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According to the production data of a rolling H-beam factory, the FE model of hot continuous rolling process of H-beam is built.
In which ——Datum deformation resistance, that is resistance in condition of =1000℃, and s-1 ——the degree of deformation (logarithmic strain); ——the deformation speed; , ——the regression coefficient, whose value depends on the steel grade For the 25 steel, =150.6MPa，，，，，，。
In order to produce the proper size of the product, in the universal rolling mill, flange reduction will increase, which is bigger than that of web.
But the vertical roll on both sides rolles flange, the reduction direction is contrary to the direction of web spread.

This research focuses on nanofilms derived from metal salt reduction as modifiers on glassy carbon electrode.
Pt NPs were synthesized by chemical reduction of H2PtCl6·6H2O in aqueous solution as described in the literature [34].
Further, based on Eq. (3) the value of apparent heterogeneous rate constant, ks were calculated (Table 1) and found to vary from 0.10 to 31.13 s-1 as evaluated from the experimental data.
Watson, Electrochemical reduction of oxygen on mesoporous platinum microelectrodes, Chem.
Guobiene, Analysis of Silver Nanoparticles Produced by Chemical Reduction of Silver Salt Solution, Mater.

Vertical vehicle acceleration and reduction rate of wheel load are hardly varying with damping ratio.
Parameters Analysis of Train running performance on High-speed Bridge during Earthquake In this paper bridge is 32m multi-span simple beam of Qin’shen passenger transportation special line, rail irregularity is real data of Qin’shen passenger transportation special line.
Table 4 Relation of bridge damping ratio and dynamic responses of vehicle-bridge system during Qian’an wave Bridge damping ratio Vertical displacement in the middle of span(mm) Lateral displacement in the middle of span (mm) Vertical acceleration of vehicle (g) Lateral acceleration of vehicle (g) Reduction rate of wheel load ∆p/p Lateral wheel-rail force (kN) Derailment coefficient Q/P 0.01 3.548 3.481 0.082 0.0998 16.01 54.6 0.445 0.02 3.511 3.344 0.082 0.099 15.86 53.39 0.434 0.04 3.443 3.16 0.0821 0.0984 15.64 51.66 0.419 0.06 3.38 3.03 0.082 0.0977 15.56 50.42 0.409 0.08 3.34 2.919 0.082 0.0972 15.63 49.46 0.401 0.1 3.3 2.817 0.082 0.0968 15.63 48.69 0.395 Table 5 Relation of bridge damping ratio and dynamic responses of vehicle-bridge system during Kobe wave bridge damping ratio vertical displacement in the middle of span (mm) lateral displacement in the middle of span (mm) vertical acceleration of vehicle (g) lateral acceleration of vehicle (g) Reduction rate of wheel load
Vertical vehicle acceleration and reduction rate of wheel load vary less with different damping ratio.
Vertical vehicle acceleration and reduction rate of wheel load vary less with different damping ratio. 6.

To generate the required data, two different experimental setups were used.
To obtain the measurement data, the time dependence as well as the interaction of the parameters, variable parameters had to be defined.
Within this data the time-dependent contact angle can be plotted (Figure 8) and compared with the as received surface condition (t>>).
Stahl, “data sheet - DC01,” 2015.
[4] Haeuselmann, “data sheet - EN AW 6082,” 2015.

They show that, in general, flow stress increases and ductility decreases with increasing sheet thickness even if such influence is strongly related to the temperature and strain rate conditions Finally, the analysis of the Zener-Hollomon parameter vs. peak flow stress data showed that the same mechanisms are operative in the investigated sheets.
Furthermore, an increase in temperature and a decrease in strain rate lead to a reduction in flow stress.
A rapid analysis of the data showed in Fig.6a could suggest that different mechanisms are operating in sheets with similar compositions but with different initial microstructure (Fig.s 1 and 2) or thickness; to check this assumption, all the peak flow modulus compensated stress experimental data obtained by testing the AZ31 alloy were reported in Fig. 6b in form of the Zener-Hollomon parameter (Z): (2) by using the activation energy for self diffusion in Mg (Q=135 kJ/mol).
It can be easily observed in Fig. 6b that all the experimental data, including also the data obtained by Spigarelli et al. [9], collapse almost on the same band; it can be thus reasonably concluded that the initial microstructure only marginally influences the magnitude of the peak flow stress and that similar mechanisms are operative in the investigated alloys.
a) b) Fig. 6. a) Equivalent strain rate vs. peak stress and b) Zener–Hollomon parameter, with Q= 135 kJ/mol, for all the data summarised in the present study, compared to data E1 obtained by Spigarelli et al. [9].

However, using powder metal alloys in the HIP form can provide cost reductions for superalloy components presently manufactured from the more traditional cast and wrought techniques.
This is due to the fewer processing steps required for as-HIP manufacture and reductions in material input from use of net or near net shape manufacture.
Thermocouple data from a compact heat treated at 1170°C showed a cooling rate of approximately 1.2˚C/s.
The reduction in yield strength of the coarse powdered supersolvus condition is consistent with the Hall-Petch relationship [8].
The reduction in crack growth rate for PSD A compact material receiving a supersolvus heat treatment is thought to be due to grain growth and the associated GB migration.

What’s more, information validity, data collection and calculating complexity should also be considered.
Accident risk indices analyzeaccident risks that should be checked in the power system planning stage, based on the document ‘electrical safety accident emergency handling and investigation regulations’ issued by the State Council (State Council Decree No. 599), including load reduction ratio of double and above circuit lines trip on the same tower (N-2 fault) andload reduction ratio of single HVDC bipolar latch (N-2 fault).
Social Benefits.Social benefits indices reflect the impact of grid development on the society, economy and environment, including new energy efficiency and energy-saving emission reduction efficiency.
Energy-saving emission reduction efficiency target layer consists of two operating indices: CO2 emissions reduction and SO2 emissions reduction.
ratio of double and above circuit lines trip on the same tower (N-2 fault) Load reduction ratio of single HVDC bipolar latch (N-2 fault) Investment risk Dynamic payback period Internal rate of return(IRR) Ability to withstand risks Ability to withstand natural disasters Ability to withstand other risks (human or external damage) Social benefits New energy efficiency Coal amount of reduced fossil energy consumption Treatment cost of reduced pollutant emissions Energy-saving emission reduction CO2 emissions reduction SO2 emissions reduction References [1]XIAO Jun, CUI Yanyan, WANG Jianmin, et al.

Conclusions ICU heart rate monitor is focused research, and it is organic combination of Markov mathematical model and heart rate monitoring and data, which can response more scientific judgment and prediction for the body signs signal of the patient.
Markov model always reflects the independence of the medical staff observations in the process of studying the heart rate monitoring, and its observation results will not affect the historical data, to ensure the accuracy of observation value.
[6] Pang Xingmei, Study of heart rate estimation algorithm and monitor error alarm inhibition based on data fusion .
Reduction of false arterial blood pressure alarms USing Signal quality assessment and relationships between the electrocardiogram and arterial blood pressure .
An optimal technique for ECG noise reduction in real time applications.Compute in Cardiol, 2009(33):225-228

However, due to the enormous cost of the large number of flight conditions and configurations to be analysed, a significant part of aircraft and engine certification still relies on linear models supplemented and tuned by test data.
The computations match the hump mode flutter onset experimental data well for both configurations.
The nonlinear steady flow field data for the F-16 simulation were supplied by Navier–Stokes CFD.
This analysis predicts aero elastic instability at speeds, frequencies and negative damping levels that are consistent with the F-16 flight test data.
Modelling Structural Nonlinearity in Airframes A recent study has been directed at developing the computational aero–thermo–elastic methods necessary to model all these effects and validating that model with wind tunnel data.

Dieless drawing is a kind of flexible and plastic forming process without conventional dies, which can achieve a great reduction of tube metals in single pass by means of local heating and cooling approach.
However, owing to lacking deep research in metal flowing and temperature field model during the dieless drawing of tapered metallic tube, this technology has some shortcomings of low product dimensional accuracy, small cross-section reduction, and surface treatment issue[11,12].
We defined the end of tapered tube with a largest diameter of 6mm as origin. 2.0 2.2 2.4 2.6 2.8 3.0 3.2 0 50 100 150 b) T0=1000℃, S0=25 mm External diameter Rt (mm) experimental data (v0=20 mm·min-1) experimental data (v0=40 mm·min-1) theoretical curve (v0=20 mm·min-1) theoretical curve (v0=40 mm·min-1) The distance (mm) 1.8 2.0 2.2 2.4 2.6 2.8 3.0 3.2 0 50 100 150 External diameter Rt (mm) a) v0=20 mm·min-1, S0=40 mm experimental data (T0=1150 ℃) experimental data (T0=1100 ℃) experimental data (T0=1000 ℃) experimental data (T0=900 ℃) theoretical curve (T0=1150 ℃) theoretical curve (T0=1100 ℃) theoretical curve (T0=1000 ℃) theoretical curve (T0=900 ℃) The distance (mm) Fig. 3 The external diameter of tapered tubes vs the distance The curves of diameter at different distances were shown in Fig. 3.
Better bus straightness degree and larger section reduction ratio of tapered tube could be obtained when the theoretical control model of drawing speed established in this paper was used.
a) v0=20 mm·min-1, S0=15 mm experimental data (T0=1100 ℃) theoretical curve (T0=1100 ℃) experimental data (T0=900 ℃) theoretical curve (T0=900 ℃) Drawing force P(N) The time(s) Drawing force P (N) experimental data (S0=15 mm) theoretical curve (S0=15 mm) experimental data (S0=40 mm) theoretical curve (S0=40 mm) The time (s) b) v0=25 mm·min-1, T0=1100 ℃ Fig. 4 Drawing force for tapered tubes vs time The curves of drawing force at different times were shown in Fig. 4.