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Human tissues are sophisticated ensembles of various cell types embedded in the complex but defined structures of the extracellular matrix (ECM). ECM is configured in a hierarchical structure from nano- to microscale, with many biological molecules forming large scale configurations and textures with feature sizes up to macroscopic scale (several hundred microns). The physicochemical, biological and mechanostructural properties of native ECM play a critical role in constructing a microenvironment for cells and tissues. In conjunction with the rapid evolution of material science and its fabrication techniques, studies of the topography and elasticity of ECM and other materials have allowed advanced interrogation of cellular mechanotransduction and cellular responses to mechanostructural cues. By learning from and mimicking the highly organized ECM structures found in vivo, topography-guided approaches to regulate cell function and fate have been widely investigated in the last several decades. Here, we review recent efforts in mimicking the micro- and nanotopography of the native ECM in vitro for the regulation of cellular behaviors. We also discuss how these biomimetic topographical surfaces have been applied to fundamental cell mechanobiology studies into cell adhesions, migrations, and differentiation as well as toward efforts in tissue engineering.
Live cells can sense the mechanical characteristics of the microenvironment and translate the mechanical cues to intracellular biochemical signals in physiology and disease. To investigate intracellular signaling transduction during mechanosensing, nanotechnologies, and FRET live-cell imaging technologies have been developed to visualize the output signals in real time, such as intracellular molecular activity. Meanwhile, micropatterned technologies have been applied to modulate the physical and mechanical environment surrounding the cell to fine-tune the input signals in cellular mechanosensing. These advanced technologies can join forces and shed new light into the molecular networks that control mechanotransduction in normal conditions and disease.
Live cells can sense the mechanical characteristics of the microenvironment and translate the mechanical cues to intracellular biochemical signals in physiology and disease. To investigate intracellular signaling transduction during mechanosensing, nanotechnologies, and FRET live-cell imaging technologies have been developed to visualize the output signals in real time, such as intracellular molecular activity. Meanwhile, micropatterned technologies have been applied to modulate the physical and mechanical environment surrounding the cell to fine-tune the input signals in cellular mechanosensing. These advanced technologies can join forces and shed new light into the molecular networks that control mechanotransduction in normal conditions and disease.
This chapter discusses recent progress and future directions regarding mechanobiology as applied to neuronal function. Along with the generation and transduction of mechanical forces by neuronal elements, the influence of mechanical forces on the neuronal membrane, actin, and ion channels is highlighted. Further topics such as cortical folding and traumatic brain injury expand discussion of the role of mechanical forces into a more macroscopic scale. As the mechanical properties of the nervous tissue environment and other mechanical cues influence neural development and contribute to the regulation of endogenous brain function, there is great utility in investigating the mechanical properties of the central nervous system. Through discussion of the role of mechanical forces in neural elements, and early biophysical formulations to understand neural systems that incorporate mechanical analysis, this chapter hopes to encourage expansion of studies and methods investigating mechanobiology applied to the nervous system.
Light microscopy techniques are essential tools for visualizing the mechanobiology of cells. Computational image analysis transforms light microscopy techniques beyond tools of visualization by making it possible to extract from collected images quantitative measurements of cellular mechanical processes and to understand their behavior and mechanisms. The main goal of this chapter is to provide an up-to-date and selective review of computational image analysis techniques for cell mechanobiology applications. We aim to provide practical information to cell mechanobiology practitioners looking for image analysis techniques as well as to image analysis practitioners looking for cell mechanobiology applications. The focus of the chapter is exclusively on computational analysis techniques for dynamic fluorescence microscopy images. We first classify the images into two different categories: singe particle images and continuous region images. We then review computational analysis techniques for each category, respectively. For single particle images, we review related particle detection and particle tracking techniques and their cell mechanobiology applications. Similarly, for continuous region images, we review related region detection and region tracking techniques and their cell mechanobiology applications. We conclude with an outlook on future development of computational image analysis techniques for cell mechanobiology.
The first of its kind, this comprehensive resource integrates cellular mechanobiology with micro-nano techniques to provide unrivalled in-depth coverage of the field, including state-of-the-art methods, recent advances, and biological discoveries. Structured in two parts, the first part offers detailed analysis of innovative micro-nano techniques including FRET imaging, electron cryo-microscopy, micropost arrays, nanotopography devices, laser ablation, and computational image analysis. The second part of the book provides valuable insights into the most recent technological advances and discoveries in areas such as stem cell, heart, bone, brain, tumor, and fibroblast mechanobiology. Written by a team of leading experts and well-recognised researchers, this is an essential resource for students and researchers in biomedical engineering.
This book details the efforts to build a large naval vessel capable of traveling at one hundred knots. It is the first book to summarize this extensive work from historical and technical perspectives. It explores the unique principles and challenges in the design of high-speed marine craft. This volume explores different hull form concepts, requiring an understanding of the four forces affecting the lift and the drag of the craft. The four forces covered are hydrostatic (buoyancy), hydro-dynamic, aerostatic, and aerodynamic. This text will appeal to naval researchers, architects, graduate students and historians, as well as others generally interested in naval architecture and propulsion.
This chapter looks at how a jet engine produces thrust, which is a simple consequence of Newton's laws of motion applied to a steady flow. It requires the momentum to be higher for the jet leaving the engine than the flow entering it, and this inevitably results in higher kinetic energy for the jet. The higher energy of the jet requires an energy input, which comes from burning the fuel. This gives rise to the definition of propulsive efficiency (considering only the mechanical aspects) and overall efficiency (considering the energy available from the combustion process).
With few exceptions this book will be concerned with bypass engines. These are engines where some or most of the incoming air passes around and outside the core of the engine: this is the bypass stream. A fraction of the air enters the core and passes through the combustor. The bypass ratio is defined by mass flows of air as
The total mass flow rate is given by
Early bypass engines had more air going through the core than through the bypass, that is a low bypass ratio, but modern high bypass engines have around ten times as much air in the bypass stream. The jet velocity from the core and bypass need not be equal but they are normally designed to be similar and for the present purposes may be taken to be equal.
As jet air transport increased in the 1960s the annoyance to people living and working around major airports was becoming intense. Regulations affecting international air transport are governed by the International Civil Aviation Organisation (ICAO), but this body was moving so slowly that in 1969 the US Federal Aviation Agency (FAA) made proposals for maximum permitted noise levels. After extensive discussions in the USA these were formally approved as Federal Aviation Regulation (FAR) Part 36 in 1971, retroactive with effect from 1969, but only for new aircraft. Shortly afterwards the ICAO Committee on Aircraft Noise published similar recommendations, to be known as Annex 16, a formal addendum to the 1944 Chicago Convention on Civil Aviation; each member state had then to accept the rules in Annex 16 and write them into their legal framework. The underlying principle for the noise certification of aircraft under FAR Part 36 and Annex 16 are similar and has remained unchanged ever since, with the levels under the US and ICAO rules subsequently becoming virtually identical.
The certification for noise relies on measurements at three positions, two for take-off (referred to as lateral and flyover) and one for landing (referred to as approach). The levels are expressed in decibels (EPNdB) using effective perceived noise level (EPNL), described in outline below. The layout for testing is shown in Figure A1.
The noise at the lateral position is the highest noise measured along a line parallel to the runway whilst the aircraft is departing at full power and the maximum usually occurs when the aircraft has climbed to about 1000 feet. Flyover noise is measured directly under the flight path after take-off and at an altitude where it is normal to cut-back the power to reduce the noise whilst still maintaining a safe rate of climb. The approach noise is also measured directly under the flight path as the aircraft prepares to land, with the glide slope carefully controlled. The flights are for the maximum allowed weight of the aircraft and correspond to standard day temperatures (which will generally require corrections to be made to the measurements since tests are rarely carried out at precisely the standard conditions). Needless to say, aircraft do not always operate as specified for the tests, but the tests do at least provide a standard way of comparing aircraft and thereby regulating airport operations.