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These data quantitative correlate with previously reported for Ni-contacts to n-type 4H-SiC annealed at 1100°C (φB = 0.44 eV for Nd = 7.7×1015 m-3) [6].
Recently a steep reduction of rc and decrease in φB at temperatures over 900°C for Ni-based ohmic contact to n-SiC was observed [11].
Using cross-sectional TEM-EDS (energy dispersive X-ray spectroscopy) analysis were made such conclusions: (i) the surface of substrates annealed at 1000°C was not covered with Ni2Si but with a thin layer of NiSi; (ii) the formation of the NiSi/SiC system contributes to the significant reduction in contact resistance.

According to the experimental data and formula (1) ~ (3), the viscous damping coefficients and inertial damping coefficients of the condenser model in all directions are shown in table 1.
And it is also disadvantageous for the noise reduction and the circulation air volume increasement.
Noise reduction by controlling tip vortex in a propeller fan[J].

The main target of both processes is to increase the thermal efficiency of existing power plants by approximately 25 % resulting in the same decrease in fuel consumption and, therefore, in the same reduction of CO2 emission.
Estimation of strain and stress at high temperature Average Temp [°C] Estimation of reference ref(2θ) Eq.1 [°] Tangential Strain [um/m] Radial/Axial Strain [um/m] Tangential Stress [MPa] Radial/Axial Stress [MPa] 20 60.9704 541 -75 251 0 417.5 60.8861 400 -56 186 0 800 60.7972 356 -50 165 0 1205 60.6715 233 -33 108 0 1452.5 60.5877 90 -13 42 0 The presented data strongly suggest that strains and stresses within the SiC reduce towards zero with increasing temperature.
Summary The results suggest a significant reduction of strain and stress within these C/C-SiC materials at the expected operating temperature of 1600 °C, which is certainly not disadvantageous to the integrity of such components.

Graphene oxide is electrically insulating material due to its discrupted sp2 bonding networks and aliphatic sp3 – hybridized domain but the electrical conductivity of graphene oxide can be recovered by restoring the π – network via reduction process [7].
(b) (a) Fig. 2 3D plot for (a) GO: AC (0:1) and (b) GO: AC (1:1) Fig. 3 Nyquist plot of Y for GO: AC (0:1, 1:4, 1:2 and 1:1) Bode plot is another way of presenting the impedance data.
Qu, “Investigation of oxygen reduction on activated carbon electrodes in alkaline solution,” Carbon N.

Reduction of Ar pressure down to 0.8 Pa brought about a decrease of Mg content that caused a non-homogeneous growth of grains and disappearance of the amorphous phase on grain boundaries as shown in Fig.1 (b).
This value is the largest among the present data.
Therefore the reduction of gas pressure is quite effective to improve the ductility of deposited foils although the heterogeneous grain size distribution and the compositional change occurs.

For standardization and trustworthiness in the acquired data and final results, it makes necessary a control of the roughness of the samples surfaces from the beginning to the ending of the lapping.
The objective was to get an equal reduction of the dispersion on the Ra roughness on every sample after every sandpaper lapping.
Finally the polycarbonate presented a reduction of its roughness after the polishing using SOLUTIONS B and E.

Introduction Exhaust gas recirculation (EGR) is a commonly used technique for the reduction of nitrogen oxide (NOx) emissions from internal combustion engines which attracts more attention around the world[1,2].
However, with the reduction of NOx emissions, the application of EGR technology will also produce some disadvantages, such as the enhancement in brake specific fuel consumption and particulate matter emissions[5].
Fig. 3 Agglomeration number-size distribution Fig. 4 Number concentration and mean aggregate as functions of EGR rate particle size as functions of EGR rate In consequence, the resulting number concentrations, as well as mean aerodynamic of diesel particulates were shown in fig. 4 by means of statistical methods using measurement data in fig. 3.

The thermal diffusivity between 20˚C to 1400˚C was measured using a laser flash apparatus.The thermal conductivity λ was calculated from the density ρ, heat capacity Cp and thermal diffusivity α, using the equation (3): λ=ραCp (3) Because the samples were not fully dense, the measured thermal conductivity λ was modified for the actual data λ0 using equation (4): λ/λ0=1-4φ/3 (4) Where φ is the fraction of porosity inside the sintered sample which was determined using the relationship φ=1-ρ/ρt, ρt is the theoretical density.
The reduction in the porous thermal conductivity of LaYSZ is 15%, 18.3% and 19.5% at 30˚C, 400˚C, 700˚C, respectively.
This result has been reported by other researchers[9].The lower porous thermal conductivity of LaYSZ could be attributed to the more homogeneous distribution of pores in samples which decrease the thermal conductivity by reducing the phonon mean free path, so it can be concluded that the promotion of sintering-resistance is beneficial for the reduction of thermal conductivity.

The strains on main bar and concrete and vertical deflection were measured using LVDTs and connected to the data logger to record the reading (Fig. 2).
It can be seen that the rate of deflection per unit load is higher after the initial crack appear which is an indication of the reduction in the stiffness of the cracked beam.
It can be noted from the results that increased in number of cracks caused the reduction in cracking spacing.

Table 1 The known parameter of all kinds of transportation Mode of transport tn fn cn highway cars 45 23 20 intercity bus 55 12 12 in buses 60 6 10 railway high speed rail 24 21 5 intercity rail transit 38 11 6 According to the travel survey data, applicating of SPSS software for model calibration, we can get ita1=1.89, a2=5.06, a3=7.70, V1= -47.73 V2= -72.27 V3= -66.76 V4= -113.12 V5= -81.28 setting k=2,w=0.4,applying the model M to get match flow results different modes of transport.
Table3 Sensitive analysis between HangShao intercity rail transit fare levels and passenger flow volume（%） The fare level The fare amount passenger flow volume in 2020 Passenger flow volume variation in 2020 Growth of 20% 13 153357 -8.63 Growth of 10% 12 147259 -4.31 0 11 141174 0 reduction in 10% 10 148077 +4.89 reduction in 20% 9 154826 +9.67 Figure 1 HangShao intercity rail transit fare levels and passenger flow volume It can be seen from the table, as the intercity rail transit passenger ticket price rising, traffic volume gradually reduce and transfer to the other mode of transportation.