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This study aims to model scale effects in nano-beams under torsion.

The elastostatic problem of a nano-beam is formulated by a novel stress-driven nonlocal approach.

Unlike the standard strain-driven nonlocal methodology, the proposed stress-driven nonlocal model is mathematically and mechanically consistent. The contributed results are useful for the design of modern devices at nanoscale.

The innovative stress-driven integral nonlocal model, recently proposed in literature for inflected nano-beams, is formulated in the present submission to study size-dependent torsional behavior of nano-beams.

This study aims to investigate the behaviour of soft lattices, i.e. lattices capable of reaching large deformations, and the influence of the printing process on it. The authors focused on two cell topologies, the body-centred cubic (BCC) and the Kelvin, characterized by a bending-dominated behaviour relevant to the design of energy-absorbing applications.

The authors analysed the experimental and numerical behaviour of multiple BCC and Kelvin structures. The authors designed homogenous and graded arrays of different dimensions. The authors compared their technical feasibility with two three-dimensional-printed technologies, such as the fused filament fabrication and the selective laser sintering, choosing thermoplastic polyurethane as the base material.

The results demonstrate that multiple design aspects determine how the printing process influences the behaviour of soft lattices. Besides, a graded distribution of the material could contribute to fine-tuning this behaviour and mitigating the influence of the printing process.

Despite being less explored than their rigid counterpart, soft lattices are now becoming of great interest, especially when lightweight, wearable and customizable solutions are needed. This study contributes to filling this gap.

Only a few studies analyse design and printing issues of soft lattices due to the intrinsic complexity of printing flexible materials.

Within the context of 2D square lattices, searching for the existence of band gaps assumes a great interest owing to many possible fields of application: from energy absorption devices to noise and vibration controllers, as well as advanced strategies for the seismic isolation.

The underlying microstructure may influence the mechanical response of 2D square lattices according to a complex interplay between different factors. A first one is related to the so-called “size-effect”. A second one relates, instead, to the mass density distribution.

It has been observed that lumped masses may induce additional band gaps to appear and may magnify their width. Finally, an additional factor deals with the inner damping characteristics of the constituent materials, which usually are polymer-based.

This study focuses on the first factor from a specific perspective: to investigate the influence of the size effect on the existence and properties of frequency band gaps.

With the help of multi-body dynamics software UM, the paper uses Kik–Piotrowski model to simulate wheel-rail contact and Archard wear model for rail wear.

The CRH5 vehicle-track coupling dynamics model is constructed for the wear study of rails of small radius curves, namely 200 and 350 m in Guangzhou East EMU Depot and those 250 and 300 m radius in Taiyuan South EMU Depot.

Results show that the rail wear at the straight-circle point, the curve center point and the circle-straight point follows the order of center point > the circle-straight point > the straight-circle point. The wear on rail of small radius curves intensifies with the rise of running speed, and the wearing trend tends to fasten as the curve radius declines. The maximum rail wear of the inner rail can reach 2.29 mm, while that of the outer rail, 10.11 mm.

With the increase of the train passing number, the wear range tends to expand. The rail wear decreases with the increase of the curve radius. The dynamic response of vehicle increases with the increase of rail wear, among which the derailment coefficient is affected the most. When the number of passing vehicles reaches 1 million, the derailment coefficient exceeds the limit value, which poses a risk of derailment.