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A 1-D model of a turbocharged 1.0L 3-cylinder gasoline engine was developed using simple model described in Figure 1 and validated with actual engine test data as reported by King et al. [19].
Results and Discussions A 1-D model of a turbocharged 1.0L 3-cylinder gasoline engine was developed using simple model shown in Figure 1 and validated with actual engine test data.
Although the results follows the same trend as that of the engine test data at higher rpm, at low engine rpm it was far lagging behind the test data.
The highest BSFC normalised data reduction can be shown at 2000 rpm with 2.19%.
The peak improvement of BMEP can be shown at 1500 rpm, but at lower engine speed (ie <2500 rpm) the turbo compounding have a similar impact on the normalised BMEP data with range of improvement from 1.3 to 2.5%.

Results showed no significant differences for indoor air temperatures reduction among the insulation materials.
The internal gain of the building was due to: § Number of people: 2 § Max. sensible gain: 90 W per person (90 W x 2 person = 180 W) § Max. latent gain: 60 W per person (60 W x 2 person = 120 W) The simulations were performed using the nearest climatic data (Kuala Lumpur/Subang, Malaysia).
The temperatures reached the lowest peak of the daily average data at 0645h to 0715h at the temperatures between 23.2 and 24.7 °C.
Although a significant reduction in the hatchery indoor temperature was achieved with the installation of insulation, the reduction was still far from the acceptable upper thermal limit (34 °C) by human in tropical regions [18].
Temperature reduction in attic and ceiling via insulation of several passive roof designs.

Simulation results were verified by data obtained from benchmark tests and further analyses of distributions of pollutants were carried out in this paper.
Introduction Increasing efficiency of marine diesel engines is always the eternal topic, and reduction emission from engines has been a main issue since 19th May 2005, IMO MARPOL 73/78 protocol Annex VI coming into force [1].
With a view of reduction in NOx emission based on minimizing loss of the efficiency of marine diesel engines, this study was focused on research on engine combustion and NOx formation.
Report: Non-road diesel emission reduction study.
October 14, 2003 [4] Holtbecker, Rudolf and Markus Geist, 1998, Exhaust emissions reduction technology for Sulzer marine diesel engines: general aspects, Wartsila NSD Switzerland Ltd.

Tensile tests and fatigue tests were performed to evaluate the effect of tightening torque and to obtain the basic experimental data.
Nine M16x40 socket bolts were used on the wheel and sixteen M16x90 hexagon head bolts were used to adhere wheels to reduction gears.
The tightening torque of hexagon bolts that adhered wheels to reduction gears was 235N⋅m, and the axial load caused by the tightening torque on bolts was 76kN.
The reduction of axial load of hexagon bolts occurred due to tightening up the other bolts; therefore the hexagon bolts were tightened last to get the accurate axial load.
Mechanical properties of M16 bolts Grade Yield strength Tensile strength Elongation Reduction of area Hardness F10T 882 MPa 980-1176 MPa < 14 % < 40 % HRC 27-38 Table 3.

It provides a basis for noise reduction method
In addition, no-load maximum speed loader engine and cab vibration frequency spectrogram showed that the most important frequency components do not consist of 120Hz and 216Hz, so we learned that the vibration of the engine and the cab is not the main sound source outside the cab and engine. 4.4 Interior noise frequency spectrum chart analysis By interior cab noise measurements, we recorded noise data on the left and right ears of the driver, two following spectrogram are achieved.
Then help to determine the reduction method and improve the efficiency of the reduction method by match the main frequency.
Wheel loader cab noise source analysis and noise reduction design.
Causes of cab noise based on the noise spectrum test data [J].

Choosing the appropriate noise reduction method is essential for the acquired acceleration signal from 3DM-GX1.
For average filter, sequentially adjacent 10 acceleration signal data are used to filter.
Experimental data de-noising of acceleration signal The three accelerometer of 3DM-GX1 is selected as research object and the proposed de-noising method is used to conduct the de-noising experiments.
We take a group of data acquired from accelerometer of 3DM-GX1 to analyze and verify the correctness of the proposed de-noising method.
Journal of Data Acquisition and Processing,2006, 21(2):217-221

It can be seen from the above experimental data that for this experimental platform, in the case of using all steel radial tire tread rubber ingredient, the optimum value of open mill roller spacing is around 0.6mm.
It can be seen from the above experimental data that for this experimental platform, in the case of using all steel radial tire tread rubber ingredient, the optimum value of open mill roller speed n is around 29r/min.
It can be seen from the above experimental data that for this experimental platform, in the case of using all steel radial tire tread rubber ingredient, the optimum value of open mill roller speed ratio f is around 1.25.
It can be seen from the above experimental data that for this experimental platform, in the case of using all steel radial tire tread rubber ingredient, the optimum value of mixing temperature T is around 50℃.
It can be seen from the above experimental data that for this experimental platform, in the case of using all steel radial tire tread rubber ingredient, the optimum value of mixing time t is around 18.5min.

The calculation method of non-linear earthquake response time analysis is Newmark-β integration at different displacement ductility factor μ and strength reduction factor R levels ranging from 1 to 10.
Assuming DM|IMPGA is lognormal distribution, probability density function of structural response can be represented by: (1) A linear regression of ln(dm) on ln(im) yields the coefficients a and b; the standard deviation of regression , measuring the second moment of data points around the predicted curve, can be used to estimate the dispersion measure .
(a) (b) Fig.5 Standard deviation of natural logarithm under the condition of constant-ductility (a) (b) Fig.6 Standard deviation of natural logarithm under the condition of constant-strength reduction factors Figure 6 shows that strength reduction factor (R) and structural period have significant influence on dispersion degree.
(2) Ductility level and strength reduction factor have great influence on the correlation between IM and the maximum displacement response
(3) Structural period, ductility level and strength reduction factor have important influence on dispersions of structural seismic response, and Sa(T1) and PGV are relatively efficient IM.

Testing Results.The defining damping coefficient (acceleration reduction coefficient) is given as below, Defining X direction as the paralleled direction of housing short side.
Figure 11 shows comparison charts of schedule curves in acceleration tests, in the coordinate axis, X-axis indicates time (U:ms), and Y-axis indicates acceleration (U:m/s2), and the comprehensive data analysis results are shown in Chart 1 and Chart 2.
X direction Test No.1 X direction Test No.2 X direction Test No.3 X direction Test No.4 X direction Test No.5 Y direction Test No.1 Y direction Test No.2 Y direction Test No.3 Fig.11 Comparison charts of schedule curves in acceleration test Table.1 Data processing of direction X test No. acceleration of the first floor () acceleration of the basement () reduction rate of acceleration damping coefficient maxi- mum mini- mum maxi- mum mini- mum maxi- mum reduction mini- mum reduction mean value 1 0.00222 -0.00222 0.00422 -0.00406 0.526 0.547 0.536 0.576 2 0.00222 -0.00244 0.00342 -0.00441 0.649 0.553 0.601 3 0.00251 -0.00187 0.00369 -0.00389 0.680 0.481 0.580 4 0.00324 -0.00214 0.00407 -0.00435 0.796 0.492 0.644 5 0.00202 -0.00232 0.00419 -0.0042 0.482 0.552 0.517 test No. acceleration of the first floor () acceleration of the basement () reduction
rate of acceleration damping coefficient maxi- mum mini- mum maxi- mum mini- mum maxi- mum reduction mini- mum reduction mean value 1 0.00202 -0.0041 0.00495 -0.00469 0.408 0.874 0.641 0.666 2 0.00236 -0.00418 0.00501 -0.00456 0.471 0.917 0.694 3 0.00243 -0.00464 0.00527 -0.00537 0.461 0.864 0.663 Table.2 Data processing of direction Y Conclusion (1) the reinforced-asphalt composite isolation layer technology has been successfully applied to a rural civil building.
The test result indicates that the damping coefficient of X direction is 0.576 (acceleration reduction coefficient is 57.6%), while 0.666 (acceleration reduction coefficient is 66.6%) of Y direction, which shows a satisfying damping effect

Obtained data from weight loss and potentiodynamic polarization methods has shown the value of inhibition efficiency (% IE) is proportional toadded inhibitor concentration.
Tafel constants data indicates that MP extract can act as cathodic and anodic inhibitors (type of mixed inhibitor).
It shows that MP extract works relatively well in the cathodic sides, by reducing the rate of reduction of Na+ion.
From the measured data using weight-loss and potentiodynamic polarization methods indicates that the value of inhibition efficiency increases as increasing MP extract concentrations.
Corrosion parameter data has shown that MP extract is mixed type of inhibitor, working on anodic and cathodic sides.