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Coordination of fingertip forces during human manipulation can emerge from independent neural networks controlling each engaged digit.

We investigated the coordination of fingertip forces in subjects who lifted an object (i) using the index finger and thumb of their right hand, (ii) using their left and right index fingers, and (iii) cooperatively with another subject using the right index finger. The forces applied normal and tangential to the two parallel grip surfaces of the test object and the vertical movement of the object were recorded. The friction between the object and the digits was varied independently at each surface between blocks of trials by changing the materials covering the grip surfaces. The object's weight and surface materials were held constant across consecutive trials. The performance was remarkably similar whether the task was shared by two subjects or carried out unimanually or bimanually by a single subject. The local friction was the main factor determining the normal:tangential force ratio employed at each digit-object interface. Irrespective of grasp configuration, the subjects adapted the force ratios to the local frictional conditions such that they maintained adequate safety margins against slips at each of the engaged digits during the various phases of the lifting task. Importantly, the observed force adjustments were not obligatory mechanical consequences of the task. In all three grasp configurations an incidental slip at one of the digits elicited a normal force increase at both engaged digits such that the normal:tangential force ratio was restored at the non-slipping digit and increased at the slipping digit. The initial development of the fingertip forces prior to object lift-off revealed that the subjects employed digit-specific anticipatory mechanisms using weight and frictional experiences in the previous trial. Because grasp stability was accomplished in a similar manner whether the task was carried out by one subject or cooperatively by two subjects, it was concluded that anticipatory adjustments of the fingertip forces can emerge from the action of anatomically independent neural networks controlling each engaged digit. In contrast, important aspects of the temporal coordination of the digits was organized by a "higher level" sensory-based control that influenced both digits. In lifts by single subjects this control was mast probably based on tactile and visual input and on communication between neural control mechanisms associated with each digit. In the two-subject grasp configuration this synchronization information was based on auditory and visual cues.

Adolescent↗

Effects of porous coating and collar support on early load transfer for a cementless hip prosthesis.

We used a new postprocessing method with the results from a three-dimensional finite element analysis to describe the general load transfer patterns for a cementless hip arthroplasty in the early postoperative situation, and to determine the effects of porous coating [full, partial (2/3), and none] and calcar-collar support (ideal initial contact with separation allowed upon loading, no collar) on this early load transfer. No-tension interfaces were modeled over the entire bone-prosthesis interface, with an upper bound on the Coulomb-friction over coated surfaces, and zero friction over smooth surfaces to accentuate the frictional effects of the coating. The results indicate that the anteroposterior, mediolateral, and axial forces acting on each cross section of the bone were substantially different from the corresponding homeostatic (no prosthesis) forces for the fully coated device with collar support. The frontal bending moments acting on the bone were substantially less than the homeostatic values all along the prosthesis, while the sagittal bending and torsional loads were relatively similar to the homeostatic values. By far, the largest change in these loading patterns occurred with the loss of collar support, where axial loads acting on the bone were so low that over half the bone was in net tension because appreciable transfer of the compressive head force did not occur until well below the lesser trochanter. Both axial and torsional loads were transferred more distally for devices with more coating, and torsional loading of the bone was also sensitive to the degree of collar support. The frontal bending moments acting over most of the bone were insensitive to the coating or collar support. The strain energy density in the endosteal bone was most sensitive to these design variables in the proximal region, and the largest values occurred without a collar and without coating. These findings indicate that all load components acting on the proximal bone in the early postoperative situation (no bone-ingrowth or fibrous tissue at the interface) are altered by the frictional coefficient of the bone-prosthesis interface (i.e. the presence of porous coating or some other surface treatment) and the degree of collar support, while only the axial and torsional loads are altered in the distal bone. From a prosthesis design perspective this implies that surface treatments and collar support can be used to control the axial forces and the torsional moments acting all along the bone. By contrast, the distal frontal bending moment, which dominates stresses in the diaphysis, cannot be altered by these design variables.

Bone Remodeling↗

Development of a non-linear finite element modelling of the below-knee prosthetic socket interface.

A non-linear finite element model has been established to predict the pressure and shear stress distribution at the limb-socket interface in below-knee amputees with consideration of the skin-liner interface friction and slip. In this model, the limb tissue and socket liner were respectively meshed into 954 and 450 three-dimensional eight-node isoparametric brick elements, based on measurements of an individual's amputated limb surface; the bone was meshed into three-dimensional six-node triangular prism elements, based on radiographic measurements of the individual's residual limb. The socket shell was assumed to be a rigid boundary. An important feature of this model is the use of 450 interface elements (ABAQUS INTER4) which mimic the interface friction condition. The results indicate that a maximum pressure of 226 kPa, shear stress of 53 kPa and less than 4 mm slip exist at the skin-liner interface when the full body weight of 800 N is applied to the limb. The results also show that the coefficient of friction is a very sensitive parameter in determining the interface pressures, shear stresses and slip. With the growth of coefficient of friction, the shear stresses will increase, while the pressure and slip will decrease.

Artificial Limbs↗

Comparisons of surface roughnesses and sliding resistances of 6 titanium-based or TMA-type archwires.

Six titanium-based or TMA-type archwires (Beta III, Resolve, CNA, TMA, low-friction ion-implanted TMA or TMAL, and TiMolium) were studied as functions of composition, morphology, surface roughness, and sliding mechanics by using a scanning electron microscope, an x-ray energy dispersive wavelength analyser, a laser specular reflectometer, and a frictional testing machine. In the last instrument, all wires were coupled with 0.022-in stainless steel brackets in which normal forces were applied by 0.010-in stainless steel ligatures. With regard to composition, 5 wires were true beta-titanium alloys having nominal compositions of 80% titanium, 10% molybdenum, 6% zirconium, and 4% tin, and 1 was an alpha-beta alloy having a nominal composition of 90% titanium, 6% aluminum, 3% vanadium, and 1% other. Morphologies varied from surfaces with striations, scale, or layers of drawn material that suggested surface steps or fissures. Specular reflectance and optical roughness measurements divided the archwires into 2 groups of 3: Beta III, Resolve, and CNA had an overall mean value of 0.148 microm; and TMA, TMAL, and TiMolium had a mean overall value of 0.195 microm. These roughness measurements and their accompanying details of the compositional analyses suggested that there could be as few as 2 vendors manufacturing the 5 beta-titanium products. For 6 different values of angulation that embraced the passive and active regions of sliding, the coefficients of friction varied rather narrowly from 0.17 to 0.27 and were independent of surface roughnesses. Although these contemporary products are better than their predecessors of over a decade ago, other issues might be more important than surface finishes or frictional resistances because all products appear fairly comparable.

Alloys↗

Effect of synovial fluid on boundary lubrication of articular cartilage.

OBJECTIVES: The lubrication of articulating cartilage surfaces in joints occurs through several distinct modes. In the boundary mode of lubrication, load is supported by surface-to-surface contact, a feature that makes this mode particularly important for maintenance of the normally pristine articular surface. A boundary mode of lubrication is indicated by a kinetic friction coefficient being invariant with factors that influence formation of a fluid film, including sliding velocity and axial load. The objectives of this study were to (1) implement and extend an in vitro articular cartilage-on-cartilage lubrication test to elucidate the dependence of the friction properties on sliding velocity, axial load, and time, and establish conditions where a boundary mode of lubrication is dominant, and (2) determine the effects of synovial fluid (SF) on boundary lubrication using this test. METHODS: Fresh bovine osteochondral samples were analyzed in an annulus-on-disk rotational configuration, maintaining apposed articular surfaces in contact, to determine static (mu(static) and mu(static),(N(eq)) and kinetic ([mu(kinetic)] and [mu(kinetic),(N(eq))]) friction coefficients, each normalized to the instantaneous and equilibrium (N(eq)) normal loads, respectively. RESULTS: With increasing pre-sliding durations, mu(static) and mu(static),(N(eq)) were similar, and increased up to 0.43 +/- 0.03 in phosphate buffered saline (PBS) and 0.19 +/- 0.01 in SF, whereas [mu(kinetic)] and [mu(kinetic),(N(eq))] were steady. Over a range of sliding velocities of 0.1-1 mm/s and compression levels of 18% and 24%, [mu(kinetic)] was 0.072 +/- 0.010 in PBS and 0.014 +/- 0.003 in SF, and [mu(kinetic),(N(eq))] was 0.093 +/- 0.005 in PBS and 0.018 +/- 0.002 in SF. CONCLUSIONS: A boundary mode of lubrication was achieved in a cartilage-on-cartilage test configuration. SF functioned as an effective friction-lowering boundary lubricant for native articular cartilage surfaces.

Animals↗

Preferred surface microscopic geometric features on floors as potential interventions for slip and fall accidents on liquid contaminated surfaces.

PROBLEM: Surface roughness affects friction, so selection of floor surfaces with certain roughness characteristics could potentially reduce slip and fall accidents. This article summarizes the preferred surface microscopic geometric features that could increase friction on surfaces covered with liquid contaminants. METHOD: Three types of surface features, represented by the average of the maximum height above the mean line in each cut-off length (R(pm)), the arithmetical average of surface slope (Delta(a)), and the kernel roughness depth (R(k)), are identified as preferred surface microscopic geometric features for a higher friction. The proper settings on the profilometers (instruments used to measure surface roughness) for optimizing these surface parameters are specified. The friction mechanisms involved reveal why these features are more desirable. RESULTS: Although surface roughness is important in determining slipperiness, there is still insufficient information to establish a safety criterion based on roughness; however, the method presented in this paper can readily provide a relative comparison. IMPACT ON INDUSTRY: The summary presented will help safety professionals properly select new floor surfaces or assess existing floors to reduce slip and fall accidents.

Accidental Falls↗

Viscoelasticity evaluation of rubber by surface reflection of supersonic wave.

The main characteristic of rubber is a viscoelasticity. So it is important to research the characteristic of the viscoelasticity of the high frequency band for the friction between a rubber material and the hard one with roughness, for instance, the tire and the road. As for the measurement of the viscoelasticity of rubber, DMA (dynamic mechanical analysis) is general. However, some problems are pointed out to the measurement of the high frequency band by DMA. Then, we evaluated the viscoelasticity characteristic by the supersonic wave measurement. However, attenuation of rubber is large, and when the viscoelasticity is measured by the supersonic wave therefore, it is inconvenient and limited in a past method by means of bottom reflection. In this report, we tried the viscoelasticity evaluation by the method of using complex surface reflection coefficient and we compared with the friction coefficient under wide-range friction velocity. As a result, some relationships had been found for two properties. We report the result that character of viscoelasticity of rubber was comparable to friction coefficient.

Algorithms↗

Field evaluation of two commonly used slipmeters.

A variety of slipmeters have been used to assess the slipperiness of floor surfaces. International standards for the operation of slipmeters describe the protocol for a single measurement. These standards usually do not cover some of the critical elements in safety assessment such as methods for the selection of measurement locations and the necessary number of repeated measurements at each location. Furthermore, most of the slipmeters were evaluated in laboratory settings with new floor surfaces and artificial contaminants. Two commonly used slipmeters, the Brungraber Mark II and the English XL, were evaluated at actual worksites in this experiment. Four floor tiles in each of four different work areas in the kitchens of 18 fast food restaurants were selected for repeated measurements with these two slipmeters. The results indicated that sanding of footwear materials has a significant effect on the outcomes of friction measurements, and the tile-to-tile variations in friction in the same areas of restaurants were also mostly statistically significant. Significant local variation in friction among tiles in the same area could potentially increase the chances of slip and fall incidents. Both slipmeters used in this experiment could potentially have problems in the areas with grease, such as grill and fryer areas, since the build-up of grease during repeated strikes could alter the outcome of friction measured.

Accidental Falls↗

Impact of the surface slipperiness of grasped objects on their subsequent acceleration.

Seven subjects were asked to reach and grasp an object between the thumb and index finger, lift it about 30 cm high and 25 cm forward from one table to another, at their preferred speed. The perpendicular grip force and the tangential load force applied to the contact surface were digitized at 500 Hz and stored on a laboratory computer. The trajectory of the wrist and of the object was recorded using four infrared cameras tracking the movement of reflective markers attached to the distal styloid process of the radius and on the top of the object. The aim of this study was to demonstrate the influence of low friction (i.e. surface slipperiness) on the acceleration of the wrist. Friction was reduced by coating the smooth brass grasping surface with talc. The seven subjects had skin to surface coefficients of friction which ranged from 0.52-1.18 for dry brass and 0.24 0.34 for talc-coated brass. Two weights (418 and 1070 g) were used with each surface. The results indicated that with the slippery surface the necessary higher grip force/load force ratio was produced by an increase in the grip force and by a decrease in the wrist acceleration and a consequent reduction in the load force. This strategy was observed for both weights over a range of grip strengths between 21-98% of the individual's maximum voluntary contraction (MVC). This implies that even with adequate grip force reserves the reduction in acceleration is an acceptable and probable alternative solution to the force control problem. Our results also suggested that the loading rate and the object acceleration were planned and controlled together which emphasizes the role played by a predictive mechanism in organizing the kinematics of movements involving hand-held objects. This study shows that friction of the grasping surface not only affects the prehensile force dynamics, but it also influences the kinematics of the entire upper limb.

Acceleration↗

Boundary lubrication under water.

Boundary lubrication, in which the rubbing surfaces are coated with molecular monolayers, has been studied extensively for over half a century. Such monolayers generally consist of amphiphilic surfactants anchored by their polar headgroups; sliding occurs at the interface between the layers, greatly reducing friction and especially wear of the underlying substrates. This process, widespread in engineering applications, is also predicted to occur in biological lubrication via phospholipid films, though few systematic studies on friction between surfactant layers in aqueous environments have been carried out. Here we show that the frictional stress between two sliding surfaces bearing surfactant monolayers may decrease, when immersed in water, to as little as one per cent or less of its value in air (or oil). We attribute this to the shift of the slip plane from between the surfactant layers, to the surfactant/substrate interface. The low friction would then be due to the fluid hydration layers surrounding the polar head groups attached to the substrate. These results may have implications for future technological and biomedical applications.

Adhesiveness↗

Sealing is at the origin of rubber slipping on wet roads.

Loss of braking power and rubber skidding on a wet road is still an open physics problem, as neither the hydrodynamic effects nor the loss of surface adhesion that are sometimes blamed really manage to explain the 20-30% observed loss of low-speed tyre-road friction. Here we report a novel mechanism based on sealing of water-filled substrate pools by the rubber. The sealed-in water effectively smoothens the substrate, thus reducing the viscoelastic dissipation in bulk rubber induced by surface asperities-well established as a major friction contribution. Starting with the measured spectrum of asperities one can calculate the water-smoothened spectrum and from that the predicted friction reduction, which is of the correct magnitude. The theory is directly supported by fresh tyre-asphalt friction data.

Accidents, Traffic↗

Mechanical properties and surface characteristics of three archwire alloys.

Recent developments in material science have presented newer archwire materials as well as improvements in the properties of existing ones. Proper selection and understanding of the biomechanical requirement of each case requires proper characterization studies on archwire alloys. The present study characterizes and compares three orthodontic archwire alloys, stainless steel, beta titanium alloy (TMA), and a newly introduced titanium alloy (TiMolium), for the parameters (1) ultimate tensile strength (UTS), 0.02% offset yield strength (YS), and modulus of elasticity (E); (2) load deflection characteristics; (3) frictional properties; (4) surface characteristics and (5) elemental analysis for TiMolium. Seven specimens of each archwire alloy were used for evaluating each parameter. An instron universal testing machine was used for tensile testing, three-point bend testing, and evaluation of frictional characteristics. Scanning electron microscope was used for surface evaluation and X-ray fluorescence for elemental analysis of TiMolium wire specimens. Stainless steel was the strongest archwire alloy with high UTS, E, 0.02% offset YS, and less friction at the archwire-bracket interface. TMA wires exhibited better load deflection characteristics with less stiffness than the other two wires. The surface of TMA appeared rough and exhibited very high values for friction at the archwire-bracket interface. TiMolium appeared to be an alpha-beta titanium alloy composed of titanium, aluminum, and vanadium and intermediate in nature for all the parameters evaluated.

Alloys↗

The process of lubrication impairment and its involvement in temporomandibular joint disc displacement: a theoretical concept.

PURPOSE: This article re-evaluates the chain of events leading to temporomandibular joint (TMJ) disc displacement. The joint lubrication system and the process of its breakdown are clarified and an attempt is made to evaluate the possible effect of increased friction between the disc and fossa on the anterior displacement of the disc. MATERIALS AND METHODS: The study is based on the author's accumulated clinical data and results obtained from laboratory investigations regarding TMJ lubrication and its possible breakdown, coupled with pertinent information culled from the literature. RESULTS: Translation of the disc in the TMJ is enabled due to the presence of phospholipids and hyaluronic acid, which constitute an efficient lubrication system. This system may break down in the presence of uncontrolled free radicals. In the absence of lubricants, the articular surfaces are smooth, elastic in texture, and possess strong surface energy. Such opposing planes, especially in the presence of a thin fluid film (sub-boundary lubrication) tend to generate high friction while the disc is sliding against the fossa. Such friction is probably the prime mover in loosening the disc attachments to the condyle, with subsequent disc displacement. CONCLUSIONS: Increased friction of the contiguous parts may well be a major causative factor in displacement of the articular disc. This should be taken into account in considering the appropriate treatment approach. It also raises some doubts regarding the validity of using repositioning techniques.

Elasticity↗

Stress relaxation of deformed gel in a good solvent.

A method for obtaining elastic moduli and frictional properties of gel chains, diagonal and off-diagonal elements of a friction tensor, from a tensile force relaxation of cylindrical gel that is stretched in a good solvent is presented. The theory to describe the relaxation is developed on the assumption that an off-diagonal element of the friction tensor is nonzero and compared with experimental results obtained for the poly(acrylamide) gel in water. The experiments revealed that the tensile force relaxation, F(t) at a long t, was described by a function: F(t)=A(Fi-FS) x exp(-t/tau)+FS, where Fi, FS, and A, respectively, were tensile forces at the initiation and the steady state, and a constant. The tau was found to be proportional to a square of radius of the gel. The experiments also revealed that the elastic force relaxation was synchronized with a change of the gel diameter. The theory well elucidates the experimental results to reveal the bulk and shear moduli, and the diagonal and off-diagonal elements of friction tensor.

Elasticity↗

Comparison of resistance to sliding between different self-ligating brackets with second-order angulation in the dry and saliva states.

Resistance to sliding was investigated for 3 self-ligating brackets having passive slides and 3 self-ligating brackets having active clips. Four of these products are currently marketed, and 2 are of historic interest. For all cases, an 0.018 x 0.025-in stainless steel archwire was drawn through each bracket at a rate of 10 mm/min over a distance of 2.5 mm. For each bracket, the resistances to sliding were measured at 14 second-order angulations, which ranged from -9 degrees to +9 degrees. Both the dry and the wet (human saliva) states were evaluated at 34 degrees C. From dimensional measurements, the critical contact angles for binding were determined for all products and ranged from 3 degrees to 5 degrees. Below each characteristic critical angle, brackets with passive slides exhibited negligible friction; brackets with active clips exhibited frictional forces as great as 50 cN (50 g). Above each critical angle, all brackets had elastic binding forces that increased at similar rates as angulation increased and were independent of bracket design. Generally speaking, at second-order angulations that exceeded the critical angle, brackets with active clips that had a low critical angle had more resistance to sliding than did brackets with active clips that had a higher critical angle. Brackets with passive slides that had a high critical angle exhibited the lowest resistance to sliding, but could do so at a cost of some loss of control. Nonetheless, self-ligating brackets represent a compromise between friction and control; ie, self-ligating brackets produce frictional forces that are more reproducible than do conventionally ligated stainless steel brackets but without the potential control problems associated with Begg-style brackets.

Dental Stress Analysis↗

Evaluation of hydrodynamic drag on experimental fouling-release surfaces, using rotating disks.

Fouling by biofilms significantly increases frictional drag on ships' hulls. A device, the friction disk machine, designed to measure torque on rotating disks, was used to examine differences among experimental fouling-release coatings in the drag penalty due to accumulated biofilms. Penalties were measured as the percentage change in the frictional resistance coefficient Cf. Drag penalties due to microfouling ranged from 9% to 29%, comparable to previously reported values. An antifouling control coating showed a smaller drag penalty than the fouling-release coatings. There were also significant differences among the fouling-release coatings in drag due to biofilm formation. These results indicate that the friction disk machine may serve as a valuable tool for investigating the effects of experimental coatings, both antifouling and fouling-release, on microfouling and associated drag penalties.

Analysis of Variance↗

Factors contributing to the integration of textural qualities: evidence from virtual surfaces.

Two experiments involving indirect touch were carried out to explore the relationships among perceptual dimensions of haptically examined surfaces. Subjects in both experiments used a stylus to evaluate the properties of virtual surfaces created by a force-feedback device; four surface properties (resistance to normal force, coefficient of friction, texture scale, and vibration amplitude) were manipulated in various combinations. In Experiment 1, the extent to which there was a one-to-one relationship between specific stimulus properties and perceptual qualities ("perceptual separability") was evaluated. A substantial failure of separability was demonstrated, with friction tending to be more separable from the other properties than they were from one another. The pattern of results suggests that the amount of measured separability depends crucially on the way stimulus properties are defined (e.g., force versus displacement). In Experiment 2, surfaces with known perceptual properties were used to study the metric(s) of the relevant perceptual space. By specifying the perceptual, rather than the stimulus, coordinates of the surfaces, it was possible to bypass issues of perceptual separability. For surfaces of equal friction, a Euclidean metric captured the results (r(2) = 0.75) more effectively than a city-block metric did; neither metric did well when differences in friction were involved. The fact that-unlike stickiness-hardness, roughness, and perceived vibration intensity are all increasing functions of surface-normal forces may facilitate their integration into a Euclidean space, in both direct and indirect touch.

Adolescent↗

Commentary: legal minimum tread depth for passenger car tires in the U.S.A.--a survey.

Available tire traction is a significant highway safety issue, particularly on wet roads. Tire-roadway friction on dry, clean roads is essentially independent of tread depth, and depends primarily on roadway surface texture. However, tire-wet-roadway friction, both for longitudinal braking and lateral cornering forces, depends on several variables, most importantly on water depth, speed and tire tread depth, and the roadway surface texture. The car owner-operator has control over speed and tire condition, but not on water depth or road surface texture. Minimum tire tread depth is legislated throughout most of the United States and Europe. Speed reduction for wet road conditions is not.A survey of state requirements for legal minimum tread depth for passenger vehicle tires in the United States is presented. Most states require a minimum of 2/32 of an inch (approximately 1.6 mm) of tread, but two require less, some have no requirements, and some defer to the federal criterion for commercial vehicle safety inspections. The requirement of 2/32 of an inch is consistent with the height of the tread-wear bars built in to passenger car tires sold in the United States, but the rationale for that requirement, or other existing requirements, is not clear. Recent research indicates that a minimum tread depth of 2/32 of an inch does not prevent significant loss of friction at highway speeds, even for minimally wet roadways. The research suggests that tires with less than 4/32 of an inch tread depth may lose approximately 50 percent of available friction in those circumstances, even before hydroplaning occurs. It is concluded that the present requirements for minimum passenger car tire tread depth are not based upon rational safety considerations, and that an increase in the minimum tread depth requirements would have a beneficial effect on highway safety.

Accidents, Traffic↗