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Apache2.2.3のインストール Tomcat本体のインストール eclipseのTomcat pluginのインストール MySQLのインストール Apache2.2.3のインストール 1. http //httpd.apache.org/download.cgiからWin32 Binary (MSI Installer) apache_2.2.3-win32-x86-no_ssl.msiをダウンロード。 2．ダウンロードしたapache_2.2.3-win32-x86-no_ssl.msiを実行。 3．Network DomainとServer Domainには、 二つとも127.0.0.1を入れる。 Install DirectoryはD /Application/Apache2。 (Apache2のdirectoryは自分で作成する) 4．Browserを立ち上げ、http //127.0.0.1/（或いはhttp //localhost/)にアクセス。 正しくインストールできれば、"It works!"が表示される。 5．D \Application\Apache2\conf\httpd.confを開き、以下のコンテンツを探す。 # # DirectoryIndex sets the file that Apache will serve if a directory # is requested. # IfModule dir_module DirectoryIndex index.html /IfModule DirectoryIndex index.htmlの後にIndex.htm Index.php Index.php3 Index.cgi Index.pl Default.htmを追加する。 Tomcat本体のインストール 1．http //tomcat.apache.org/download-55.cgiから Tomcat5.5.17(Core Windows Executable)をダウンロード。 2．User Name, Passwordを入力。 Install DirectoryはD \Application\Tomcat 5.0\ 3. 環境変数を編集する： [Control Panel]→[System]→[Advanced]→[Enviroment Variables] →[System Variables]→[New] 以下の二つの環境変数を追加： Variable name JAVA_HOME Variable value C \Program Files\j2sdk1.4.2_12 Variable name CATALINA_HOME Variable value D \Application\Tomcat 5.0 4．Test Tomcat D \Application\Tomcat 5.0\bin\startup.batを実行。 cmd windowに"Server startup in xxxx ms"が表示されれば成功。 eclipseのTomcat pluginのインストール 1. http //www.sysdeo.com/eclipse/tomcatpluginから Sysdeo Eclipse Tomcat Launcherをダウンロード。 2．ダウンロードした zipファイルを解凍し、 ファイルcom.sysdeo.eclipse.tomcat_3.1.0を D \Application\eclipse\plugins\にコピー。 3．設定： eclipseを立ち上げ、 [ウィンドウ]→[設定] [Tomcat]をクリックし、 versionを5.xに変え、 Tomcat homeに"D \Application\Tomcat 5.0"を入力。 MySQLのインストール
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css2, css3から新要素含め復習 cssファイルの呼び出し方@import link rel="stylesheet" type="tex/css" href=" " style type="text/css" /style style="" シンタックス全称セレクタ 文脈セレクタ css2から拡張(木構造から子孫、兄弟関係からの指定が可能)子孫セレクタ 子供セレクタ 隣接(兄弟)セレクタ 疑似クラスリンク関連の疑似クラス css2で追加 p first-child疑似要素 first-letter, first-line 疑似要素 before, after 疑似要素 一意セレクタ 属性セレクタ ＠規則@import url("http //~"), url('http //~'), "http //~", 'http //~' @charset @media @page @font-face cssファイルの呼び出し方 文書間で共有される外部スタイルシートは特定文書内の style 要素に上書きされ、文書内の要素間に共有される style 要素は特定要素内の style 属性に上書きされます。この順序の中に @import 声明で導入されるスタイルシートが割り込みます @import 規則は外部スタイル・シートの中に記述して構いませんが必ずファイルの冒頭に無ければなりません スタイル宣言よりも後ろの行に記述すると無視されなければなりませんがブラウザ (UA) によってサポートのばらつきがあります cool.css （外部スタイルシート） atomic.css （@import 規則） head 要素内の style 要素 開始タグ中での style 属性 @import 外部入力スタイルシート コンポーネント化（部品化） @import 規則は style 要素内または外部スタイルシートの冒頭に書かれなくてはならない link rel="stylesheet" type="tex/css" href=" " 外部スタイルシート html meta http-equiv="content-style-type" content="text/css" link rel="stylesheet" href="./atomic.css" type="text/css" xhtml meta http-equiv="content-style-type" content="text/css" / link rel="stylesheet" href="./atomic.css" type="text/css" / ?xml-stylesheet href="./atomic.css" type="text/css" ? exe) !-- 固定スタイルシート； -- link rel="stylesheet" href="atomic.css" type="text/css" / !-- 優先スタイルシート； -- link rel="stylesheet" title="cool" href="cool.css" type="text/css" / !-- 代替スタイルシート； -- link rel="alternate stylesheet" title="modern" href="modern.css" type="text/css" / link rel="alternate stylesheet" title="classic" href="classic.css" type="text/css" / 固定スタイルシート：rel 属性の値stylesheet title属性は指定しない 優先スタイルシート：rel 属性の値stylesheet title属性を指定する 代替スタイルシート：rel 属性の値 alternate stylesheet title属性を指定する UAに指定がなければ 固定スタイルシートと優先スタイルシートが選択される title属性を同じ名前にすることでグループ化できる ?xml-stylesheet href="./atomic.css" type="text/css" ? style type="text/css" /style ?xml version="1.0" encoding="Shift_JIS" standalone="no"? !DOCTYPE html PUBLIC "-//W3C//DTD XHTML 1.1//EN" "http //www.w3.org/TR/xhtml11/DTD/xhtml11.dtd" html xmlns="http //www.w3.org/1999/xhtml" xml lang="ja" head meta http-equiv="content-type" content="application/xhtml+xml; charset=Shift_JIS" / title XHTML 1.1 とはなんだろうか /title !-- CSS を使う宣言 -- meta http-equiv="content-style-type" content="text/css" / !-- style 要素 -- style type="text/css" xhtml meta http-equiv="content-style-type" content="text/css" / style type="text/css" 埋込みスタイルシート style="" インラインスタイル 要素内スタイル属性を個別に割り当てる シンタックス CSS書式、構文 セレクタ { プロパティ：値； プロパティ：値； } a {} グループ化 a, b, c { } タイプセレクタ：HTMLﾆ用意されている要素がセレクタ(拡張可能) 全称セレクタ * { } 文脈セレクタ a a-b { } a.class { } .class { } a.class1.class2 { } 優先度は等価 最後に記述されたものが適用される a.class=a.[class~=class] css2から拡張(木構造から子孫、兄弟関係からの指定が可能) 子孫セレクタ ul * li [ } 子供セレクタ body a 隣接(兄弟)セレクタ h1 + h2 { } 疑似クラス リンク関連の疑似クラス link a[href] link { color maroon } a link { color maroon } link { color maroon } 全て等価 visited active css2では任意の要素に適用 link, visitedは排他的だがactive は他の疑似クラスと共存可能 hover カーソルが上に乗っている＆アクティブでない要素 focus テキスト入力にフォーカスされている要素 a hover が link, active よりも前に記述されていると、 a hover のスタイルは link, active のスタイルに上書きされてしまいます exe) link { color red } /* 未訪のリンク */ visited { color blue } /* 訪問済みのリンク */ a active { color lime } /* アクティブ中のリンク */ a hover { color yellow } /* カーソルが上に乗っているリンク */ css2で追加 first-child 疑似クラス first-child exe)body p first-child { } 或る要素が親要素の中で最初に現れる子供要素である場合にだけマッチする 擬似クラスですが、文書の木構造に依存して決定可能なこともある セレクタの中で、任意の場所に記述可能 p first-child p first-child は等価 lang 疑似クラス lang exe) lang(jp) { } p lang(en) { } lang属性を疑似クラスとしてセレクタに用いることができる 属性セレクタと同価 p lang(ja) p[lang="ja"] 疑似要素 first-letter, first-line 疑似要素 指定可能なプロパティ制限 first-line ブロック要素の一行目に整形された文字列 font properties、color properties、background properties、 word-spacing 、 letter-spacing 、 text-decoration 、 vertical-align 、 text-transform 、 line-height 、 text-shadow 、 clear first-letter 一部のブロック要素の一文字目 font properties、color properties、background properties、margin, padding, border, text-decoration 、 vertical-align 、 text-transform 、 line-height 、 text-shadow 、 float 、 clear first-letter 疑似要素は一文字目に引用符などの区切り文字だと二文字目も含むと規定 before, after 疑似要素 プロパティ display の指定可能な値に制約を受ける ブロックレベル要素 before, after の display に指定可能な値は、 none , inline , block , marker その他の値は、 block と等価 インラインレベル要素 before, after の display に指定可能な値は、 none , inline その他の値は、 inline と等価 exe)p.note before { content "Note " } 一意セレクタ a#idname { } #idname { } 優先度は一位セレクタが上 p#URI ＞ p[id="URI"] 属性セレクタ a[href] { } a[target="_blank"] { } a[rel~="copyright] { } *[lang|="en"] { } ＠規則 @import url("http //~"), url( http //~ ), "http //~", http //~ screen tty tv print projection handheld print braille embossed(emboss) speech aural all メディアグループ interactive、static grid、bitmap visual、aural、tactile continuous、paged @charset @media @page @font-face
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Vehicle Motorcycle Contents 1 Motorcycle Veterancy 2 Tactics 3 History 4 Built From 4.1 Wehrmacht Quarters 5 Doctrinal Abilities 5.1 Blitzkrieg 6 Vehicle Abilities 6.1 Vehicle Cover 7 Vehicle Weapons 7.1 MG42 Motorcycle Motorcycle Health 125 Max Speed 7.2 Sight 55 Cost 180 Acceleration 12 Detection 18/0 Time 30 Deceleration 9 Hotkey M Population 2 Rotation 105 Target Type vehicle_motorcycle Upkeep 2.688 Crush Human Critical Type light_vehicle Crush Mode Rear Damage Enabled false Motorcycle Veterancy [Expand][Hide] Received Damage Received Accuracy (While moving) x0.85 x0.85 Maximum Health Received Accuracy (While moving) x1.15 x0.85 Received Penetration Received Accuracy (While moving) x0.75 x0.8 Tactics The Motorcycle is a very good sniper hunting vehicle. Using it to chase down a retreating sniper is usually a good idea. Motorcycles can spot enemy positions before it can be seen, use this to your advantage. The Motorcycle is weaker than the American jeep and cannot reverse, retreat carefully. This vehicle has a better attack than the Jeep and can be used to support your Volksgrenadiers squads when they face enemy troops by killing retreating-low health squads. The Motorcycle is effective at harassing American engineer squads early in the game, and also in destroying British emplacements before they are finished. History The BMW R75 was World War II-era motorcycle and sidecar combination produced by the German company BMW. BMW were already producing a number of popular and highly effective motorcycles, and developed the R75 in response to a request from the German army for a machine more capable in off-road conditions. BMW developed a technically advanced machine in which the third side-car wheel was driven from an axle connected to the rear wheel of the motorcycle, effectively making it a three-wheeled vehicle. Fitted with a locking differential and selectable road and off-road gear ratios the R75 was highly manoeuvrable and capable of negotiating most surfaces. It was even fitted with a reverse gear. The BMW R75 and its rival the Zündapp KS 750 were both widely used by the Wehrmacht in Russia and North Africa, though after a period of evaluation it became clear that the Zündapp was the superior machine. In August 1942 Zündapp and BMW, on the urging of the Army, agreed upon standardization of parts for both machines, with a view of eventually creating a Zündapp-BMW hybrid (designated the BW 43), in which a BMW 286/1 side-car would be grafted onto a Zündapp KS 750 motorcycle. They also agreed that the manufacture of the R75 would cease once production reached 20,200 units, and after that point BMW and Zündapp would only produce the Zündapp-BMW machine, manufacturing 20,000 each year. Since the target of 20,200 BMW R75 s was not reached, it remained in production until the Eisenach factory was so badly damaged by Allied bombing that production ceased in 1944. A further 98 units were assembled by the Soviets in 1946 as reparations. Built From Wehrmacht Quarters [Expand][Hide] Health 500 Target Type building Cost 22015 Critical Type building Time 60 Hotkey W Effects Deploys Volksgrenadier Squads, Snipers, Heavy Machine Gun teams and Motorcycles. ESee Structure Wehrmacht Quarters for details. Doctrinal Abilities Blitzkrieg [Expand][Hide] Cost 150 Activation timed Duration 30 Target tp_any Recharge 60 Hotkey Effects All Tanks and Armored Vehicles move more quickly, crush everything in their path, and fire more frequently. Infantry sprint to keep pace. ESee Ability Blitzkrieg for details. Vehicle Abilities Vehicle Cover [Expand][Hide] Cost Activation always_on Duration _ Target tp_any Recharge 0 Hotkey Effects $0 no key ESee Ability Vehicle Cover for details. Vehicle Weapons MG42 Motorcycle [Expand][Hide] Weapon MG42 Motorcycle See Weapon MG42 Motorcycle for details. Retrieved from http //coh-stats.com/Vehicle Motorcycle
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Weapon Offmap Artillery Defensive Offmap Artillery Defensive Damage 60-40 Fire Aim Time 0-0 Range Max 0 Min 0 L 0 Aim Multiplier L 1 AOE Distance L 6 M 0 M 1 M 5 S 0 S 1 S 2 Accuracy L 1 Ready Aim Time 0-0 AOE Accuracy L 1 M 1 Post Firing Aim Time 0 M 1 S 1 Post Firing Cooldown 0 S 1 Reload 10-10 AOE Damage L 0.25 1 Reload Multiplier L 1 Penetration L 1 M 0.5 1 M 1 M 1 S 1 1 S 1 S 1 AOE penetration L 1 Cooldown 0-0 Deflection Multiplier 1 M 1 Cooldown Multiplier L 0 Suppression L 0.1 S 1 M 0 M 0.1 AOE Suppression L 0.15 0 S 0 S 0.1 M 0.2 0 Wind Up 0 Nearby Supp. Multiplier 1 S 0.4 0 Wind Down 0 Nearby Supp. Radius 0 Setup Time 0 Vs. Supp. Targets A 1 Fire Cone Angle 5 Burst Duration 0-0 P 1 Tracking Vertical 90--90 Rate of Fire 0-0 D 1 Tracking Horizontal -180-90 Reload Frequency 25-5 S 1 Speed Vertical 90 Moving Accuracy 1 Speed Horizontal 90 Moving Burst 1 Scatter Angle 10 Moving Cooldown 1 Scatter Max 30 AA Weapon false Acc. Incremental 1 Scatter Offset 0.3 Attack Ground true Search Radius L 0 Scatter Ratio 0.5 Projectile offmap_axis_mortar_projectile M 0 FoW Angle Mult. 5 S 0 FoW Distance Mult. 2 Cover Type Accuracy Damage Suppression Penetration Default 1 1 1 1 Garrison 0.1 0.5 0 1 Halftrack 0.5 0.75 1 1 Heavy 1 1 0.5 1 Light 1 1 1 1 Negative 1 1 1.25 1 Open 1.25 1 1 1 Smoke 1 1 1 1 Trench 0.1 0.01 0 1 Water 1 1 1 1 Bunker 0 0 0 0 Emplacement 0.5 1 0.75 1 Target Name Acc Mov Dmg Pen R-Pen Sup Pri Infantry 1 1 1 1 1 1 80 Infantry Airborne 0.75 1 1 1 1 1 80 Airborne Inflight 1 1 1 1 1 1 50 Infantry Heroic 1 1 0.75 1 1 0.5 80 Infantry Elite 1 1 1 1 1 1 80 Infantry Sniper 1 1 1 1 1 1 80 Infantry Soldier 1 1 0.7 1 1 1 80 Bren Carrier 1 1 1 1 1 1 50 Motorcycle 1 1 2 1 1 1 80 Jeep 1 1 2 1 1 1 60 M3 Halftrack 1 1 2 1 1 1 60 Greyhound 1 1 2 1 1 1 55 Stuart 1 1 1 1 1 1 50 Sdkfz 234 Puma 1 1 2 1 1 1 55 Sdkfz 251 Halftrack 1 1 2 1 1 1 60 Sdkfz 22x 1 1 1 1 1 1 50 M10 TD 1 1 2 1 1 1 50 Sherman 1 1 2 1 1 1 50 Flak Panzer 1 1 2 1 1 1 50 Panther 1 1 2 1 1 1 50 Panther w/Skirts 1 1 2 1 1 1 50 Panzer IV 1 1 2 1 1 1 50 Panzer IV w/Skirts 1 1 2 1 1 1 50 StuG 1 1 2 1 1 1 50 StuG w/Skirts 1 1 2 1 1 1 50 Tiger 1 1 2 1 1 1 50 Churchill 1 1 1 1 1 1 50 Cromwell 1 1 1 1 1 1 50 Priest 1 1 1 1 1 1 50 Pershing 1 1 2 1 1 1 50 Marder III 1 1 1 1 1 1 25 Hetzer 1 1 1 1 1 1 25 Hummel 1 1 1 1 1 1 50 Jagdpanther 1 1 1 1 1 1 50 Team Weapon 1 1 1 1 1 1 25 Howitzer 1.5 1 2 1.5 1 1 25 Towed Gun 1.5 1 2 1.5 1 1 25 Flak 88 1.5 1 0.25 1.5 1 1 25 P47 Thunderbolt 1 1 1 1 1 1 25 Building Construction 1 1 2.5 1 1 1 25 Building 0 0 1 0 0 0 20 Checkpoint 0 1 0 0 1 1 40 Bunker 0 0 0 0 0 0 40 CW Emplacement 1 1 0.1 1 1 1 25 CW Emplaced HQ 1 1 0.25 1 1 1 25 CW Mobile HQ 1 1 0.75 1 1 1 25 Defenses 0 0 0 0 0 0 25 Defenses Construction 5 1 5 1 1 1 25 Trench 0.5 1 0.25 2 1 1 25 Mine 0 0 0 0 0 0 25 Mine Airdrop 1 1 1.5 2 1 1 40 Detector Radio 1 1 1 1 1 1 10 Bridge 0 0 0 0 1 1 25
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FUEL BRAKE BIAS DIFFERENTIALClutch Plates Preload Drive ramp angle Coast ramp angle CHASSISSpring rate Spring perch offset Camber Anti-roll bars Bump stiffness and Rebound stiffness Bumpstop gap Caster Toe-in Wing setting TIRES CONCLUSION [This guide has been updated to cover the changes for the NTM. The NTM is still very new at this time having only been out for 2-3 weeks, and learning its ins and outs is still an ongoing task. I share a lot of my setup secrets I have discovered so far about the NTM which are scattered throughout the guide in the relevant sections.] The NTM has transformed the Corvette substantially both in terms of driving technique and setup. The setup parameters still have the same effects they had before, but the sweet spots have definitely changed, and there are new nuances to understand. Heat is a very central element now. The Corvette can overheat its tires very easily... particularly if the tires are sliding around to any degree. So the new goal is smooth and quiet. It no longer pays to design sets around sliding the car effectively. In general, much less oversteer is called for than before. Now the main task is to plant both ends of the car as firmly as possible so that it doesn t eek out any noises while going fast as hell. There are a myriad of settings that can be changed. And they can all seem rather bewildering at first. Which setting gives me more oversteer, please? Well, there s not quite an easy answer to that. Many of the settings affect the car s balance. But the trick is that they each affect the balance under different circumstances. So in order to adjust the car properly, you need to feel out exactly where and when you want more or less oversteer, and know what settings affect that specifically. FUEL Fuel is always the first setting to work with. The fuel tank in the Corvette is located toward the rear of the car. So the amount of fuel being carried changes the balance of the car. Determine the amount of fuel you ll need, and set that first before you change anything else. Then take the car for a spin to see what it feels like. The fixed set starts with maximum fuel, and since you re probably going to run less fuel than that, the rear of the car is going to become lighter. This will lift the rear of the car, change the rake, and alter the wheel cambers... all of which would tend to make the car oversteer more. However, the great loss of weight rearward generally causes the car to understeer more overall. BRAKE BIAS Front brake bias Brake bias is the first real setting to work with on the car. It has significant impact on the driving style that will be used, and thusly how the remainder of settings will come into play. Front brake bias is the percentage of brake force that applies to the front wheels when you brake. A value of 63% is approximately neutral. 64% and higher will tend to lock up the fronts first. 62% and lower will tend to lock up the rears first. Beginning drivers tend to favor higher values here because the car is much more stable under braking with more forward bias. As they become more experienced, they ll tend to want to move the bias rearward. Brake bias below 63% tends to be used with gas on brake techniques to allow the driver greater dynamic range in their brake bias from moment to moment. That is, a bit of throttle is applied to cancel some of the rear brake at will. The driver can intentionally lock the rears at any point by simply letting off the on the throttle while braking. Gas on brake techniques require either left foot braking or heel and toe. I don t think low bias values are generally used with straight braking. Low brake bias settings are one of the chief reasons why alien setups are slow and dangerously unstable in the hands of less advanced drivers. Fixed setups tend to have rather high brake bias settings of 64% or more. Dropping it down to 63% or 62% will reduce the braking distances, but also make the car much less stable under braking. Keep in mind that if you re struggling to keep the car under control while braking, the potentially shorter stopping distances aren t worth it. Don t try for a lower brake bias than feels comfortable, or you ll be slower, not faster. DIFFERENTIAL The Corvette as a car is defined by its massive power. The differential has a dramatic effect on what s going on with those meaty rears, and its affect on the balance and overall driving experience of the Corvette is more dramatic than many drivers might expect. The differential tends to lock the rear wheels together the tighter you set it. The main purpose of this is to prevent the car from wasting its power spinning the inside wheel at the exit of a turn while the outside wheel remains unpowered, as would happen with an open differential. The downside of locking the wheels together is that the car won t want to turn properly. Imagine lifting the front of the car off the ground and then trying to rotate the car on its rear wheels while they are locked together. They wouldn t roll. You d have to force them to slide to turn the car. When your differential is tight, your own tires resist against your car turning. This seems like it should promote understeer and stability, but it actually doesn t. The forces that are preventing your car from turning properly are actually subtracting from the available traction in your rear tires. Your rear tires are resisting _each other_! So loosening the differential promotes more understeer because then the rear tires aren t wasting their traction on infighting. This is a good thing to do as much as possible because there are more efficient ways of tuning that oversteer back in with other settings. Loosening the differential improves the overall traction of the car. The down side of loosening the differential is that you can start spinning that inside tire on turn exit. That will lose speed. So the general idea is to have the differential just tight enough to prevent that from happening. The fixed sets all feature tight differentials which exhibit their locking force all the time. There s speed to be gained by loosening them. Clutch Plates You can have between one and three clutch plates. More clutch plates makes the differential much tighter with the same other settings. It multiplies the effects of those settings. So two clutch plates will be twice as tight. And three clutch plates will triple the effects of the other settings. With the OTM, I never saw a need for more than one clutch plate. But the NTM seems to respond well to settings which are roughly twice as tight as before. So two clutch plates seems to be a good standard. Though I still sometimes run singles. Preload The tightness of the differential is variable depending on how much engine power is being applied. This setting determines how tight the differential is when no engine power is applied at all. I generally set this to 0. I prefer not having my rears resist each other from letting the car turn when I m neither accelerating nor decelerating. You may want to run with a preload if you find the balance transition of locking the rears together when you do get on the gas too jarring, but that s the only reason I can think of to do it. Note that reducing the preload on the car versus the fixed sets will add substantially more traction in the rear... and thus quite a lot of global understeer. Soften the front sway bar or tighten the rear to counteract this effect and restore your desired balance. Drive ramp angle The lower you set this value, the more tightly the rears will lock together when you get on the gas. The car will rotate more when you punch it. You generally don t want to set this value so low that the car wants to kick out when you get on the gas. With the OTM, this could be a desirable effect. But not with the NTM. Now what you re looking for is the rear to stay planted under heavy acceleration and not wash out into understeer. Coast ramp angle When you re completely off the gas, the engine drags, effectively applying a braking force to the rear wheels through the drive line. This setting determines how tightly the rears lock together when this happens. It s just like the Drive ramp angle, but the opposite direction. In general, it is no longer so effective to coast through the mid turn with the NTM as it was with the OTM. Instead, neutral throttle generally produces the best cornering speed. Therefore, the coast ramp no longer effects portions of the mid turn that it used to. The car has to coast for this setting to have any effect at all. Now the coast ramp is primarily of value only in the braking zone prior to the turn. Whereas locking the rear wheels together tends to reduce stability in the midturn, it has the opposite effect during straight line braking. It will tend to resist any tendency of the car to want to turn while in the brake zone, promoting stability as the car approaches turn in. The coast ramp is commonly set with lower values (tighter) than the drive ramp. This can seem counter intuitive, but remember that there s much less force being applied through the drive line on the coast side. So the same amount of locking requires a lower angle to achieve. CHASSIS Spring rate I subscribe to the notion that the purpose of springs is to keep the car s chassis from sitting on the ground. They are not a primary method of balancing the car. As such, we will fiddle with them early. The things to consider with spring rates are ride height and compliance with the road. The more bumpy a track is, or the more three dimensional it is with steep bankings, crowns, crests, and other non-flat features, the softer your springs need to be in order to keep the wheels in contact with the road at all times. The softer your springs are, the more ride height you ll need to keep the car from bottoming out. Stiffer springs allow you to lower the car more, but they only work well on tracks which are rather flat. And remember that curbing counts, too. The lower and stiffer you make the car, the more it will freak out over the curbs. Contrary to common belief, stiff springs _do not_ reduce weight transfer. The same amount of weight transfers from the inside to the outside in a turn whether the car leans on soft springs or not. However, reducing the ride height does reduce weight transfer. And stiffer springs allow lower ride height. So this may be the origin of the misconception. But understand that it s not the springs themselves. With the OTM, spring rates near the minimum (1000lb) were generally ideal. The NTM tires seem to have considerably more bounce to them, and so the suspension needs to be relatively stiffer to compensate. Values more toward the middle of the range (1300-1600) seem to work well. Note that if you re making a qualifying set with low fuel, you re removing quite a lot of weight. And consequently the springs will lift the rear of the car up. It can be a good idea to take some spring out of the car to compensate, dropping the car back down a bit. The car is lighter, so less spring force is needed to hold it at the same level. Spring perch offset This is the other end of the spring rate and ride height equation. This is how to directly adjust the ride height of the car. Higher numbers drop the car down. Keep in mind that you re not just lowering the car, you re also compressing the suspension which changes all of the geometry. In particular, your cambers will change when you adjust the ride height. Take note of what your cambers were prior to the change and then set the cambers back to what they were afterward. Now the goal here is not actually to lower the car as much as you possibly can before it bottoms out. There s a diffuser under the car, and it stalls at less than about 2 inches of clearance. The ideal ride height at the front of the car seems to be in the range of 2.2 to 2.5 inches. The rake of the car is important primarily because of its aerodynamic effect. That is, the lower the front of the car is compared to the rear end, the greater the angle on the otherwise fixed wing and other aero elements. That s right. We can t adjust the angle of the wing, so we just tip the whole car instead. Clever, no? Good values for the rake seem to be roughly 0.5-0.8 inches. The rear ride height should be in the range of 2.7-3.0 inches or so. There s a trade off here between getting the rear end of the car as low as possible for reduced weight transfer and raising it up higher for greater rake and thus down force. Or to put it another way, that s a trade off between better low speed turning (where aero is weak anyway) or better high speed turning (where down force is strong). Camber Negative camber tilts the tires inward so that when the car leans into a turn, the outside tire will be flat against the track. The NTM currently has unrealistically weak side walls, and so seems to run best with rather low cambers near -1.0 front and back. The fixed sets use considerably more camber, and this does seem to have a good feel to it, but it has less traction, produces very uneven wear on the tires over time, and seems to make the tires more susceptible to overheating (presumably because the heat isn t spread across the whole surface). In general, the more camber you run, the harder the car will turn (up to a point... which isn t very much right now). But the trade off is you lose straight line braking because the tires are not flat against the track surface when moving in a straight line. In the real world, camber is set by checking the outside, middle, and inside tire temperatures after running a few laps. These values are reported for the NTM, but they re unusable because the inside and outside temperatures are averaged with the sidewall temperatures. There are the tire wear percentages, too. Those do work properly and they do help, but it takes quite a few laps to get enough wear to see if the tires are wearing evenly. So your only real tool for setting camber at the moment is driving the car and feeling for it. You can tell whether a change in camber increased or decreased the car s traction if a change on one end of the car changes the balance of the car in that direction. For instance, if you add negative camber to the front of the car and the car starts oversteering more, then it worked! This is increasing the overall traction of the car, not just shunting the balance around like swaybar adjustments do, so it s definitely worth pursuing. Note that positive camber is never used in road course sets. Anti-roll bars The sway bars are your primary overall balance tuning devices for the car. They pretty much adjust the balance evenly across the board. Soften the front and/or stiffen the rear to produce more oversteer. Stiffen the front and/or softer the rear to produce more understeer. The more stiff the sway bars are overall, the less compliance the wheels will have with bumpy and unflat roads, just like using heavier springs. Bump stiffness and Rebound stiffness These are damper (shock absorber) settings. They affect the balance of the car just like swaybars do except that they only affect the stiffness of the suspension when it s in motion. So that means the stiffness of the suspension is momentarily increased when the car leans into a turn. Or when it levels back out again after a turn. You can tune these settings to make the car more lively so that it has a more oversteery edge when you first start to turn. Or you can set it opposite to ease into a turn more smoothly. One effect to watch out for in particular is when you turn the car, and the front end initially turns in very rapidly as if too spin, and then immediately washes out again and settles into the turn all on its own. This is what happens when your dampers are set for a lot of nervous oversteer while the springs/swaybars are set for much less. The balance difference is too extreme. In general, I like to set the dampers to the same relative stiffness front and back as the springs have. This will help the car maintain steady and predictable balance as it goes over bumps. Otherwise, if you were to make the front dampers relatively stiffer, for instance, then whenever the car passed over a bump during a turn, the balance of the car would momentarily shift toward understeer. That could be desirable in some circumstances, but in my opinion usually not. Bumpstop gap The bumpstops limit the suspension movement in an effort to prevent the car from ever bottoming out. Essentially, they re like very stiff springs which are reached only when the suspension compresses beyond a certain point. They would be important to work with on a real car, but in iRacing, there doesn t seem to be much downside to just letting the Corvette bottom out on the track if it s going to. So I always set these to the maximum gap possible. I also suspect that if they are set to a smaller value where they ll actually get hit before the car bottoms out, it becomes possible to break your suspension by just running over curbs on the track. Caster Caster is a wonderful thing. This is a rearward tilt of the wheel such that when the steering wheel is turned, negative camber is increased. This is great because it allows the wheels to have less camber when travelling in a straight line and more camber when turning. Theoretically, caster can be used in combination with static camber settings to tune the car s behavior in low speed and high speed corners seperately. However, I have found that maximum caster values seem to work best all of the time. Note that lower caster values also reduce steering wheel feel. Toe-in Theoretically, you can use positive toe-in to make the car more stable. And negative (toe-out) to make it less stable. In practice, I haven t found a reason to change these settings on the Corvette. I don t believe in toe settings very much because it s another example of making wheels fight each other. Wing setting Unless you re visiting the salt flats, leave this on the highest downforce setting for the Corvette. Always. TIRES The tires pane shows you the condition of the last set of tires that came off the car. That is... their condition at the moment that you left the track after slowing the car to a halt. Keep in mind what effects that will have. Tires heat up and cool down rather quickly. So if the last turn you did was a hard left sweeper, your right front tire is going to show more temperature. And if you just locked up all four tires while you came to a halt, your readings will pretty much all be garbage. Unfortunately, as I mentioned earlier, the tire temperatures being reported aren t very useable at this time. Only the center temperature is reported correctly, but it s not all that useful by itself other than telling you if you re overworking a tire. Values in the range of 220-240 degrees F are good. 250 and higher is around where the tire will lose traction due to overheating. If you are destroying a particular tire, the most common cause isn t setup. It s driving technique. The usual culprit is turning the steering wheel even further when the car won t turn any harder. Even if the tire doesn t emit smoke (which you currently wouldn t be able to see anyway, you re hurting it unnecessarily when you do this. This will show up as very high overall temperatures for that tire immediately after the turn in question. Setup can be used to try to make life easier on particular tires. You could try lowering that end of the car to reduce weight transfer to the outside tire. You could also concentrate on making that end of the car more planted so that it s sliding less. CONCLUSION Setting up the car is an iterative process. Make changes slowly and try them out for a while before giving them the yay or nay. Often times a good setup change will feel bad at first because you have to change the way you re driving to accomodate it. Save each iteration of your setup so that you can go back to it later if you decide that a whole direction you were going with the setup doesn t work (and that will happen). Also, don t consider a setup change to be an improvement unless you can actually produce a better lap time with it. I find it can be easy to just judge a setup change to feel better . But this can be deceptive because feeling better may just mean easier for you to drive and can easily be slower overall. Let me know if you found this guide helpful. I write up these materials to aid the Corvette community in general and promote participation for this awesome car. The more drivers it helps, the more motivated I am to write more of this stuff.
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Trader（商人）の設定 Trader（商人）の設定使うファイル Trader設定のテンプレート Traderの買取価格設定 Traderの販売価格設定 Traderの商品在庫設定 Traderを新たに作る NPC-Traderの罠！ 出来上がったものが 使うファイル SoC gamedata\config\misc\ trade_XXX.ltx gulag_XXX.ltx gamedata\config\gameplay character_desc_XXX.xml gamedata\config\creatures\ m_stalker.ltx ※"XXX"の部分は任意。Cordon関係なら全部escapeになってる物を引っ張ればOK。 CS/CoP 保留。だいたい同じだと思う。 Trader設定のテンプレート 今回は、単純にSidの親父の取扱商品を弄る…なんて単純なことは、先達がさんざんやってる事なので、ちょっとひねって既存のNPCにTraderやらせてみようか、という趣旨。 というより、Dialogを作成するで設定したNimbleさんをTrader化しようとしているので、こっちもちゃんと設定して1つのテストケースとして完成させていきたいということで。 というわけで、まずはお手本として、SidのTrader設定（trade_trader.ltx）。 trade_trader.ltx抜粋 [trader] buy_condition = trader_generic_buy sell_condition = {+esc_kill_bandits_quest_done}trader_after_fabric_sell, trader_start_sell buy_supplies = {+esc_kill_bandits_quest_done} supplies_after_fabric, supplies_start ここで設定しているのは、Traderとしての売買価格、および商品の在庫設定がどこに設定されているか、ということ。 buy_conditionが買取価格。sell_conditionが商品の売値。buy_suppliesが入荷する商品の在庫設定。 そして、下2つに関しては、","で区切られた設定が2つある、ということに注目。 要は、esc_kill_bandits_quest_doneという条件を満たしてたら、trader_after_fabric_sellなりsupplies_after_fabricなりで商売しちゃうぞ★ということ。 ちなみに、esc_kill_bandits_quest_doneは、Dialogを作成するにチラっと出てきたinfoのIDのようなので、自分で弄るときもそのように制御してやると宜しいんではないかと。 Traderの買取価格設定 次はtrader_generic_buyの中身。 trade_trader.ltx抜粋－[trader_generic_buy] [trader_generic_buy] af_medusa= 1,0.3 af_cristall_flower= 1,0.3 …中略… ammo_9x18_fmj= 0.9,0.1 ammo_9x18_pmm= 0.9,0.1 …中略… bandage= 1,0.5 medkit= 1,0.5 …中略… mutant_flesh_eye;NO TRADE mutant_boar_leg;NO TRADE mutant_dog_tail;NO TRADE …以下略… というわけで、4種類の（買取）値段設定を抜粋。ホントは全itemに対して書かれてるけど、特に載せる必要も無いので略。 では1つ目。 af_medusa（Jerryfish）に関しては" 1,0.3"で買っちゃうよと言っている。 実際幾らなのか分かりづらいけど、計算には以下の式を使う。 (1つ目の数値+2つ目の数値)/2=実際のcostに対する買い取り価格の割合 要は、(1+0.3)/2=0.65、つまり、定価の65%で買い取っちゃうぞ、ということ。 これを他の値にも適用すると、 ammo_9x18_fmj(9x18通常弾)は0.5（50%）、bandage(包帯)は0.75（75%）で買い取ってくれる。 意外とこういう調整が入ってて、Traderごとに高く買い取ってくれる商品があったりするのもプレイしてるうちに気づいた人もいるんじゃないかと。 ちなみに、最後の3つ、これはミュータントの目玉やら尻尾やらのカテゴリで、数値の設定がされてない。 ご丁寧にコメントで";NO TRADE"と書いてくれている。 要するに、数値の設定が無いアイテムは売れないアイテム、ということ。 ちなみに、trade_ecolog.ltx（教授の買取設定）ならこの辺のアイテムも"1.5 1"。定価の25%増しで買っちゃいます。 Traderの販売価格設定 続いてtrader_after_fabric_sellの中身。 trade_trader.ltx抜粋－[trader_after_fabric_sell] af_medusa;NO TRADE af_cristall_flower;NO TRADE …中略… ammo_9x18_fmj= 1, 3 ammo_9x18_pmm= 1, 3 …中略… novice_outfit= 1, 3 bandit_outfit= 2, 4 killer_outfit= 3, 5 …以下略… 今回もいくつか例を提示してみたが、基本の判定は同じ。 (1つ目の数値+2つ目の数値)/2=実際のcostに対する売値の割合 要するに、ammo_9x18_fmjなら(1+3)/2=2。定価の倍が実際の売値。 Leather Suitは2倍、Bandit Suitは3倍、Merc Suitだと4倍のきっつい商売。 スーツ関係高いなーと思ったらこんだけむしり取ってくれてやがったわけです。 勿論その辺でホイホイ手に入るもんじゃないので高くて当然ですが。 NO_TRADEは勿論売らない設定。買取はしても店頭には並ばないよ、って感じで。 Traderの商品在庫設定 さて、最後は[supplies_after_fabric]。 trade_trader.ltx抜粋－[supplies_after_fabric] ammo_9x18_fmj= 10,0.6 ammo_9x18_pmm= 10,0.5 ammo_12x70_buck= 10,0.5 …中略… novice_outfit= 3,0.8 bandit_outfit= 2,0.6 killer_outfit= 2,0.5 …中略… bandage= 5,0.6 medkit= 5,0.3 antirad= 5,0.5 …以下略… 今回は足して2で割ったってどうにもなりません。 1つ目の数値が入荷数。ただし、それぞれについて入荷するかしないか判定するのが2つ目の数値。 つまり、9x18通常弾は10パック入荷する可能性があるけど、1パックごとに0.6、つまり60%の確率で入荷するかどうか判定している。 運がよければ10パック入ることもあれば、1パックも無くて残念！ってのも十分にありうる…というわけ。 こうやって見ると、Medkitはなかなか入荷しない設定になってるのが心憎い演出に見えてくる。 勿論、2つ目の数値を1にすれば、在庫めいっぱいまで揃えてくれる。 Traderを新たに作る 前提のところが終わったので、ここからが今回のキモ。 Nimbleさんに商品扱わせてみようぜ！の巻。 用意するのはオリジナルのtrade_nimble.ltx。 中身はまぁ、他の物を流用した上でちょいちょいと変更する程度で結構です。 買い取り価格とか販売価格とか、自分の好きなようにやっちゃって問題ないと思われます。 で、今回はNimbleさんに今用意したTrade商品設定を読み込ませないといけないので、 gulag_escape.ltxを開く。 ここでちょっと混乱するのが、"nimble"で検索しても何も出て来ない。 ここは、"shustryi"…おそらくロシア語の読み？で設定されてるのでここを探していじくること。 [logic@esc_lager_shustryi] active = camper@esc_lager_prisoner combat_ignore = combat_ignore trade = misc\trade_nimble.ltx active=とcombat_ignoreは元からあった2行なので、下にtrade=の1文をくっつけた、というところ。 たぶん、logic@なんちゃら～が設定されてる箇所につければ、他のNPCでも適用可能。 これでトレードしたときの商品なんかがバッチリ変わっているはず。 さらに！ここで忘れちゃいけないのがもう1つ。 せっかくTraderやってるので、ちゃんとお金持たせてやんないといけません。 character_desc_escape.xmlのesc_shustryiの項を見てみると、 money min="200" max="600" infinitive="0"/ Nimbleさんがあまりにも貧乏すぎてお話にならない。金持ってても600RU。Medkit2つも買えば文無しです。 で、これを、 money min="100000" max="100000" infinitive="1"/ に変更してやると、Sidの親父と同じ、幾ら売っても買っても持ち金が"－"の超Traderに変身します。 まぁ、これは一例なので、後の調整で何とかするということで。 NPC-Traderの罠！ しかし、この状態で銃なんかを売りつけると… Nimbleさんはｲﾗﾈとばかりに銃を投げ捨てます。 この現象を無くす方法を探すこと数時間… 結論から言うと、config\creatures\m_stalker.ltxの中にある、 can_select_items use_single_item_rule ↑の2つのパラメータを設定してやればいいっぽい。 一般Stalkerは両方on、Traderは両方offですが、情報元のForumによると、 can_select_items = on use_single_item_rule = off でOK、とのこと。 この2つ、詳細な情報が無かったけれど、複数の銃を持ったときにその使い分けをするかどうか…的なフラグのようです。 use_single_item_ruleは、銃がダブったら要らない方捨てる？ってことでしょうか。 持ってない銃を売ったときにどうなるかは未検証。 ただ、一般NPCに銃を売るための改造ポイントとして、この2つはこういう設定にしてやれという話。 ただ、出来ればNimbleさん個人のパラメータを弄りたい・・・のだけれど、 AMKNSあたりでもみんなoffにしちゃってるようなので、とりあえずは問題ないのかもしれない。 また、同ファイルのOFFLINE ALIFEの項目、 max_item_mass inv_max_weight ↑の2つの項目が、Stalkerが持てる荷物の重量の最大値を設定してるらしい。 先のForumでも、この2つ10000にしとけ、的な話になってるけど、 要するに、一気に手持ちの銃をガンガン売りつけてNPCの荷物が設定値（初期設定で1000kg）を超えると、やっぱりNPCは荷物を地面に投げ捨ててしまうらしい。 なので、 max_item_mass = 10000.0 inv_max_weight = 10000.0 にしといて損は無いでしょう。たぶん。 出来上がったものが こちらになります。クリックで別窓。 普段売れない銃やスーツが売れる 商品に設定したMedkit/Bandage/食料類が並んでいる 売却価格を設定したPMMが商品として並んでいる（元はまーくんが売っぱらった物） くらいが見るポイントでしょうか。あとちゃんと金が増えてます。
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定義 セッションの次の開始/終了を表す日時を返す。 注記：返される値は、同一のセッションについて一組にされたものである。次のDateTimeがセッションの終了日時である場合、そのセッションの終了日時に対応する開始日時と一組にされて、開始日時は返される。それはその終了日時の後の、次の開始日時ではない。 プロパティ値 DateTime構造体 構文 Bars.Session.GetNextBeginEnd( DateTime time , out DateTime sessionBegin , out DateTime sessionEnd ) Bars.Session.GetNextBeginEnd( Bars bars , int barsAgo , out DateTime sessionBegin , out DateTime sessionEnd ) 例 /* Note The two different signatures do not necessarily produce the exact same results. When using the Bars signature, it compares the bar you request versus where that bar belongs within a session template and provides you session begin/end times that way. When using the Time signature, it compares the timestamp of the bar to figure out the session begin/end. When using the Time signature, if you passed in a timestamp with exactly the same timestamp of a session begin/end it compares them as if the session begin/end was an inclusive time frame so it may return values for session begin/end of the prior session despite the bar in question being of a new session. If you want it to match the Bars session template positioning please use the Bars signature. */ // Example #1 - Get session begin/end times in relation to the bar you are processing private DateTime sessionBegin; private DateTime sessionEnd; protected override void OnBarUpdate() { // On the start of a new session, get the next begin or end session time // and its corresponding paired session begin/end time. if (Bars.FirstBarOfSession) Bars.Session.GetNextBeginEnd(BarsArray[0], 0, out sessionBegin, out sessionEnd); Print("Session Start " + sessionBegin + " Session End " + sessionEnd); } // Example #2 - Get session begin/end times in relation to a timestamp versus the session template s begin/end times private DateTime sessionBegin; private DateTime sessionEnd; protected override void OnBarUpdate() { // At 10AM, get the next begin or end session time and its corresponding paired session begin/end time. if (ToTime(Time[0]) == 100000) Bars.Session.GetNextBeginEnd(Time[0], out sessionBegin, out sessionEnd); Print("Session Start " + sessionBegin + " Session End " + sessionEnd); }
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1 Types and properties of stainless steel Question 1.1 Chemical symbol Chemical symbol C Carbon Question 1.2 Chemical symbol Chemical symbol Ni Nickel Question 1.3 Chemical symbol Chemical symbol Cr Chromium Question 1.4 Chemical symbol Chemical symbol Mo Molybdenum Question 1.5 Chemical symbol Chemical symbol Nb Niobium Question 1.6 Definition of stainless steel Including Ni or Cr to improve corrosion resistance Generally Cr is 10.5 [\%] or more Question 1.7 Corrosion resistance guidance Improve corrosion resistance by forming Cr passive film Question 1.8 SUS 304 (Cr steel 8 [\%] Ni 8 [\%]) magnetic flux characteristics Non magnetic flux characteristics Question 1.9 Stainless steel classification excerpt Ferritic stainless steel Question 1.10 JIS of martensitic stainless steel abbreviation SUS 410 Question 1.11 JIS of ferritic stainless steel abbreviation SUS 430 Question 1.11 JIS of ferritic stainless steel abbreviation SUS 430 Question 1.12 JIS of austenitic stainless steel abbreviation SUS 304 Question 1.13 JIS of austenite · ferritic stainless steel abbreviation SUS 329 J 1 Question 1.14 Stainless steel component classification Ferrite type Cr 18 [\%] Question 1.15 Stainless steel component classification Austenitic type Cr 18 [\%] Ni 8 [\%] Question 1.16 Stainless steel component classification Martensitic type Cr 13 [\%] Question 1.17 Stainless steel component classification Austenite · Ferrite type Cr 25 [\%] Ni 4.5 [%] Mo 2 [\%] stainless steelSUS 304 Austenitic type Cr 18 [\%] Ni 8 [\%] SUS 430 Ferrite type Cr 18 [\%] SUS 410 Martensitic type Cr 13 [\%] SUS 329 J 1 Austenite · Ferrite type Cr 25 [\%] Ni 4.5 [%] Mo 2 [\%] Question 1.18 SUS 304 SUS 304 Properties of austenitic stainless steel High temperature strength Low temperature toughness Molding process characteristics Weld characteristics Selected for wide use Question 1.19 SUS 304 Austenitic type omission Question 1.20 Properties of martensitic stainless steel Inferior weld characteristics Attract cracks in the heat affected zone to quench hardening properties Question 1.21 Properties of ferritic stainless steel Suppression of hardening against rapid cooling from high temperature Increase crystal grain from 900 [^ {circ} C] to 1000 [^ {circ} C] or higher Attract embrittlement at room temperature Question 1.22 Properties of ferritic stainless steel Suppression of hardening against rapid cooling from high temperature Increase crystal grain from 900 [^{circ}C] to 1000 [^{circ}C] or higher Attract embrittlement at room temperature Question 1.23 Electrical characteristics of stainless steel Austenitic stainless steel electric resistance is 5 times that of carbon steel Question 1.24 Thermal expansion coefficient of stainless steel Austenitic stainless steel thermal expansion coefficient to carbon steel approx 1.5 times crack induced against cooling Question 1.25 Thermal conductivity of stainless steel Austenitic stainless steel Thermal conductivity for carbon steel approx \frac{1}{3} [\%] easy to keep heat Question 1.26 Density of stainless steel Stainless steel density to carbon steel approx \frac{1}{2} [\%] lightweight Question 1.27 Magnetism in Solubilization Heat Treatment State Austenitic stainless steel Nonmagnetic properties Question 1.28 SUS 304 Grain boundary corrosion formation transitionof austenitic stainless steel Heating from 500 to 800 [^{\circ}C] C dissolved in supersaturated state (mutual dissolution of plural elements) precipitatesas Cr carbide Cr mixed concentration near the grain boundary decreases In addition to corrosion resistance of Cr alone,selective corrosion of grain boundaries for use in corrosive environments Question 1.29 Defect countermeasure for stainless steel welding Supports Ti and Nb and suppresses intergranular corrosion by mixing with carbon Question 1.30 Defect countermeasure for stainless steel materials Reduction of C reduces generationof Cr carbide and improves corrosion resistance capability Question 1.31 Magnetic properties in stainless steel materials 8 [\%] or more in austenitic stainless steelMagnetic properties disappear due to mixing of Ni Question 1.32 Countermeasure against corrosion in stainless steel materials Improve corrosion resistance by mixing 10.5 [%] or more Cr with steel Question 1.33 Additive element of SUS 430 Main component Cr 18 [\%] Question 1.34 Additive element of SUS 304 Main ingredient Cr 18 [\%] - Ni 8 [\%] Question 1.35 Addition of SUS 310 S Main component of mixed element Cr 25 [\%] - Ni 20 [\%] Question 1.36 Additive element of SUS 410 Main ingredient Cr 13 [\%] Question 1.37 JIS standard name 18 Cr steel SUS 430 Question 1.38 SUS 304 L C content to 0.030 [\%] or less to prevent precipitation of Cr carbide Question 1.39 Austenitic stainless steel Example SUS 304 Cr 18 [\%] - Ni 8 [\%] Question 1.40 Austenitic stainless steel Example SUS 316 Improve corrosion resistance capability by adding Mo Question 1.41 Austenitic stainless steel Example SUS 321 Prevention of precipitation of Cr carbides by addition of Ti Question 1.42 Etymology of stainless steel in the JIS symbol SUS Steel Use Stainless Question 1.43 Stainless substance in JIS symbol SUS Steel - Use - Stainless Question 1.44 Stainless substance in JIS symbol SCS Steel - Casting - Stainless Question 1.45 Mixture notation in numerical values after SUS and SCS in JIS symbol 4** Cr series Question 1.46 JIS symbol The etymology at the end of the string L low carbon Question 1.47 Etymology of JIS symbol string CP Cold rolled steel plate Question 1.48 Etymology of JIS symbol string HS Hot rolled steel strip Question 1.49 Etymology of JIS symbol string B Bar (Square bar Round bar) Question 1.50 Corrosion of stainless steel Gap corrosion corrosion between materials due to ions Question 1.51 corrosion of stainless steel Stress corrosion cracking cracks caused by tensile stressin combination with ionic corrosion elements Question 1.52 Corrosion of stainless steel Pitting corrosion perforated corrosion in ionic corrosion environment Question 1.53 Corrosion of stainless steel Intergranular corrosion corrosion occurringalong the crystal grain boundary in the joint forming part Question 1.54 Corrosion countermeasure Gap corrosion induced due to poor welding or non-adhesion of relics in mutual joining Question 1.55 Corrosion countermeasure Intergranular corrosion By using low-carbon stainless steel or adding Ti and Nb Question 1.57 Corrosion countermeasure Stress concentration cracking stress relief heat treatment suppresses thermal stress and strain Question 1.58 High temperature oxidation Drying Formation of coated oxide on the surface against red heat of the atmosphere in the atmosphere Peeling phenomenon Question 1.59 Characteristics of ferritic stainless steel Good mechanical properties at high temperature Good oxidation resistance performance Steel crystals coarsened from 900 to 1000 [^{\circ} C] to increase the brittleness Question 1.60 Characteristics of ferritic stainless steel Good mechanical properties at high temperature Good oxidation resistance performance Steel crystals coarsened from 900 to 1000 [^ {\ circ} C] to increase the brittleness