Slope-rotatable designs with equal maximum directional variance for second order response surface models

1998 ◽  
Vol 27 (11) ◽  
pp. 2837-2851 ◽  
Author(s):  
Sung H. Park ◽  
Hyo T. Kwon
2014 ◽  
Vol 42 (4) ◽  
pp. 1635-1656 ◽  
Author(s):  
Holger Dette ◽  
Yuri Grigoriev

2015 ◽  
Vol 2015 ◽  
pp. 1-10
Author(s):  
Emmanuel S. Asapo ◽  
Cynthia A. Coles ◽  
Leonard M. Lye

A detailed study of the sorption of Ni2+ and Co2+ from simulated wastewater on saprist peat is presented. The significantly decomposed peat possessed a strong sorptive capacity that was maintained over a wide range of pH. With a metal concentration range of 50 to 200 mg/L, pH range of 3 to 10, peat dose of 2 to 40 g/L, and contact time of 12 to 24 h, batch experiments were conducted based on a four-factor Box-Behnken response surface design. The percentage removals of Ni2+ and Co2+ were analyzed using analysis of variance. Second order response surface models were developed with the significant factors and their interactions to predict the percentage sorption of Ni2+ and Co2+ independently. The prediction equations were verified with additional data not used in developing the equations. The study showed that the saprist peat could be a potential industrial metal adsorbent and the percentage of uptake of Ni2+ and Co2+ could be accurately predicted using the second order response surface models developed. Ni2+ uptake was greater for the two metals and reached a maximum value at just below a neutral pH and Co2+ uptake continued to increase from pH > 5, with higher uptake percentage at pH 10.


TAPPI Journal ◽  
2013 ◽  
Vol 12 (10) ◽  
pp. 33-41 ◽  
Author(s):  
BRIAN N. BROGDON

This investigation evaluates how higher reaction temperatures or oxidant reinforcement of caustic extraction affects chlorine dioxide consumption during elemental chlorine-free bleaching of North American hardwood pulps. Bleaching data from the published literature were used to develop statistical response surface models for chlorine dioxide delignification and brightening sequences for a variety of hardwood pulps. The effects of higher (EO) temperature and of peroxide reinforcement were estimated from observations reported in the literature. The addition of peroxide to an (EO) stage roughly displaces 0.6 to 1.2 kg chlorine dioxide per kilogram peroxide used in elemental chlorine-free (ECF) bleach sequences. Increasing the (EO) temperature by Δ20°C (e.g., 70°C to 90°C) lowers the overall chlorine dioxide demand by 0.4 to 1.5 kg. Unlike what is observed for ECF softwood bleaching, the presented findings suggest that hot oxidant-reinforced extraction stages result in somewhat higher bleaching costs when compared to milder alkaline extraction stages for hardwoods. The substitution of an (EOP) in place of (EO) resulted in small changes to the overall bleaching cost. The models employed in this study did not take into account pulp bleaching shrinkage (yield loss), to simplify the calculations.


2018 ◽  
Vol 42 (2) ◽  
pp. e12978
Author(s):  
Nur Cebi ◽  
Osman Sagdic ◽  
Abdulrahman Mohammed Basahel ◽  
Mohammed Abdullah Balubaid ◽  
Osman Taylan ◽  
...  

Author(s):  
Pavlina Mihaylova ◽  
Alessandro Pratellesi ◽  
Niccolò Baldanzini ◽  
Marco Pierini

Concept FE models of the vehicle structure are often used to optimize it in terms of static and dynamic stiffness, as they are parametric and computationally inexpensive. On the other hand they introduce modeling errors with respect to their detailed FE equivalents due to the simplifications made. Even worse, the link between the concept and the detailed FE model can be sometimes lost after optimization. The aim of this paper is to present and validate an alternative optimization approach that uses the detailed FE model of the vehicle body-in-white instead of its concept representation. Structural modifications of this model were applied in two different ways — by local joint modifications and by using mesh morphing techniques. The first choice was motivated by the strong influence of the structural joints on the global vehicle performance. For this type of modification the plate thicknesses of the most influent car body joints were changed. In the second case the overall car dimensions were modified. The drawback of using detailed FE models of the vehicle body is that they can be times bigger than their concept counterparts and can thus require considerably more time for structural analysis. To make the approach proposed in this work a feasible alternative for optimization in the concept phase response surface models were introduced. With them the global static and dynamic performance of the body-in-white was represented by means of approximating polynomials. Optimization on such mathematical models is fast, so the choice of the optimization algorithm is not limited only among local-search strategies. In the current study Genetic Algorithm was used to increase the chances for finding better design alternatives. Two different optimization problems were defined and solved. Their final solutions were presented and compared in terms of structural modifications and resulting responses. The approach in this paper can be successfully used in the concept phase as it is fast and reliable and at the same time it avoids the problems typical for concept models.


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