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( X. M. He ),( L. J. Rong ) 대한금속재료학회 ( 구 대한금속학회 ) 2006 METALS AND MATERIALS International Vol.12 No.4
Martensite in TiNi-based alloys is reported to be thermally stabilized after a moderate deformation. Hence, this paper investigates the effect of deformation via stress-induced martensitic transformation on the reverse transformation behavior of (Ni(47)Ti(44))(100-x)Nbx(x=3, 9, 15, 20, 30 at.%) alloys. The stress-induced martensite appears to be stabilized in relation to the thermal-induced martensite that forms on cooling. This observation is confirmed by an increase in the reverse transformation start temperature, during which time the transformation temperature hysteresis reaches about 200℃. Moreover, the Nb content in Ni-Ti-Nb alloy has a great influence on the transformation temperature hysteresis of stress-induced martensite as well as on the process of stress-induced martensitic transformation. The mechanism of wide transformation temperature hysteresis is explained in terms of the microscopic structure of (Ni(47)Ti(44))(100-x)Nbx alloys. Furthermore, the temperature interval of the reverse transformation of stress-induced martensite was found to increase slightly as the strain of the high Nb-content alloy increased, though the value was much smaller than that of the thermally induced martensite. Finally, the paper explains the relation between this unique phenomenon and the elastic strain energy.
PRODUCTION FROM FINE WOOL SHEEP IN THREE AREAS IN NORTHERN CHINA
Masters, D.G.,Purser, D.B.,Yu, S.X.,Wang, Z.S.,Yang, R.Z.,Liu, N.,Wang, X.L.,Lu, D.X.,Wu, L.H.,Rong, W.H.,Ren, J.K.,Li, G.H. Asian Australasian Association of Animal Productio 1990 Animal Bioscience Vol.3 No.4
The seasonal changes in production, the systems of management and the seasonal climatic and feeding conditions are described for three farms representative of the major areas for growing fine-wool sheep in northern China. At all farms, summer and autumn were seasons of rapid liveweight gain and wool growth. In the winter and spring, during lactation, liveweight declined wool growth decreased by approximately 70%, and fibre diameter by 4 to 8 microns. The wool produced was characterized by a very low clean wool yield (39-51%). Greasy fleece weights ranged from 4.5 to 8.0 kg and average diameter of wool fibres from 20.5 to 23 microns. The number of lambs born per 100 ewes mated ranged from 79 to 95, lamb weights ranged from 3.8 to 4.5 kg, and weaning weights ranged from 17 to 25 kg. Overall, the patterns of sheep production were similar to those found in seasonally arid environments (such as in the mediterranean climatic zone). Yield of clean wool and therefore clean fleece weights were far below those in most other fine-wool producing areas of the world.
Li, Z.R.,Li, Z.C.,Dong, Z.F.,Huang, T.,Lu, Y.G.,Rong, J.L.,Wu, H. Korean Nuclear Society 2021 Nuclear Engineering and Technology Vol.53 No.9
Investigations of large commercial aircraft impact effect on nuclear power plant (NPP) buildings have been drawing extensive attentions, particularly after the 9/11 event, and this paper aims to experimentally assess the damage and vibrations of NPP buildings subjected to aircraft crash. In present Part I, two shots of reduce-scaled model test of aircraft impacting on NPP building were carried out. Firstly, the 1:15 aircraft model (weighs 135 kg) and RC NPP model (weighs about 70 t) are designed and prepared. Then, based on the large rocket sled loading test platform, the aircraft models were accelerated to impact perpendicularly on the two sides of NPP model, i.e., containment and auxiliary buildings, with a velocity of about 170 m/s. The strain-time histories of rebars within the impact area and acceleration-time histories of each floor of NPP model are derived from the pre-arranged twenty-one strain gauges and twenty tri-axial accelerometers, and the whole impact processes were recorded by three high-speed cameras. The local penetration and perforation failure modes occurred respectively in the collision scenarios of containment and auxiliary buildings, and some suggestions for the NPP design are given. The maximum acceleration in the 1:15 scaled tests is 1785.73 g, and thus the corresponding maximum resultant acceleration in a prototype impact might be about 119 g, which poses a potential threat to the nuclear equipment. Furthermore, it was found that the nonlinear decrease of vibrations along the height was well reflected by the variations of both the maximum resultant vibrations and Cumulative Absolute Velocity (CAV). The present experimental work on the damage and dynamic responses of NPP structure under aircraft impact is firstly presented, which could provide a benchmark basis for further safety assessments of prototype NPP structure as well as inner systems and components against aircraft crash.
Li, Z.R.,Li, Z.C.,Dong, Z.F.,Huang, T.,Lu, Y.G.,Rong, J.L.,Wu, H. Korean Nuclear Society 2021 Nuclear Engineering and Technology Vol.53 No.9
Investigations of large commercial aircraft impact effect on nuclear power plant (NPP) buildings have been drawing extensive attentions, particularly after the 9/11 event, and this paper aims to numerically assess the damage and vibrations of NPP buildings subjected to aircrafts crash. In Part I of present paper, two shots of reduce-scaled model test of aircraft impact on NPP were conducted based on the large rocket sled loading test platform. In the present part, the numerical simulations of both scaled and prototype aircraft impact on NPP buildings are further performed by adopting the commercial program LS-DYNA. Firstly, the refined finite element (FE) models of both scaled aircraft and NPP models in Part I are established, and the model impact test is numerically simulated. The validities of the adopted numerical algorithm, constitutive model and the corresponding parameters are verified based on the experimental NPP model damages and accelerations. Then, the refined simulations of prototype A380 aircraft impact on a hypothetical NPP building are further carried out. It indicates that the NPP building can totally withstand the impact of A380 at a velocity of 150 m/s, while the accompanied intensive vibrations may still lead to different levels of damage on the nuclear related equipment. Referring to the guideline NEI07-13, a maximum acceleration contour is plotted and the shock damage propagation distances under aircraft impact are assessed, which indicates that the nuclear equipment located within 11.5 m from the impact point may endure malfunction. Finally, by respectively considering the rigid and deformable impacts mainly induced by aircraft engine and fuselage, an improved Riera function is proposed to predict the impact force of aircraft A380.