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Chin 1,a, Rozana A.
Osman 1, 2,b and M.
Table 1: The refined structural data of LiNi0.7Mn0.3O2 that heated between 750oC and 950oC in air. 750°C 800°C 850°C 900°C 950°C a / Å 2.8989 (1) 2.8953 (1) 2.8951 (1) 2.8979 (1) 2.9029 (1) c / Å 14.251 (1) 14.255 (1) 14.264 (1) 14.281 (1) 14.297 (1) Volume / Å3 103.78 (1) 103.49 (1) 103.54 (1) 103.86 (1) 104.34 (1) Oxygen, z 0.2369 (2) 0.2378 (1) 0.2398 (2) 0.2404 (2) 0.2412 (2) 3a Li/Ni Occ. 0.797 (2) / 0.203 (2) 0.824 (2) / 0.176 (2) 0.843 (1) / 0.157 (1) 0.837 (1) / 0.163 (1) 0.817 (1) / 0.183 (1) 3b Li/Ni Occ. 0.203 (2) / 0.497 (2) 0.176 (2) / 0.524 (2) 0.157 (1) / 0.543 (1) 0.163 (1) / 0.537 (1) 0.183 (1) / 0.517 (1) 3b Mn Occ. 0.3 0.3 0.3 0.3 0.3 6c O Occ. 1 1 1 1 1 3a Uiso 0.02 0.02 0.02 0.02 0.02 3b Uiso 0.006 0.006 0.006 0.006 0.006 6c Uiso 0.003 0.003 0.003 0.003 0.003 Rwp 3.76% 3.68% 3.39% 3.19% 3.20% Rp 2.71% 2.61% 2.48% 2.37% 2.37% χ2 3.250 3.068 2.513 2.284 2.272 4.
References [1] B.
Osman, Structure refinement strategy of Li-based complex oxides using GSAS-EXPGUI software package, Advanced Materials Research, 795 (2013) 479-482

Fig.1 is XRD pattern of stellerite.
D4R 2-ring vibration is reflected at 554 cm-1 and bending vibration of [SiO4][AlO4] is reflected at 466 cm-1.
First, with vibrating of Si (Al)-O bands at 1250-920 cm-1, hydroxyl stretching vibration is wider at 3500-3200 cm-1.
References [1] G.
Min. 1(1989)479 - 487

Fig. 1.
Table 1.
Sample mass [mg] Heating rate [°C×min-1] TS [°C] TL [°C] Direct thermal, 1 22 913.3 30 1 476.0 1 496.7 Direct thermal, 2 23 691.2 1 475.3 1 497.0 Direct thermal, 3 23 539.4 1 477.8 1 493.4 DTA, 1 198.3 10 1 480.8 1 495.5 DTA, 2 206.4 1 481.1 1 495.9 DTA, 3 205.6 1 481.0 1 498.5 DTA, 4 207.9 1 480.5 1 496.4 Based on data in the Table 1, it can be stated that there is low variability between individual results for close to equilibrium conditions (standard deviations: 2.5°C for TS and 1.6°C for TL) independently on used method and mass of samples.
Based on mean values, the TS and TL for selected steel grade were identified: 1 479 °C and 1 496 °C.
References [1] L.

Table 1.
(0.65, 0.85, 1) (0.65, 0.85, 1) (0.6, 0.75, 0.9) (0.65, 0.85, 1) (0.5,0.725,925) C9 (0.4, 0.5, 0.6) (0.575,0.725, 0.85) (0.525, 0.675, 0.85) (0.4, 0.5, 0.6) (0.575, 0.725, 0.85) (0.7,1,1) C10 (0.75, 0.95, 1) (0.525,0.675, 0.85) (0.625, 0.8, 0.95) (0.525, 0.675, 0.85) (0.75, 0.95, 1) (0.65,0.925,1) C11 (0.6, 0.75, 0.9) (0.625, 0.8, 0.95) (0.65, 0.825, 0.9) (0.6, 0.75, 0.9) (0.65, 0.825, 0.95) (0.45,0.675,0.85) C12 (0.625, 0.8, 0.95) (0.45, 0.55, 0.7) (0.6, 0.75, 0.9) (0.45, 0.55, 0.7) (0.625, 0.8, 0.95) (0.45,0.675,0.85) C13 (0.55, 0.725, 0.9) (0.625, 0.8, 0.95) (0.575, 0.75, 0.95) (0.55, 0.725, 0.9) (0.625, 0.8, 0.95) (0.375,0.625,0.8) C14 (0.625, 0.8, 0.95) (0.625, 0.8, 0.95) (0.7, 0.9, 1) (0.625, 0.8, 0.95) (0.7, 0.9, 1) (0.325,0.55,0.8) C15 (0.65, 0.8, 0.9) (0.5, 0.625, 0.8) (0.6, 0.75, 0.9) (0.425, 0.525, 0.65) (0.7, 0.9, 1) (0.4,0.6,0.85) Through entries of Table 2, the performance index of is yielded in Table 3, where .
References [1] K.
International Journal of Intelligent System. 7, 479--492 (1992)
Fuzzy Sets and Systems. 114, 1--9 (2000)

The norms in spaces H1(Ωe), H1/2(Γ) and H-1/2(Γ) are denoted by|| ||1,Ωe, || ||1/2,Γ and || ||-1/2,Γ.
Theorem 1.
Let further α 1 ≥ 0 and K be bounded set, or α 1 > 0 and functional I be bounded from below.
References [1] J.B.
Usp. 53 (2010) 455-479

The gradation and types of samples are listed in Table 1.
Table 1 particle size distributions before specimens sample Particle gradation composition（%） 60~40 40~20 20~10 10~5 5~2 2~1 1~0.5 0.5~0.25 0.25~0.1 <0.1 Primary rockfill material 21.77 27.58 26.13 14.52 5.50 2.50 2.00 secondary rockfill material 15.8 31.5 19.3 15.0 8 3 2 1 1.0 Transition rockfill material 26.87 23.29 19.70 11.64 5.50 5.00 3.00 3.00 2.00 Grain breakage caused by sample preparation.
Table 3 particle size distributions before and after shear process and particle breakage of samples sample state Particle gradation composition（%） Breaking rate Bm/% 60~40 40~20 20~10 10~5 5~2 2~1 1~0.5 0.5~0.25 0.25~0.1 <0.1 Primary rockfill material Before test 21.77 27.58 26.13 14.52 5.50 2.50 2.00 / After test 0.6MPa 12.42 26.83 24.90 19.07 4.64 3.65 3.37 1.26 1.57 2.29 12.18 1.2MPa 12.47 24.92 23.06 20.16 6.67 4.22 3.53 1.30 1.54 2.13 15.03 2.4MPa 10.19 22.58 22.19 21.72 6.03 5.29 5.58 1.78 2.12 2.53 20.53 secondary rockfill material Before test 15.8 31.5 19.3 15.0 8 3 2 1 1.0 After test 0.6MPa 8.44 31.83 18.33 17.17 8.63 5.17 4.12 2.05 1.86 2.40 9.36 1.2MPa 7.88 28.21 20.15 16.22 9.45 6.05 4.70 1.83 2.30 3.21 11.45 1.8MPa 4.66 27.39 18.56 19.98 9.04 7.80 5.20 1.94 2.60 2.82 16.60 Transition rockfill material Before test 26.87 23.29 19.70 11.64 5.50 5.00 3.00 3.00 2.00 After test 0.6MPa 16.55 24.51 19.20 17.24 6.71 5.08 4.45 1.63 2.14 2.51 12.20 1.2MPa 15.71 18.62 19.21
References [1] ZHANG Jia-ming, WANG Ren, ZHANG Yang-ming, et a1.
Rock and Soil Mechanics , Vol.24-3 (2003), 479-483

Different scholars gave different definitions at different stages.Gadrey, Gallouj and Weinstein[1] hold the opinion that service innovation is to provide a new approach to solve the problem for a particular customer.
As shown in the above cited diagram of service innovation (top 30 in LCS), we summarized and analyzed the longitudinal development of service innovation as in Table 1.
Table 1: Research on service innovation in main developmental periods Periods Main Research Contents Earlier studies (1994——1997) Proposing service innovation; the functions, definition and classifications of technological innovation and its impact factors Medium-term studies (1998——2002) Similarities and differences between service innovation and technological innovation; exploration of determining factors, such as customers and knowledge Present studies (2004——now) General theories; evaluation of path, assessment of service innovation; exploration of determining factors in developing (integration of customers and value) Analysis of the types of service innovation research.
References [1] Gadrey J, Gallouj F, Weinstein O.
International Journal Of Service Industry Management. 2004, 15(5): 479-498

For lamina n, we have lamination theory [1, 13].
Q¯ij matrix represents the off-axis reduced stiffness of the lamina [1].
(2) Where Aij , Bij , and Dij given by the equations below are respectively the extensional stiffnesses, bending- extension coupling stiffnesses, and bending stiftnesses [15]: (3) where αn = [z(n) − z(n−1) ], βn = (z(n) )2 − (z(n−1) )2 , and γn = (z(n) )3 − (z(n−1) )3.
References [1] Robert M.
[3] Venkataraman S and Haftka R.T, “Optimization of composite panels A review,” in 14th Annual Technical Confer- ence of the American Society of Composites, Dayton, 1999, pp. 479–88

The gas flow rate of SiH4+PH3 was 40sccm and the gas flow ratio of PH3 to SiH4 was kept at 1:100.
Fig.1 shows the X-ray photoelectron spectrum from the a-Si:H thin films under different FrNH3.
The binding energy and FWHM of each energy level shows in Table 1.
The peak at about 480cm-1, relating to the Si-Si transverse-optical-like (TO) vibrations, shifts from 479.8cm-1 to 475.8cm-1, and its FWHM ranges from 66.7cm-1 to 83.9cm-1, with the increase of FrNH3 from 0.5sccm to 20sccm.
References [1] M.

There are countries like Sweden adopt 1/30 rail cant.
In China, rail cant in tangent sections changed from 1/20 to 1/40 in 1965.
(a) Wheel-rail lateral force (b) Attack angle (c) Wheel-rail contact area (d) Wear power Fig.6 Dynamic responses corresponding to the guide wheelset of first vehicle Table 1 Calculated results under different rail cants Dynamic index R=400m R=600m R=800m 1/40 1/30 1/20 1/40 1/30 1/20 1/40 1/30 1/20 Wheel-rail lateral force[kN] Vehicle 1 53.365 53.298 53.056 38.134 37.721 36.525 29.283 28.512 26.674 Vehicle 2 53.087 52.813 52.310 38.616 37.361 36.763 28.858 28.411 27.937 Vehicle 3 53.061 52.617 52.375 37.864 37.229 36.553 28.037 28.009 27.720 Attack angle [mrad] Vehicle 1 5.007 4.902 4.891 2.339 2.302 2.029 1.718 1.428 1.243 Vehicle 2 5.091 4.997 4.288 2.475 2.393 2.070 1.681 1.512 1.473 Vehicle 3 5.297 5.037 4.510 2.525 2.408 2.138 1.489 1.488 1.457 Wear power [kN·m/s] Vehicle 1 10.017 9.771 9.248 3.848 3.831 3.811 2.534 2.503 2.393 Vehicle 2 9.943 9.346 8.829 4.074 4.002 3.949 2.502 2.467
The following conclusions are drawn: 1) The flange contact is less likely to occur under 1/20 rail cant.
Vehicle System Dynamics, 1994, 23(suppl): 469-479