limiters would ameliorate these effects without causing other negative changes in occupant response or kinematics.

Development of Tractor Front Mounted Mower for Harvest Wheat Crop

The main objective of this research was to fabricate and evaluate a new design of tractor front mounted mower to improve its performance, reduce harvesting costs (operation cost and losses cost) and to minimize energy consumption. The machine was locally fabricated to suit the small and medium Egyptian farmers, the performance of the developed machine was evaluated under four different tractor forward speeds (2.5, 3.5, 4.5 and 5.5 km/h) and four different conveyor belt speeds (1, 1.2, 1.4 and 1.6 m/sec) at 45o of conveyor belt angle with horizontal level and constant speed of the P.T.O at 540 rpm. The traditional mower was evaluated to compare its performance with the developed mower at the same previous four forward speeds, also the same conveyor belt speeds with conveyor chain in the other front mower and used tilting angle of 90o with vertical level. The maximum effective field capacity was 1.34 fed/h, the minimum total grain losses, operating cost and specific energy consumed were 0.8%, 61.5 L.E/fed and 9.5 kW.h/fed compared to 1.04 fed/h, 1.5%, 80 L.E/fed and 13 kW.h/fed for traditional machine at the optimum operating parameters of 4.5 km/h forward speed, conveyor belt, chain speed 1.6 m/s and conveyor belt, chain angle 45, 90o respectively. The cutting efficiencies for the developed and traditional machine were acceptable.

The efficiency upgrading of the high angle belt bulk conveyor

The high angle belt conveyor with the cross ridge partitions is proposed in the article which allows to increase significantly not only its belt angle but also the transported weight cargo at the expense of the more effective flling and resistance to the force of gravity. The methodology of the high angle belt conveyor calculation is fnalized with regard to the defning of the forces and strains which influence the pressing lever. The graphical and mathematical models are proposed to depict the force interaction between the substructure elements and the transported weight load. The equation was derived for the maximum bending moment due to the conveyor structural features which now allows to calculate both the geometrical parameters of the press lever and the necessary compressed spring force. Taking into account the friction coefcient, the force of gravity and the additional force which is transmitted on both the diaphragm and the conveying belt the optimal range of the conveyor's belt angle was defned which provides the material consumption reduction at the designed productivity comparing with the conventional conveyors.Ill.4. Ref. 8.

EVALUATION OF NASOLABIAL ANGLE IN SOUTHERN PUNJAB AND ITS RELATION TO FACIAL AND NASAL MOLDING

Head and facial molding has been carried out as a cultural practice in southern Punjab to enhance facial features. This molding can affect the nasolabial angle which is an important parameter for diagnosis and treatment planning of orthodontic patients. The purpose of our study is to evaluate the nasolabial angle of southern Punjab belt. Nasolabial angle was evaluated from the cephalometric radiographs of 60 patients. Mean and standard deviation were calculated and had the following results, (104.27±10.84 in males and 100.30±12.19 in females). Our value is in accordance with other Asian countries where facial and nasal molding is practiced.

Research and development of Camellia oleifera fruit sheller and sorting machine

Camellia oleifera fruit sheller in this paper was designed by the principle of kneading and extruding. This machine adopted the rolling classification sieve to screen camellia oleifera fruit with different sizes into the husking device, and camellia oleifera fruit was shelled in the mutually co-operative action of transport belt and flexible rubbing washboard. After research, in the condition that the moisture content of camellia oleifera fruit was below 55%, the vibration of the motor frequency was 50 Hz and the horizontal angle of sorting belt was 50 degrees∼55 degrees, the processing capacity was more than 900 kg/h, the threshing ratio was more than 97%, the seed broken ratio was less than 5%, the loss ratio was less than 1%. The machine is of great value in actual production, and should be widely spread and applied.