Objectives and makings of monetary policy in Japan

We attempt to identify significant objectives of monetary policy for the period from 1990 to 2013 and compare the results to those obtained by Asako and Kanoh (1997) for an earlier sample period. With the introduction of nontraditional monetary policy management such as zero-interest-rate policy and quantitative-easing policy, we find and examine some important shifts in the role of government bonds modeled by Asako and Kanoh as one of five stabilizing objectives of the monetary policy. We also look into the making of the monetary policy by focusing on the votes by the Bank of Japan Policy Board members

Positions of the nodes of crankshaft No.0.

Positions of the nodes of crankshaft No.0.</p

Prediction error based on different strength criteria and conventional TCD.

Prediction error based on different strength criteria and conventional TCD.</p

Component HCF Research Based on the Theory of Critical Distance and a Relative Stress Gradient Modification

<div><p>For the critical engine parts such as the crankshaft, the fatigue limit load is one of the most important parameters involved the design and manufacture stage. In previous engineering applications, this parameter has always been obtained by experiment, which is expensive and time-consuming. This paper, based on the theory of critical distance (TCD), first analyzes the stress distribution of a crankshaft under its limit load. In this way, the length of the critical distance can be obtained. Then a certain load is applied to a new crankshaft made of the same material and the effective stress is calculated based on the critical distance above. Finally, the fatigue limit load of the new crankshaft can be obtained by comparing the effective stress and the fatigue limit of the material. Comparison between the prediction and the corresponding experimental data shows that the traditional TCD may result in bigger errors on some occasions, while the modified TCD proposed in this paper can provide a more satisfactory result in terms of the fatigue limit for a quick engineering prediction.</p></div

Stress gradient distribution of crankshaft No.1(under 1000 N∙m).

Stress gradient distribution of crankshaft No.1(under 1000 N∙m).</p

The FE(finite element)model of crankshaft No.0.

The FE(finite element)model of crankshaft No.0.</p

Relationship between the equivalent stress and critical distance of crankshaft No.0 (under its limit load and the third strength criteria).

<p>Relationship between the equivalent stress and critical distance of crankshaft No.0 (under its limit load and the third strength criteria).</p

The maximum tangential stress distribution of the crank shaft No. 1(under 1000 N∙m).

<p>The maximum tangential stress distribution of the crank shaft No. 1(under 1000 N∙m).</p

The Von Mises stress distribution of the crankshaft No. 0 (under its limit load).

The Von Mises stress distribution of the crankshaft No. 0 (under its limit load).</p

Stress gradient distribution of crankshaft No. 1 (under 1000 N∙m).

<p>Stress gradient distribution of crankshaft No. 1 (under 1000 N∙m).</p