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Lanthanide permanent magnets are widely used in applications ranging from nanotechnology to industrial engineering. However, limited access to the rare earths and rising costs associated with their extraction are spurring interest in the development of lanthanide-free hard magnets. Zero- and one-dimensional magnetic materials are intriguing alternatives due to their low densities, structural and chemical versatility, and the typically mild, bottom-up nature of their synthesis. Here, we present two one-dimensional cobalt(II) systems Co(hfac)2 (R-NapNIT) (R-NapNIT=2-(2'-(R-)naphthyl)-4,4,5,5-tetramethylimidazoline-1-oxyl-3-oxide, R=MeO or EtO) supported by air-stable nitronyl nitroxide radicals. These compounds are single-chain magnets and exhibit wide, square magnetic hysteresis below 14 K, with giant coercive fields up to 65 or 102 kOe measured using static or pulsed high magnetic fields, respectively. Magnetic, spectroscopic, and computational studies suggest that the record coercivities derive not from three-dimensional ordering but from the interaction of adjacent chains that compose alternating magnetic sublattices generated by crystallographic symmetry.

Silicon-mediated fluoride abstraction is demonstrated as a means of generating the first fluorido-cyanido transition metal complexes. This new synthetic approach is exemplified by the synthesis and characterization of the heteroleptic complexes, trans-[MIV F4 (CN)2 ]2- (M=Re, Os), obtained from their homoleptic [MIV F6 ]2- parents. As shown by combined high-field electron paramagnetic resonance spectroscopy and magnetization measurements, the partial substitution of fluoride by cyanide ligands leads to a marked increase in the magnetic anisotropy of trans-[ReF4 (CN)2 ]2- as compared to [ReF6 ]2- , reflecting the severe departure from an ideal octahedral (Oh point group) ligand field. This methodology paves the way toward the realization of new heteroleptic transition metal complexes that may be used as highly anisotropic building-blocks for the design of high-performance molecule-based magnetic materials.

Silicon-mediated fluoride abstraction is demonstrated as a means of generating the first fluorido-cyanido transition metal complexes. This new synthetic approach is exemplified by the synthesis and characterization of the heteroleptic complexes, trans-[MIV F4 (CN)2 ]2- (M=Re, Os), obtained from their homoleptic [MIV F6 ]2- parents. As shown by combined high-field electron paramagnetic resonance spectroscopy and magnetization measurements, the partial substitution of fluoride by cyanide ligands leads to a marked increase in the magnetic anisotropy of trans-[ReF4 (CN)2 ]2- as compared to [ReF6 ]2- , reflecting the severe departure from an ideal octahedral (Oh point group) ligand field. This methodology paves the way toward the realization of new heteroleptic transition metal complexes that may be used as highly anisotropic building-blocks for the design of high-performance molecule-based magnetic materials.

Hard magnets with high coercivity, such as Nd2Fe14B and SmCo5 alloys, can maintain magnetisation under a high reverse external magnetic field and have therefore become irreplaceable parts in many practical applications. Molecular magnets are promising alternatives, owing to their precise and designable chemical structures, tuneable functionalities and controllable synthetic methods. Here, we demonstrate that an unusually large coercive field can be achieved in a single-chain magnet. Systematic characterisations, including magnetic susceptibility, heat capacity and neutron diffraction measurements, show that the observed giant coercive field originates from the spin dynamics along the one-dimensional chain of the compound because of the strong exchange coupling between Co(II) centres and radicals.

Hard magnets with high coercivity, such as Nd2Fe14B and SmCo5 alloys, can maintain magnetisation under a high reverse external magnetic field and have therefore become irreplaceable parts in many practical applications. Molecular magnets are promising alternatives, owing to their precise and designable chemical structures, tuneable functionalities and controllable synthetic methods. Here, we demonstrate that an unusually large coercive field can be achieved in a single-chain magnet. Systematic characterisations, including magnetic susceptibility, heat capacity and neutron diffraction measurements, show that the observed giant coercive field originates from the spin dynamics along the one-dimensional chain of the compound because of the strong exchange coupling between Co(II) centres and radicals.

Multitopic organic linkers can provide a means to organize metal cluster nodes in a regular three-dimensional array. Herein, we show that isonicotinic acid N-oxide (HINO) serves as the linker in the formation of a metal-organic framework featuring Dy2 single-molecule magnets as nodes. Importantly, guest solvent exchange induces a reversible single-crystal to single-crystal transformation between the phases Dy2(INO)4(NO3)2⋅2 solvent (solvent=DMF (Dy2-DMF), CH3CN (Dy2-CH3CN)), thereby switching the effective magnetic relaxation barrier (determined by ac magnetic susceptibility measurements) between a negligible value for Dy2-DMF and 76 cm(-1) for Dy2-CH3CN. Ab initio calculations indicate that this difference arises not from a significant change in the intrinsic relaxation barrier of the Dy2 nodes, but rather from a slowing of the relaxation rate of incoherent quantum tunneling of the magnetization by two orders of magnitude.

Multitopic organic linkers can provide a means to organize metal cluster nodes in a regular three-dimensional array. Herein, we show that isonicotinic acid N-oxide (HINO) serves as the linker in the formation of a metal-organic framework featuring Dy2 single-molecule magnets as nodes. Importantly, guest solvent exchange induces a reversible single-crystal to single-crystal transformation between the phases Dy2(INO)4(NO3)2⋅2 solvent (solvent=DMF (Dy2-DMF), CH3CN (Dy2-CH3CN)), thereby switching the effective magnetic relaxation barrier (determined by ac magnetic susceptibility measurements) between a negligible value for Dy2-DMF and 76 cm(-1) for Dy2-CH3CN. Ab initio calculations indicate that this difference arises not from a significant change in the intrinsic relaxation barrier of the Dy2 nodes, but rather from a slowing of the relaxation rate of incoherent quantum tunneling of the magnetization by two orders of magnitude.

For bearings, radiation noise was an important evaluation index for mechanical property, in particularly mute machinery. Environmental pollution caused by bearing noise has always been the focus in bearing industry. In this paper, slippage of the rolling bearing and its own variable stiffness excitation were considered to accomplish the vibration coupling between the bearing and bearing seat as well as the coupling between bearing vibration and noise by means of combination of dynamic model, FEA model and boundary element method. A perfect coupled vibro-acoustic model of the bearing was built, and its results were compared with the experimental results to verify the reliability of the proposed method. Based on the verified simulation model, the improved design was carried out for the low-noise rolling bearings. Finally, in order to further verify the superiority of the proposed method in this paper, the designed rolling bearing was compared with that of the traditional design method. The results showed that the proposed design method was reliable.

Currently, much interior sound field research in car is based on the car body that many parts are missed, which is not consistent with the actual condition. In addition, the research results have not been verified by experiment; few things have been done in air tightness of car. In this paper, the full car model has been used to analyze the interior sound field in car, in order to simulate the actual condition accurately. Through the comparison between the analysis results and the experiment, there was a good agreement in full frequency hand. However, there was also a clear peak in 130 Hz that may cause roar; the reason was assumed to be sealing defects. After all the sealing defects were fixed, the sound pressure in the driver’s ear was measured again and compared to the results before. It was found that seal could reduce the sound pressure, which also means the sealing performance of car must be maximized when manufacturing. The contribution coefficient of each panel towards the sound pressure in the driver’s ear in 130 Hz has been calculated by using ATV method in this paper; the result showed that the top panel of car was the main reason for the existence of the clear peak in 130 Hz. Through the replacement of original interior decoration with compound sound package structure and the change of each layer’s properties, the sound package structure with the minimum transmission sound power has been found. The results showed that the combination of (3-4-1) sound package structure is optimal (which means the damping layer thickness was 3 mm, the porous material layer thickness was 4 mm and the viscoelastic cover layer thickness was 1 mm). Besides, the combination of the damping layer with new material has shown a better acoustic performance. This scheme has been used in the top panel of car and has apparently improved the sound pressure condition in the driver’s ear.

With the speeding up of high-speed trains, the radiation noise generated from plates of the vehicle body was becoming increasingly obvious; however, fewer researches were performed on this aspect at present. The dynamic equation of the head vehicle of the high-speed train and the vehicle-track coupled dynamic model were both established, and then the dynamic load excitation of the vehicle body on uneven tracks was eventually obtained. With the material properties attributed, the finite element model of the vehicle body was eventually obtained to solve the modal, which was subsequently compared with the experimental one to verify the accuracy of the model. Based on the structural-acoustic coupling boundary element method, the noise distribution inside the passenger compartment of the high-speed train was calculated. Moreover, with the employment of the acoustic transfer vector (ATV) technology, the contribution coefficients of each plate of the vehicle body to the maximum sound pressure point were calculated. It was shown through the result that when the sound-absorbing materials inside the vehicle were ignored at the speed of 300 km/h, the sound pressure level inside the high-speed train ranged between 80 dB and 93 dB. Furthermore, when transverse ribs were added to the passenger compartment floor, its contribution coefficient to the sound pressure at the field points could be reduced, thus the noise inside the high-speed train could be improved.

Currently, much interior sound field research in car is based on the car body that many parts are missed, which is not consistent with the actual condition. In addition, the research results have not been verified by experiment; few things have been done in air tightness of car. In this paper, the full car model has been used to analyze the interior sound field in car, in order to simulate the actual condition accurately. Through the comparison between the analysis results and the experiment, there was a good agreement in full frequency hand. However, there was also a clear peak in 130 Hz that may cause roar; the reason was assumed to be sealing defects. After all the sealing defects were fixed, the sound pressure in the driver’s ear was measured again and compared to the results before. It was found that seal could reduce the sound pressure, which also means the sealing performance of car must be maximized when manufacturing. The contribution coefficient of each panel towards the sound pressure in the driver’s ear in 130 Hz has been calculated by using ATV method in this paper; the result showed that the top panel of car was the main reason for the existence of the clear peak in 130 Hz. Through the replacement of original interior decoration with compound sound package structure and the change of each layer’s properties, the sound package structure with the minimum transmission sound power has been found. The results showed that the combination of (3-4-1) sound package structure is optimal (which means the damping layer thickness was 3 mm, the porous material layer thickness was 4 mm and the viscoelastic cover layer thickness was 1 mm). Besides, the combination of the damping layer with new material has shown a better acoustic performance. This scheme has been used in the top panel of car and has apparently improved the sound pressure condition in the driver’s ear.

With the speeding up of high-speed trains, the radiation noise generated from plates of the vehicle body was becoming increasingly obvious; however, fewer researches were performed on this aspect at present. The dynamic equation of the head vehicle of the high-speed train and the vehicle-track coupled dynamic model were both established, and then the dynamic load excitation of the vehicle body on uneven tracks was eventually obtained. With the material properties attributed, the finite element model of the vehicle body was eventually obtained to solve the modal, which was subsequently compared with the experimental one to verify the accuracy of the model. Based on the structural-acoustic coupling boundary element method, the noise distribution inside the passenger compartment of the high-speed train was calculated. Moreover, with the employment of the acoustic transfer vector (ATV) technology, the contribution coefficients of each plate of the vehicle body to the maximum sound pressure point were calculated. It was shown through the result that when the sound-absorbing materials inside the vehicle were ignored at the speed of 300 km/h, the sound pressure level inside the high-speed train ranged between 80 dB and 93 dB. Furthermore, when transverse ribs were added to the passenger compartment floor, its contribution coefficient to the sound pressure at the field points could be reduced, thus the noise inside the high-speed train could be improved.