關於 steel structure design ，我們在網路上蒐集到這些相關的討論、資訊與評價

有外國網友想要知道這款陸軍特戰突擊車的介紹，嘛，這算是有點「家醜外揚」的感覺，不過既然人家有心想知道，晚點附上英文版介紹

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陸軍SC-09A四輪傳動特戰突擊車，是由國內廠商「星僑企業」與陸軍合作的國造裝備案，陸軍要求可由直升機機動部署、能符合空降與機降的運用、同時也能支援山隘行軍的偵查，適用於山林間的產業道路，總數量56輛

以民用版福特 ESCAPE2.3越野休旅車為基礎改裝，全長4.1公尺，寬2.2公尺，重量1225公斤,可乘載三名戰鬥成員，採用汽油版的16V DOHC Duratec-HE反制式引擎，排氣量2261cc，最大馬力157 hp/20.4 kgm，底盤方面前輪懸吊採獨立麥佛遜防傾桿設計，後輪則使用獨立複合多車桿副車架，強化舒適性

車頭型式採用板狀外型，上層結構改為防滾鋼架籠型。車內儀表板改為板金件,座椅則採用筒形賽車椅,可供駕駛、車長及火力射手固定在座位上，車內並增設槍架、火箭筒固定架、車內中央通信裝備、防爆油箱，車外則加裝絞盤、防空燈、HID高照明頭燈、前保桿、後登踏保桿及防爆輪胎，該突擊車涉水深度稱可達23公分, 並有限制高度至1.9公尺，可輕易開入CH-47SD直升機機腹

https://m.xuite.net/blog/hojiyi/wretch/149706788
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ENG

The Army SC-09A 4WD tactical assault vehicle(TAV), by domestic manufacturer "Shin-Chiao(星僑) Enterprise" and with Army in cooperation, requires that it can be deployed by helicopters, airborne and aircraft landing, supporting mountain pass reconnaissance, that can be used on roads in mountains and forests, totally needs 56 vehicles.

base on the civilian version of Ford ESCAPE 2.3 SUV, 4.1 meters length, 2.2 meters width, and 1225 kg weight, it can carry three combat crews, using a gasoline version 16V DOHC Duratec-HE counter-engine, 2261cc displacement, the maximum horsepower is 157 hp/20.4 kgm. In terms of chassis, the front wheel suspension uses an independent McPherson anti-roll bar design, and the rear wheel uses an independent composite multi-bar subframe to enhance comfort.

The front is designed with a plate-like appearance, and the upper structure is anti-rolling steel cage type. The instrument panel inside the car is changed to sheet metal parts, and the seat is a cylindrical racing seat for the driver, the captain and the fire shooter to be fixed on the seat. A gun rack, rocket mount, central communication equipment, bulletproof fuel tank are added in the car, and the outside of the car Adding winches, anti-aircraft lights, HID high-illumination headlights, front bumpers, rear bumpers, and anti-explosive tires. The tactical assault vehicle's wading depth can reach 23 cm, and the height is limited to 1.9 meters, enabling easy deployment In the belly of the CH-47SD helicopter.

I believe that when we stop focusing all the things that going wrong in our life, that’s when good thing starts happening.. 🙏🏻✨💫⁣
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Throwback to those day that we can still roam around for free in the garden without the mask and before #CircuitBreaker started..⁣
Shoot by 📸: @blackivory - I miss create content with you! Find new places to explore and shoot new angles.. ⁣
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Btw talking about this #AirMesh Pavilion at #GardensbyTheBay - This angular, tetrahedral design mesh-covered pavilion has structure made with 3D-printed stainless steel nodes. ⁣
Built using more than 200 rods connected by 54 3D-printed steel nodes the temporary pavilion was created by the Architectural Intelligence Research Lab (AIRLAB), based at the Singapore University of Technology and Design.⁣
Called AIRMESH, it is the product of five years of researching and was assembled in two days using only hex keys.⁣
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#exploreSingapore #discoverSingapore #VisitSingapore #singaporeinsiders #singaporeworld #things2doinSingapore #Singapore⁣

GRANDIOSO K1X

"Two revolutions integrated. Two revolutions connecting people to music... The VRDS-ATLAS and Master Sound Discrete DAC - now come to fruition in an integrated player that carries the name… Grandioso ( Grandioso (music): Grand or noble)."

An unprecedented transport mechanism that invites you to the furthest reaches of sound.

VRDS (Vibration-Free Rigid Disc-Clamping System) is Esoteric's unique CD/Super Audio CD transport technology, which has been specially designed to clamp the disc to a same-diameter turntable in order to eliminate the disc's rotational vibration, as well as any extraneous vibration emanating from the mechanism itself. It also corrects any warpage of the disc, dramatically improving the accuracy of both the optical pickup and the disc pit layer's corresponding optical axis, while also minimizing servo current. This all adds up to dramatically reduced disc read error for exceptional audio quality.

The new VRDS-ATLAS platform boasts unprecedented mechanical perfection and superlative audio quality, with heavyweight construction that is fully 127% heavier than previous iterations (6.6kg for the mechanism alone, and 13.5kg including its base). This highest rigidity and weight in the history of VRDS mechanisms has the effect of greatly reducing any and all vibration that could adversely affect audio quality. The transport's larger new side panels and bridge are all formed of SS400 steel, and its turntable is made from duralumin, which is renowned for its excellent sound quality. Also, its spindle features a newly designed thrust bearing system, for a friction-free one-point spindle support system that ensures smooth, noiseless turntable rotation.

Esoteric's impressive VRDS-ATLAS is the quietest and most elegant transport in the history of VRDS. The key to achieving this was a resolute focus on mechanical grounding technology that more effectively reduces vibration.

Adopting a wide & low-profile design for the entire mechanism helped achieve a lower center-of-gravity, and relocating the turntable motor to below the turntable from its previous position above the bridge dramatically shortened the route for grounding vibration and reducing mechanical noise. Tray hollowing has also been minimized for increased rigidity, and special stoppers made from vibration-absorbing elastomer cancel out resonance when the tray is stored.

The Grandioso K1's mighty power supply was the key to its powerful and profound three-dimensional sound. With the introduction of its new X version, this power supply has been dramatically enhanced to add further depth to its exceptional audio tone. Its built-in D/A converter features independent power transformers for left and right channels, and the K1X includes a total of four independent toroidal power supply transformers. Furthermore, technologies cultivated in the development of the Grandioso P1X/D1X have also been adopted, including a new low-feedback DC power supply regulator featuring a discrete circuit configuration which contributes to its powerful open sound. The K1X also contains a total of 76 EDLC* supercapacitors (with a total capacity of 2,050,000µF or 2.05F). This greatly increased power supply capacity provides a tremendously improved sound quality for exceptional resolution in the lower frequency ranges.

*EDLC (Electric Double-Layer Capacitor):A special type of capacitor boasting an astoundingly high capacity compared to the electrolytic capacitors used in conventional audio equipment.

The VRDS-ATLAS transport mechanism is centrally located within the chassis, where it is fixed to a 5mm-thick steel bottom plate and supported by four proprietary pinpoint feet (patent no. 4075477 and 3778108). This effectively isolates the rotational mechanism from vibration. The internal structure of the chassis features a double deck design, with the audio boards on the upper level and power supply circuits and transformers on the lower level to minimize magnetic flux leakage and vibration, while also shortening the power supply wiring.

Semi-Floating Top Panel

The enclosure's top panel utilizes a screwless semi-floating structure that further contributes to an open and expansive sound.

Master Sound Discrete DAC

Bringing out all the dynamics and energy of the original master recordings.

Master Sound Discrete DAC Bringing out all the dynamics and energy of music.

Unattainable by integrated chips, our goal was to assemble carefully selected and tested discrete components into a complete circuit that could perfectly reproduce all the dynamics and energy of music. Our top engineering teams put their pride on the line to design and produce a quality of sound that can only be found in the Master Sound Discrete DAC discrete D/A converter.

The K1X's Master Sound Discrete DAC is the most revolutionary two-channel stereo DAC circuit in Esoteric's history, and is based on the original circuit developed for the Grandioso D1X monaural D/A converter.

As an extension of the D1X's design philosophy, a luxurious volume of materials have been invested in the construction of K1X's Master Sound Discrete DAC. For example, it features 32 separate elements for each channel. Key components such as a clock driver, logic circuit, and capacitors and resistors, are kept independent for each of these 32 elements to ensure the purest output without no loss of musical energy.

The K1X's independently developed Δ∑ modulator supports 64-bit/512Fs and the latest high-end digital formats, including of 22.5MHz DSD and 768kHz PCM signals. The FPGA's* dedicated digital processing algorithm was developed exclusively for the Master Sound Discrete DAC, and has been fully optimized for outstanding playback of both DSD and PCM digital audio data.

Advanced Quality Control

With a discrete DAC, where component tolerances are directly linked to arithmetic precision, highly advanced quality control is also required for the manufacture of electronic circuit boards. Esoteric's own in-house factory boasts some of the world's leading board mounting technologies, such as soldering performed in an oxygen-free furnace, which is located in a clean room featuring the same level of cleanliness found in a hospital operating room. Technologies cultivated in the production of electronic circuit boards for audio, medical, aerospace, and defense industries support the high production quality of the Master Sound Discrete DAC.

The ESOTERIC-HCLD output buffer amplifier boasts an amazingly high-speed slew rate (response speed) of 2,000V/µs. Current transmission and speed—the most important factors for an analog output circuit—have been pushed to the limits to reproduce the reality of music with a dynamic range that is truly breathtaking.

In addition to its XLR and RCA amplifier line connections, the K1X also features the ES-LINK Analog method of current transmission. Taking full advantage of the HCLD buffer circuit's powerful current supply makes the K1X less susceptible to the detrimental effects of impedance on the signal route. It also enables a more powerful signal transmission, fully driving connected compatible devices.

A high-accuracy clock circuit is the key to achieving superlative sound quality in digital audio playback. A top-quality clock circuit is truly the heart of any high-end digital player. The K1X now features the superb Grandioso Custom VCXO II clock originally developed for the Grandioso P1X/D1X. This clock was developed with carefully considered modifications made to the earlier model's internal circuitry and components to more vividly emphasize the K1X's ultimate audio quality while further boasting remarkably low phase noise and excellent center precision (±0.5ppm).

The K1X can also be connected to the Grandioso G1 Master Clock Generator for playback, with internal circuits synchronized to a 10MHz clock that features the same high precision as an atomic clock, enabling further pursuit of high sound quality.

D/A Converter Functions for External Input, D/D Conversion, MQA Support & USB Input

In addition to its coaxial and optical inputs, the K1X also features a USB type-B port that is compatible with both 22.5MHz DSD and 768kHz/32-bit PCM asynchronous signal transmission, thus enabling it to also be used as a stand-alone D/A converter. Functions are provided for upsampling a PCM digital signal to 2/4/8/16× (max. 768kHz) and converting PCM to DSD. The K1X is also compatible with MQA-CD decode playback and full MQA decoding for playback of various digital inputs including USB.*

*MQA certification is pending as of August, 2019, and support is scheduled to be added via a software update as soon as certification is complete.

(Source: Esoteric Japan)

? คลิปรถใหม่ 2019-2020 มาแล้วครับ คลิกที่นี่ https://www.youtube.com/channel/UCSebcviE-UeYMxVRNozwqtw/videos

Body and Chassis Design

The 2018 Accord's new body structure is lighter and more rigid, utilizing 29 percent ultra-high-strength steel, the most ever for a mass-produced Honda car. Overall, the new Accord employs 54.2 percent high strength steel (above 440 MPa).

Key body features include the latest generation of Honda's Advanced Compatibility Engineering™ (ACE™) body structure with crash stroke front frame, tailor-tempered rear frame members for improved crash-energy absorption, and the extensive use of structural adhesives for increased rigidity, cabin quietness and weight reduction. Total vehicle weight is down between approximately 110 to 176 pounds, depending on trim, while body torsional and bending rigidity are improved 32 and 24 percent, respectively, aiding ride quality, cabin quietness, and dynamic performance.

Mated to the new body is a more sophisticated new chassis design. The 2018 Accord's chassis is 6-percent lighter than before (not including wheels and tires) and features a new Macpherson strut front suspension with L-shaped aluminum lower arms mounted to an aluminum front subframe. The new setup better isolates and manages varying road inputs, improving handling precision, ride quality and cabin quietness along with outstanding high-speed stability and control. The new, more space-efficient rear suspension is a multi-link design mounted to a more rigid, floating rear subframe. Fluid-filled compliance bushings at all four corners further improve ride comfort and absorption of road irregularities.

Touring trims of Accord also feature, for the first time, an Adaptive Damper System with the ability to adjust shock absorber damping force every 1/500 of a second (0.002 second), using a proprietary Honda control algorithm, providing for a more compliant and controlled ride in all driving situations. The adaptive dampers are tied to a Two-Mode Driving System with Normal and Sport modes that allows the driver to dial-up/down the vehicle's sporty reflexes depending on the driving environment. The system engages with multiple chassis and drivetrain components, including the new dual-pinion variable-ratio electric power steering (EPS), automatic transmission, drive-by-wire throttle, adaptive dampers and Active Sound Control system, to provide the driver with an expanded range of driving characteristics. An ECON mode is also available that helps improve fuel efficiency by modifying throttle mapping and HVAC operation.

The new Accord has a 10-mm lower center of gravity. The adoption of lighter-weight turbocharged engines and other body design changes reduce the vehicle's moment of inertia, resulting in crisper turn-in and steering response. All models now have near optimal FWD weight distribution of approximately 60/40 percent front/rear. Accords with the new 2.0-liter VTEC turbo and 10AT check in at approximately 61/39 percent front/rear, a significant improvement versus the current V6 Accord with 6AT.

Along with the first application of structural adhesives to Accord, cabin quietness is further enhanced by a comprehensive sound-insulating package that includes full underbody covers (which also aid aerodynamics), front and rear fender and engine compartment insulators, alloy wheels with Honda-proprietary resonator technology, sound-absorbing carpet, acoustic laminated windshield glass – plus front door acoustic glass on EX and above – and a new, 3-microphone Active Noise Control system. The result is low noise levels with a well-balanced sound quality and a pleasingly sporty engine note.

Advanced Safety and Driver-Assistive Technology
For 2018, all Accords feature the full suite of Honda Sensing® safety and driver-assistive technologies as standard equipment. Honda Sensing includes Collision Mitigation Braking System™ (CMBS™), Lane Departure Warning, Road Departure Mitigation, Adaptive Cruise Control with Low-Speed Follow and, for the first time, Traffic Sign Recognition (see Safety section for more details). Additional available driver-assistive technologies include Blind Spot Information, front and rear parking sensors, Rear Cross Traffic Monitor and Driver Awareness Monitor; and all models feature a Multi-Angle Rearview Camera with dynamic guidelines.

Standard advanced active and passive safety systems include Vehicle Stability Assist with Traction Control, Anti-lock brakes with Electronic Brake Booster, Tire Pressure Monitoring System (TPMS), advanced front airbags, driver and front-passenger side airbags and new driver and front-passenger knee airbags. The Accord targets top U.S. government (NCAP) and IIHS collision safety ratings.

All-New 2018 Honda Accord Review

What's New?
Virtually everything on the Accord is new and substantially reengineered. Major new engineering features and technologies for the 10th-generation Accord redesign are as follows:

Body

29 percent ultra-high strength steel, the highest ever for a mass-produced Honda
ACE™ front body structure with crash stroke design
Laser-brazed roof skin
Rear crush zones with Softzone technology
First use of structural adhesives in Accord
First application of acoustic spray foam to Accord
More aerodynamically efficient: 3 percent reduction of CdA
Lighter (42 pounds, body-in-white), and more rigid (+24 percent torsional stiffness, +32 percent bending stiffness)
Active Shutter Grille (2.0-liter models)

Chassis

Aluminum intensive front suspension with new ultra-rigid aluminum and steel subframe
Multi-link rear suspension with floating subframe
Adaptive Damper System (Touring trims)
Two-Mode Driving System (Touring trims)
Dual-pinion, variable-ratio electronic power steering
Electronic Brake Booster (EBB)
Electric Parking Brake (EPB) with Automatic Brake Hold
Six percent lighter chassis (excluding tires and wheels)
Five new alloy wheel designs (17" and 19")

Powertrain

1.5-liter direct-injected VTEC Turbo® with dual Variable Timing Control (dual VTC)
Available 2.0-liter direct-injected VTEC Turbo® with dual VTC
Available 10-speed automatic transmission^
Available 3rd-generation Honda iMMD two-motor hybrid power unit (Hybrid model)

Connectivity and Driver-Assistive Technology

Standard HONDA SENSING™ with new Traffic Sign Recognition
Available 8-inch Display Audio with over-the-air system updates
Available 6-inch Head Up Display
Available next-generation HondaLink™ telematics
Smartphone entry and engine start (with HondaLink)
Available 4GLTE Wi-Fi (with HondaLink)
Available wireless device charging
Available fast Bluetooth® phone pairing with Near Field Communication

今日はじめて来てくれました、
堺市ウォーカー見て、堺市で一番あのカレーを食べに、
来てみると、ライダーズカフェだった・・・
かなり驚いたそうです、
グルメとライダーズカフェ、
よろしく、

ライダーズカフェMACHⅢ
大阪府堺市美原区北余部４６９－６
ＴＥＬ＆ＦＡＸ０７２－３６１ー３１７１
http://www.h4.dion.ne.jp/~maltuha/index.html
Kawasaki and GPZ900R (Gapezet moxa cautery are) are the motorcycles, and new generation sports Zarah of the Kawasaki (Kawasaki Heavy Industries) marketed in 1984. A pet name of Ninja (ninja) was named to the North America specification.
Outline

Because it was not possible to hope, and weight was too large, the performance gain more than this ruined the movement though GPz1100 that had been manufactured till then adopted four air cooling cylinder engine with the tradition since Z-1.

To achieve loading sports with brilliant under the power performance and the one class of GPz1100 or more, GPZ900R was developed. At that time, the engine demonstrated 115ps by the displacement of 908cc in the first generation of water-cooled designed quite newly, and was a performance of the first class. Moreover, the body that supported it adopted a diamond frame that used the engine as a stress member instead of abolishing the down tube made of high-tension steel (high-tensile steel) assumed to be a RIDGID conclusion without having the mule mount, and contributed to the small size and lightening. Moreover, the adoption of 16-inch wheel will be able to be called a novel point with full Cowling who suppresses the air resistance at that time.

A light sports car more than GPz110 0 was born in all respects such as the speed, acceleration, and cornering though some maximum speed of GPZ900R marked 250Km/h, and was inferior to that of GPz1100 by the horsepower as the result.


* The engine power is dropped to 108ps.
* The dry weight increases to 234kg.
* The Ann meter is abolished according to meter panel design change.
* Design change of rearview mirror
* Material change of seat sponge
* Design change in step mule
* Dumas switch change (designing and winker push cancellation making)
* Wheel design and size change (F:2.50-16 → 3.00-17,R:3.00-18 → 3.50-18)
* Change in size of tire (F:120/80-16 → 120/70-17,R:130/80-18 → 150/70-18)
* Brake..caliper..change..do..jar..oppose..jar..do..jar..do..jar.
* Change in brake rotor (F:280 φ → 300 φ,R:270 φ → 250 φ)
* Change (38 φ → 41 φ) AVDS (front fork sinking prevention function) abolition of
front fork
* Change of length of silencer (Become about 30mm longer).
* Coloring change ebony × pearl Cosmic gray and ebony × fire cracker red engine

This engine hit as real water-cooled engine at the first generation has the structure not seen so much in the other companies that doesn't use the stud bolt, and cools the sleeve directly by a wet liner. In addition, the thing to adopt "Side cam chain" method is the feature one in the cam chain because suction is made more straight and it improves efficiency laid out to the left end.

The approval or disapproval comes from there is a dislike of strength and lubrication shortage a little, and burning into first when the output improves of this part of the crank in the place in which it divides though combining ..digging.. and the crank shaft try the waist under by the crank web and assume the suppressed structure with one-place's of the journal cap, and try a primary gear of the first deceleration to control the width of the engine. The RIDGID mount that the mount is done directly by the frame without the mule is scheduled, and it averts and because F measures were necessary, the first balancer driven by the output from the crank shaft is built into at first this engine.

The cylinder head looks very large from the left side the valve scissors corner is might large, large-scale, and with the cam chain tunnel especially when seeing from the present level. The inside of this head is locker arm type DOHC of one cam two valve drive, and "Cageri" is caused easily from defective lubrication, and it is enumerated in one of the weak points between slippers sides of this camshaft and the locker arm.

The point that derived type's engine built one age afterwards from develop the point and afterwards exactly became "Mainspring" abundant might be value to the special mention from which it extends for 20 years to be near afterwards and this cars are produced though it was an engine with a lot of weak points like this.

It is off-the-beaten-path that the racing machine based on this engine was developed in parallel with GPZ900R though Kawasaki was not able to turn on the actual combat because it stopped the race activity in 1983.