To better protect skiers against injuries to both the lower leg and the knee, releasable bindings that offer certain performance capabilities over current designs are warranted. Two capabilities that would be of immediate benefit are: (1) maintaining a consistent release level in twist in the presence of combined loads; and (2) releasing the heelpiece based on the anterior/posterior (A/P) bending moment transmitted by the leg. A third capability that may be worthwhile is modulating the release level in twist depending on the degree of contraction in muscles crossing the knee. Thus, the objective of this work was to design a binding that offered these capabilities through electronic control of binding release yet at the same time provided a conventional mechanical backup in the event of electronic failure. To fulfill the objective, a conventional ski binding was modified. Modifications included integrating dynamometers into the toepiece, anti-friction device (AFD), and heelpiece. The toepiece sensor indicates the twisting moment while the AFD and heelpiece sensors indicate the anterior bending moment transmitted by the leg. To gain electronic control of binding release, a solenoid actuated mechanism was added that translated the heelpiece rearward along the ski to decouple the boot from the binding. Otherwise, the binding allowed normal mechanical function. Prototype testing confirmed the ability of the dynamometers to accurately measure desired loads in the presence of extraneous loads and the reliability of the solenoid actuated mechanism in releasing the boot under loads typical of skiing. Thus, this work demonstrated the feasibility of hybrid electromechanical/mechanical releasable bindings. Such a demonstration should encourage the development of designs for commercial use.
To better protect Alpine skiers against injuries to both the lower leg and the knee, the objective of this work was to design a binding which: (1) maintained a consistent release level in twist in the presence of combined loads; (2) released the heelpiece based on the anterior/posterior (A/P) bending moment transmitted by the leg; and (3) modulated the release level in twist depending on the degree of contraction in muscles crossing the knee. To fulfill the objective, a conventional ski binding was modified. Modifications included integrating dynamometers into the toepiece, anti-friction device (AFD), and heelpiece. The toepiece sensor indicates the twisting moment while the AFD and heelpiece sensors indicate the anterior bending moment transmitted by the leg. To gain electronic control of binding release, a solenoid actuated mechanism was added which translated the heelpiece rearward along the ski to decouple the boot from the binding. Otherwise, the binding allowed normal mechanical function. Prototype testing confirmed the ability of the dynamometers to accurately measure desired loads in the presence of extraneous loads and the reliability of the solenoid actuated mechanism in releasing the hoot under loads typical of skiing. Thus, this work demonstrated the feasibility of hybrid electromechanical/mechanical releasable bindings. Such a demonstration should encourage the development of designs for commercial use.
The SNAP lOA component qualification tfst i,rngram has been successfully conducted over a thref-^-year period in ccnjunctlon with extensive development testing plus the qualification and demonstration testing of flight systen-s. During the past 1-1/2 years sufficient endurance testing has been accumulated to enable authoritative reliability predictions for operating periods of up to 1 year In orbit. The component testing has been mainly failure-free, altht-a^'h some components have been redesigned as a result of early failures. The qualification xrogram has been directed at tht determination of flight-suitability insofar as environments and major performance objectives are concerned. The objective was to determine the suitability of each component prior to the commitment of the FS-1 and FSM-lf qualification systems and the flight systems to their respective test programs. This primary objective was met except in the case of the first expansion compensator design which caused failure of the FS-1 during system acceptance test and necessitated Its replacement with the FS-3 system. The significant success of the ground test liualiflcation system and of the flight test demonstration is due in large part to the conduct of the component q^ualification program. Thus, important design changes were incorporated early in the project's history, and sufficient femiliarity was obtained such that very few human errors or oversights crept into the vital system test operations.
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