Rigidity Of Frame Research Articles

Acoustic Transmission Loss of a Cylindrical Silencer Filled with Multilayer Poroelastic Materials Based on Mode-Matching Method

The efficacy of silencers in reducing piping noise is contingent upon the specific installation and operating environment. Among the various forms of silencers, the acoustic characteristics of dissipative silencers with sound-absorbing materials attached internally exist in an area that is difficult to explain by existing theories. This is dependent upon the specific type and placement of the attached sound-absorbing materials. This paper presents a methodology for calculating the acoustic transmission loss (TL) of a cylindrical silencer filled with a multilayer poroelastic material, employing the mode-matching method. To describe the numerical process of treating waves propagating within a poroelastic material and determine the modes in accordance with the boundary conditions necessary for analyzing the acoustic performance of the silencer, the Biot model and the Johnson–Champoux–Allard–Lafarge model were employed. The obtained modes were utilized to calculate the acoustic TL of silencers filled with single, double, and triple layers of poroelastic materials. In particular, the results obtained for the single layer were validated by comparing them with the results of a finite element analysis, and the results obtained for multiple layers with the same material were validated by comparing them with the equivalent single-layer results. Moreover, the results of the numerical calculations of the acoustic TLs of the silencer for three distinct types of poroelastic materials, including those with varying degrees of frame rigidity or softness, were compared, and the acoustic characteristics were analyzed in relation to the intrinsic properties of the materials and their arrangement. It is anticipated that the methodology presented in this paper will facilitate the design of silencers using poroelastic materials in accordance with the specific requirements of users or designers by allowing for a comprehensive consideration of the thickness of layers and the arrangement of materials.

Finite element analysis-based blast and seismic performance evaluation for RC frame with retrofitted ENTA damper systems

Blast loading and seismic excitations are widely recognized as the most detrimental occurrences that a building structure may encounter throughout its lifespan. Therefore, this study investigated the retrofitting capacity of external devices (ENTA damper systems) for reinforced concrete (RC) frames in term of enhancing their resistance under the combined effects of blast and seismic loads. This study presents the establishment of finite element (FE) models for retrofitted RC frames with ENTA damper systems through the utilization of the dynamic analysis software LS-DYNA. The investigation involved the validation for blast performance of RC column in order to identify the most effective method for modeling blasts. Additionally, the study aimed to validate the performance of RC frame models through effects of ENTA damper systems under seismic loading. Subsequently, a performance evaluation of RC frame structures was carried out to examine the impact of the ENTA damper systems when subjected to blast loading. The findings of the study indicate that the use of external ENTA damper systems effectively enhanced the rigidity and structural integrity of RC frames, while maintaining their ability to resist deformation. Finally, the damage assessment of blast and seismic performance is investigated based on various parameters such as ductility, drift and energy-based damage limits.

Integrating biomechanics with stakeholder perspectives to inform safety in grassroots dirt track racing

Grassroots dirt track racing is a foundational part of motorsports with a high risk of severe injury. This study aimed to gather perspectives and experiences of motorsports drivers surrounding safety and head acceleration events experienced during grassroots dirt track racing to inform strategies to improve driver safety. Thirteen drivers (n=9 who primarily race on dirt tracks; n=4 who primarily race on pavement tracks) with prior dirt track racing experience participated in separate, group-specific focus groups and/or one-on-one interviews where video, simulations of head motion, and head acceleration data were shared. Peak kinematics of laps and crash contact scenarios were recorded, and head perturbations (i.e., deviations in head motion relative to its moving-average trajectory) were quantified for each lap and presented through guided discussion. Responses were summarized using Rapid Assessment Process. Audio recordings and field notes were collected from focus groups and interviews and analyzed across 25 domains. Drivers described dirt track racing as short, fast bursts of racing. Benefits of dirt track racing for driver development were described, including learning car control. Drivers acknowledged risks of racing and expressed confidence in safety equipment but identified areas for improvement. Drivers observed lateral bouncing of the head in video and simulations but recognized that such motions were not noticed while racing. Track conditions and track type were identified as factors influencing head perturbations. Mean PLA (5.5 g) and PRV (3.07 rad/s) of perturbations experienced during racing laps and perturbation frequencies of 5 and 7 perturbations per second were reported. Generally, drivers accurately estimated the head acceleration magnitudes but were surprised by the frequency and maximum magnitude of perturbations. Maximum perturbation magnitudes (26.8 g and 19.0 rad/s) were attributed to hitting a “rut” in the dirt. Drivers described sudden stops, vertical loads due to landing from a large height, and impacts to the vehicle frame as crash events they physically feel the most. Summary statistics for crashes (medians = 7.30 g, 6.94 rad/s) were reported. Typical impact magnitudes measured in other sports (e.g., football) were provided for context. Upon reviewing the biomechanics, drivers were surprised that crash accelerations were relatively low compared to other contact/collision sports. Pavement drivers noted limited safety features in dirt track racing compared to pavement, including rigidity of vehicle frames, seat structure, seatbelt integration, and lack of oversight from sanctioning bodies. Most drivers felt seat inserts and head and neck restraints are important for injury prevention; however, usage of seat inserts and preferred head and neck restraint system differed among drivers. Drivers described their perspectives and experiences related to safety and identified strategies to improve safety in grassroots dirt track racing. Drivers expressed support for future safety research.

ASSESSMENT OF THE TECHNICAL CONDITION OF THE BUILDING USING MODERN GEODESIC INSTRUMENTS

The article is devoted to the topic of a comprehensive survey of engineering structures that are in operation. It has been established that with the help of visual assessment it is impossible to give a reliable assessment of the current state of the structure. Modern geodetic instruments significantly expand the capabilities of engineers for technical control, therefore, in the article, special attention is paid to this type of work. The survey is carried out on the example of a building that was erected according to a block space-planning scheme. The planning scheme is based on separate blocks of different heights and sizes. This is the reason for considering the sequence of performing the survey on this type of object. In the course of the survey, work was carried out on a visual assessment of building structures and their joints between each other, deviations from design solutions and design standards were established, an analysis of the spatial position of structures and deviations from the project and standard indicators was carried out. To clarify the structures of the foundations and establish their compliance with the design data, pits were made in places regulated by the terms of reference. The pits were carried out in a combined way to the depth of laying the foundations. According to the results of laser scanning, the spatial position of the structures on the executive diagrams was recorded. Scanning was carried out in three blocks. To assess deviations from the boundary normative indicators, an analysis of the results of scanning the planned position of the building's supporting structures was performed. Based on the results of the tacheometric survey, design solutions were established that do not meet the requirements of the current regulatory documents in terms of proper fastening of structures to each other and disregard for the conditions for ensuring the rigidity of structures, which can lead to a decrease in the overall rigidity of the frame and cause excessive deformations. Deviations were also established that are a multiple of the limiting parameters normalized by the regulations, reduce the overall stability and rigidity of the building frame, contribute to the appearance of additional, unforeseen design loads on structures, increase the risk of structural failure and negatively affect the overall level of reliability. Based on the results of the research, it was concluded that the use of modern electronic geodetic instruments can significantly expand the capabilities of engineers for technical control. Keywords: geodetic devices, engineering construction, measurement, design solutions, reliability, operational condition, visual assessment, deformations.

A review study on the improvement of stator frame design and prediction of electromagnetic vibration of hydro generators

The vibration is the predominant factor in reducing life expectancy, and decreasing the performance of the hydro generator. The study provides a systematic approach to help most researchers understand the current work in progress and plan additional research. This study mainly considered the publications done in past decades about stator frame vibration. The causes of electromagnetic vibration are studied based on electromagnetic and mechanical factors. Rotor roundness and various types of eccentricity, including airgap, are presented and reviewed. This review contributes to calculating the eigenmodes and eigenfrequencies in different operating modes by analytical and numerical methods; damage detection and diagnosis of the fault current by a vibration condition monitoring software; design and development of stator frame design to control the torsional eigenfrequency and vibration, which leads to waviness and skewness. The specific subdomain methods used for analysis, Finite element analysis, Lagrange’s equations, magnetic equivalent circuit, Maxwell electromagnetic method, and conformal mapping method are mentioned in detail. The effects of electromagnetic flux, magnetic overload, rotor–stator air gap, and load are discussed. The electromagnetic vibration characteristics are illustrated. The review is summarized at the end based on theoretical and experimental data about the research work and study trends. According to the comprehensive study based on various research papers and the site report, the stator frame rigidity degrades with increased electromagnetic and thermal force. There is a huge scope of research work for improvement in the stator frame design additionally eliminating unbalanced magnetic forces further reduces the vibration.

Design, Synthesis, and Manufacturing of a Competitive Lightweight, Space-Frame, Open Wheeled, Single Seated All-Terrain Vehicle

The process of designing a vehicle isn’t a simple task. The procedures of designing a safe, reliable, high performance, lightweight, space-frame, and single seated All - terrain vehicle (ATV) through applying the necessary scientific tools, engineering knowledge, and skills are highlighted in this work. An ATV was designed according to specific rules predefined by the Society of Automotive Engineering (SAE) board to ensure a high level of safety during the execution of different steps. The project was created with the idea that the best way to learn engineering is by doing engineering, where the vehicle described in this project is the result of the integration of several junior and senior engineering design projects. An innovative steering system design is introduced, including mathematical optimization of an inverted Ackerman steering system linkages. Experimental testing of suspension system components took place, and for improving ride comfort, anti-dive and anti-squat mechanisms were implemented. The vehicle was designed mainly for endurance purposes, so more attention was drawn to components’ durability and frame rigidity to sustain the severe conditions of stress arising from typical off-road driving obstacles (sand, mud, gravel, stone, dirt,...etc.), in addition to driver comfortability to secure sustainable driving as much as possible on rough terrains.

Quelle est la configuration optimale pour la stabilité et la qualité de l’imagerie par résonance magnétique de la fixation externe temporaire des fractures du plateau tibial ?

IntroductionTemporary external fixation has been widely utilized in the stabilization of plateau fractures while waiting for an optimization of the soft tissue conditions before subsequent permanent internal fixation. Simultaneously, MRI is beneficial in the assessment of concomitant damage to ligaments and menisci so that these injuries could be promptly identified, and surgical planning executed at the time of definitive fixation of the bony injury. Increasing numbers of sidebars and pins have been previously suggested to increase frame rigidity but, at the same time, several studies have indicated the presence of MRI artifacts which may obscure key anatomical structures, even when MRI-compatible fixation devices are used. This study aims to identify, among six potential configurations, the construct that maximizes stability while most minimizing the number of MRI artifacts generated among different configurations commonly used. HypothesisThere is one or more configurations among the others that maximize stability while preserving a clinically acceptable level of MRI quality. Material and methodsSix constructs were recreated on cadaveric specimens and identified by the disposition of the bars: H, anterior, flash, hashtag, rhomboid, and diamond. Stage one evaluated the amount of artifact produced during MRI on instrumented cadaveric legs, as well as the signal-to-noise ratio (SNR) and the contrast-to-noise ratio (CNR) at five specific regions of interest. Stage two assessed the amount of compressional and torsional stiffness of the configurations on bone surrogate models. ResultsImage artifacts were not detected within the knee joint for all considered constructs. In terms of SNR The H, anterior, hashtag, and diamond configurations were not significantly different from their control (p>0.366) while the others were significantly different (p<0.03). The values of CNR found for the H and hashtag configurations were not significantly different from their controls (p>0.07) while the remaining configurations were significantly different (p<0.03). In compression, the H and diamond configurations had similar stiffness (p=0.468) of 35.78N/mm and 31.44N/mm, respectively, and were stiffer than the other configurations. In torsion, the constructs have shown different stiffness (p<0.001) with a minimum value of 0.66Nm/deg for the rhomboid configuration, which was significantly less stiff than the anterior configuration (1.20Nm/deg (p<0.001)). There was no difference between the diamond and H configurations (p=0.177) or between them and the hashtag configuration (p=0.215). DiscussionAn external fixator construct directly bridging the femur and tibia without interconnections is the most stable and produces MRI scans without image artifacts that would interfere with diagnostic quality. Level of evidenceV, basic science study, diagnostic imaging and mechanical testing.

Multi-strut macro-model for masonry infilled frames with openings

This study aims to propose a multi-strut macro-model, capable of simulating the overall force-displacement behaviour of infilled frames with various opening configurations. For this purpose, the results of finite element modelling calibrated against several experimental data are employed to determine the characteristics of a multiple-strut model for such infilled frames. The results indicate that the size of the opening along with its position, compared to the size of the infill wall, can significantly affect both the inclination and also the effective width of the struts and therefore, the overall behaviour of infilled frames with opening. The proposed model is evaluated parametrically against FEM numerical results, with varying characteristics such as opening size and position, opening height-to-length ratio, height-to-length ratio of the infilled frame and relative rigidity of frame to the infill wall. The comparison of the derived results with the analytical and experimental findings demonstrates the ability of the model to approximate the lateral response of infilled frames with openings in a reliable and robust manner. A simple reduction factor for the ultimate strength of the perforated infilled frames is proposed based on opening size relative to infill wall size as well as relative stiffness of the frame and infill wall.

Optimal configuration for stability and magnetic resonance imaging quality in temporary external fixation of tibial plateau fractures

IntroductionTemporary external fixation has been widely utilized in the stabilization of plateau fractures while waiting for an optimization of the soft tissue conditions before subsequent permanent internal fixation. Simultaneously, MRI is beneficial in the assessment of concomitant damage to ligaments and menisci so that these injuries could be promptly identified, and surgical planning executed at the time of definitive fixation of the bony injury. Increasing numbers of side-bars and pins have been previously suggested to increase frame rigidity, but at the same time, several studies have indicated the presence of MRI artifacts which may obscure key anatomical structures, even when MRI-compatible fixation devices are used. This study aims to identify, among six potential configurations, the construct that maximizes stability while most minimizing the number of MRI artifacts generated among different configurations commonly used. HypothesisThere is one or more configurations among the others that maximize stability while preserving a clinically acceptable level of MRI quality. Material and methodsSix constructs were recreated on cadaveric specimens and identified by the disposition of the bars: H, Anterior, Flash, Hashtag, Rhomboid, and Diamond. Stage one evaluated the amount of artifact produced during MRI on instrumented cadaveric legs, as well as the signal-to-noise ratio (SNR) and the contrast-to-noise ratio (CNR) at five specific regions of interest. Stage two assessed the amount of compressional and torsional stiffness of the configurations on bone surrogate models. ResultsImage artifacts were not detected within the knee joint for all considered constructs. In terms of SNR The H, Anterior, Hashtag, and Diamond configurations were not significantly different from their control (p>0.366) while the others were significantly different (p<0.03). The values of CNR found for the H and Hashtag configurations were not significantly different from their controls (p>0.07) while the remaining configurations were significantly different (p<0.03). In compression, the H and Diamond configurations had similar stiffness (p=0.468) of 35.78N/mm and 31.44N/mm, respectively, and were stiffer than the other configurations. In torsion, the constructs have shown different stiffness (p<0.001) with a minimum value of 0.66 Nm/deg for the Rhomboid configuration, which was significantly less stiff than the Anterior configuration (1.20 Nm/deg [p<0.001]). There was no difference between the Diamond and H configurations (p=0.177) or between them and the Hashtag configuration (p=0.215). DiscussionAn external fixator construct directly bridging the femur and tibia without interconnections is the most stable and produces MRI scans without image artifacts that would interfere with diagnostic quality. Level of evidenceV, basic science study, diagnostic imaging and mechanical testing.

Combination forming rolling of metal aluminum at room temperature

The elastic deformation of rollers makes it difficult to prepare ultra-thin metal strips by using conventional methods, and various methods have been used to obtain thinner rolled pieces, such as reducing the roll diameter, increasing the number of support rollers, and increasing the rigidity of rollers and frames; however, these methods complicate the preparation of ultra-thin strips. In this study, we adopt a new method of combination forming rolling, in which three kinds of technological measures, namely, the compression effect of ordinary rolling, shear effect of asymmetrical rolling, and drawing effect of a large tensile force, are jointly applied to the rolling deformation zone to generate a stress state that easily satisfies the yield condition so as to maintain the sustainability of pressed deformation. In order to verify the feasibility of this method, an annealed industrial pure aluminum plate was subjected to combination forming rolling at room temperature. The experimental results showed that in the absence of intermediate annealing, the 1100 aluminum plate with an initial thickness of 6.5 mm was rolled into an ultra-thin strip with a thickness of 17 μm, having a smooth surface, good shape, and no edge cracks. With combination forming rolling, the plate showed an extension of as high as 38235% and a true strain of 5.95, fully reflecting the super deformability of the combination forming rolling method. During the occurrence of severe plastic deformation, the microstructure inside the ultra-thin metal Al strip also underwent evolution—from the original coarse equiaxed crystals to flat lath crystals and sub-microcrystals and ultimately to nanocrystals. The combination forming rolling method, which involves a large strain, extreme extensibility and nano-crystallization, is expected to become an important new means suitable for severe plastic deformation.

Limits of applicability of the standard method for estimating the torsional rigidity of spatial frames of buggy vehicle

The article provides an assessment of the limits of applicability of the standard methodology for estimating the torsional rigidity of spatial rod-bearing systems of automobiles. Torsional stiffness, as shown by numerous studies and practices, is one of the most important indicators of the carrying capacity of vehicle bodies (frames) of all types of vehicles - including such highly specialized ones as buggy. The authors show on the example of the bearing structure of an off-road vehicle of the “buggy” class that the general application approach to the assessment of the torsional rigidity of the bearing systems using torsion deflection stumbles upon limitations when it comes to spatial frames of complex construction. These restrictions are dictated by the difference in stiffness between design zones (zones should be understood as the floor area, the waist area and the roof area), which is reflected in the significantly different distribution of displacements in them. As a result, it becomes impossible to unequivocally give an opinion on the torsional rigidity of the frame using torsion deflection, since it is impossible to select a reference point in any of the zones (or the entire zone) to adequately describe the torsional rigidity of the whole structure (or a separate substructure). In this regard, the authors proposed the limits of applicability of the traditional method for estimating the torsional stiffness of a spatial core structure, and also proposed a method for overcoming these difficulties encountered when trying to assess the torsional stiffness of the supporting structure. The object of the research is a typical spatial frame of an all-terrain automobile of the D2 class buggy.

Failure predictions in warm forming of 7075-T6 aluminum structural parts

Today’s automotive industry is increasingly adopting aluminum alloys. The main benefit of aluminum is a higher ratio of strength density compared to common steel alloys. Replacing steel with aluminum can give a weight reduction without loss of frame rigidity or crash safety. However, stamping aluminum is more difficult than steel because of its limited formability and the lack of experience with aluminum alloys for design and manufacturing requirements. Warm forming aluminum can help improve formability. Finite element analysis is a useful tool for predicting stamping failures. With accurate predictions stamping countermeasures can be made before tooling is cut and production has begun. Simulation was used to predict splits in a sidebar part formed at room and elevated temperatures. Forming limit curves were developed and used to test the formability using forming limit diagrams. Both forming limit diagrams and thinning were insufficient to predict the splits seen in the parts. This led to the use of additional fracture criteria that were successful in predicting the severity and locations of the splits.

The methodology of the vibrational separating machines bearing structure rigidity optimization and the actuating mechanism parts dynamic forces determination

The reciprocal motions at the vibrational separating machines of the sieving trunks, transmitted from the actuating mechanism, vibrate frame. The Frame weaving is put over the sieving trunks weaving, disturbing the optimal mode of operation. Therefore, for the bearing structures of separating machines vibration decrease it is necessary to optimize its structures and characteristics of the actuating mechanism, which would provide the minimal mass with the necessarily frame rigidity.

Loading frame design for low capacity dead weight machines

This paper describes the design, manufacturing, and metrological evaluation of a low weight 5 N loading frame that intended to be used in low capacities dead weight force standard/calibration machines. The frame consists of an upper beam, a lower beam, and two frame rods. Simple coupling technique between the frame and standard weights was considered in this design as a less weight alternative to coupling rod that employed in classical frames. The design maximizes the frame rigidity while keeping its certain mass and sufficient working dimensions. The frame’s balance was considered to guarantee accurate realization of forces. The design was analyzed using FEM and its mechanical stability was confirmed. Face milling, wire EDM, and drilling operations were employed to manufacture frame elements. The required geometrical features were checked during and after manufacture. Two precision load cells were calibrated using the new frame. The relative maximum repeatability and reproducibility errors were 0.008 and 0.009 % respectively which confirms the ability of the frame to apply force precisely.

SICOT contribution to natural disaster assistance: the external fixator.

SICOT contribution to natural disaster assistance: the external fixator.

Optimization Design Method for Body Frame of Vehicular Glass Edge Grinding Machine Based on Goal-Driven Optimization

In the application of the Vehicular Glass Grinding Edge Machine (VGGEM), in order to enhance the body frame rigidity, it is necessary to reduce the maximum body frame deformation by optimizing the body frame cantilever beam cross-sectional size. Considering to this point, a CAD model of the VGGEM is built by using Pro/E, then, further be divided into a simplified grid model by using ANSYS WorkBench. Based on goal-driven optimization method, the grinding wheel load is worked out by using the maximum body frame deformation, and the optimum body frame cantilever beam cross-sectional size is figured out by using the stress distribution of the grinding wheel and the maximum deformation constraints. After the performance analysis of the optimized designed body frame of VGGEM, its rigidity and strength are proved.

Evaluation of Sternocleidomastoid Muscle Activity of a Passenger in Response to a Car's Lateral Acceleration While Slalom Driving

Human factors are becoming one of the most important factors that are considered for automobile design and test. However, the ride comfort of a passenger or driver is mainly dependent on a subjective assessment by a test driver or questionnaire investigation, and, therefore, a quantitative evaluation of the ride comfort is being pursued as one of the research goals in the automobile industry. In this paper, actual-vehicle and driving simulator (DS) experiments were carried out to evaluate the sternocleidomastoid (SCM) muscle activity of a passenger in response to a car's lateral acceleration while slalom driving. Interestingly, the SCM muscle of the passenger on the side opposite the direction of the car's lateral acceleration contracts to keep the head stable against the body shaking. The electromyography (EMG) signal of the SCM muscle in a modified car was significantly lower than in a normal car, because the 1-10 Hz low-frequency vibrations of the body frame of the modified car during the slalom driving were decreased through improvements of the rigidity of car's body frame. A passenger feels more discomfort when the EMG signal of the SCM muscle increases, and less as the signal decreases. The DS experiment, with the addition of more experimental conditions, arrived at the same conclusion, which testified that the DS is a powerful tool with which to evaluate passenger discomfort. In conclusion, the EMG of the SCM muscle can be considered as an objective and effective method with which to quantify the effect of vehicle properties on human discomfort in both actual-vehicle and DS experiments for slalom driving.

The influence of rotational flexibility of beam-column connection on roof plane rigidity of energy-active cover of frame-purlin hall

The paper analyses the influence of the rotational flexibility of beam-column connection on the roof plane rigidity of the longitudinally braced frame-purlin cover of the solid wall hall. The cover is adapted to obtain thermal energy from solar radiation. The roof cover is then provided in the form of a transparent glass barrier which requires considerable roof plane rigidity. The analysis aimed to compare the roof plane rigidity of the frame-purlin cover to those of space structures and truss-purlin covers, depending on the type of longitudinal bracing and rotational rigidity of the beam-column connection. The investigations were conducted for three types of roof plane bracing and different rigidity indexes of the beam-column connection (from u=0 – pin connection, through u=0.25; 0.5; 0.75 – semi-rigid connection, to u=1 – rigid connection). In the transfer of horizontal forces, the interaction of the rigidity of frames with flexible nodes (beam-column) with longitudinal roof plane bracings supported by lateral bracings of gable walls was observed. The highest roof plane rigidity was demonstrated by 2X-shaped and K-shaped braces with rigid nodes at frame corners.

The Influence of Static Response of Super Tall Building Mega-Frame Structure Caused by Changes of Frame Rigidities

The superstructure and its foundation of a super tall building mega-frame structure are simplified equivalently and continuously to a stiffened-thin-wall tube on semi-infinite elastic subgrade. And the influences of static response on super tall building mega-frame structure caused by changes of frame rigidity are computed and analyzed with the three-dimensional model by semi-analytical approach based on ODE(Ordinary Differential Equation) Solver, considering the interactions of subgrade, foundation and superstructure. Then some valuable conclusions are obtained through analyzing the reasonable results of the numerical example.

Effects of Different Structural Systems on Lateral Rigidity of Steel Structural Frames

To understand the effect of filler walls on lateral rigidity of steel frame, Some methods such as theoretical analysis, finite elements calculation and experiment study were carried out to do research on the resistant-lateral effectiveness and the steel consumption of the three different structural systems, namely steel frame, frame-bracing and frame-board. The results show that the frame-board system can improve the structural lateral rigidity effectively, and will enhance the structural fundamental natural frequency sharply as well as reducing the structural steel consumption. It is an effective method for improving structural lateral rigidity to utilize the frame filled with wall panel. Making fully use of lateral rigidity of the wall panel can reduce the size of beam and column cross-section, material consumption and project cost.