2013第九届车友论坛在北京举办(PDF X页)
中华人民共和国交通运输部令2013年第13号
中华人民共和国交通运输部令2013年第13号杨传堂【期刊名称】《中华人民共和国国务院公报》【年(卷),期】2014()5【摘要】《铁路机车车辆设计制造维修进口许可办法》已于2013年12月16日经第13次部务会议通过，现予公布，自2014年1月1日起施行。
【总页数】6页(P27-32)【关键词】中华人民共和国;运输部;交通;进口许可;车辆设计;铁路机车;会议通;制造【作者】杨传堂【作者单位】【正文语种】中文【中图分类】F517.11【相关文献】1.中华人民共和国国家发展和改革委员会中华人民共和国科学技术部中华人民共和国工业和信息化部中华人民共和国财政部中华人民共和国国土资源部中华人民共和国环境保护部中华人民共和国住房和城乡建设部中华人民共和国交通运输部国家税务总局国家质量监督检验检疫总局令第19号 [J],2.中华人民共和国国家发展和改革委员会中华人民共和国科学技术部中华人民共和国工业和信息化部中华人民共和国财政部中华人民共和国国土资源部中华人民共和国环境保护部中华人民共和国住房和城乡建设部中华人民共和国交通运输部国家税务总局国家质量监督检验检疫总局令 [J], 无;3.中华人民共和国国家发展和改革委员会中华人民共和国工业和信息化部中华人民共和国监察部中华人民共和国住房和城乡建设部中华人民共和国交通运输部中华人民共和国铁道部中华人民共和国水利部中华人民共和国商务部令第20号[J], 无;4.中华人民共和国国家发展和改革委员会中华人民共和国工业和信息化部中华人民共和国财政部中华人民共和国住房和城乡建设部中华人民共和国交通运输部中华人民共和国铁道部中华人民共和国水利部国家广播电影电视总局中国民用航空局令第23号 [J], 无;5.中华人民共和国国家发展和改革委员会中华人民共和国工业和信息化部中华人民共和国财政部中华人民共和国国土资源部中华人民共和国环境保护部中华人民共和国住房和城乡建设部中华人民共和国交通运输部中华人民共和国水利部中华人民共和国商务部中华人民共和国国家卫生和计划生育委员会国务院国有资产监督管理委员会国家税务总局国家林业局国家机关事务管理局令第39号 [J],因版权原因，仅展示原文概要，查看原文内容请购买。
联合国世界车辆法规协调论坛(UN_WP29)简介
WP29简介WP29的全称为联合国世界车辆法规协调论坛（简称为UN/WP29），WP29的工作是目前我国汽车行业参加的主要国际汽车技术法规工作，对我国汽车产业和国际贸易的发展有着至关重要的作用。
一、WP29组织及基本工作情况介绍WP29的前身为UN/ECE/WP29，它的全称为联合国经济及社会理事会欧洲经济委员会中内陆运输委员会道路交通分委会下属的车辆结构工作组，简称UN/ECOSO/ECE/TRANS/SC.1/WP29。
UN/ECE/WP29成立于1952年。
1958年3月20日，联合国ECE在日内瓦制定了《关于采用统一条件批准机动车辆装备和部件并相互承认此批准的协定书》(简称为《1958年协定书》1), 于1959年6月20日正式实施这一具有法律效力的多边框架协定书, 旨在整个欧洲范围内对汽车产品制定、实施统一汽车技术法规(即ECE法规)，并开展统一的型式批准, 以便打破欧洲各国的疆界, 便利汽车贸易与技术交流。
从那时起, WP29成为《1958年协定书》的具体执行机构，专门负责ECE法规的制修订和实施工作。
从20世纪80年代初开始，随着经济全球化的到来，由国际上一些汽车工业发达国家牵头，开始进行国际汽车技术法规的协调与统一的工作，以打破世界各国、各地区历史上已形成的汽车技术法规这一贸易技术壁垒。
在当时情况下，联合国欧洲经济委员会车辆结构工作组(UN/ECE/WP29)成了开展这种世界范围内汽车技术法规协调和统一工作的主要组织。
经过20年的努力，取得很大的进展。
1998年6月25日，WP29在日内瓦制订《全球性汽车技术法规协定书》2，（简称为《1998年协定书》），它规定了世界各国在此法律框架下共同制修订全球统一的汽车技术法规的程序和规则，世界各国以此协定书为法律框架，共同制修订全球统一的汽车技术法规。
该协定书在法律地位上明确原UN/ECE/WP29（联合国欧洲经济委员会车辆结构工作组）作为开展全球汽车技术法规协调和统一工作的国际组织，UN/ECE/WP29的名称随之更改为：“世界车辆法规协调论坛”（World Forum for Harmonization of Vehicle Regulations），仍简称为WP29，开始按照《1998年协定书》中规定的程序规则制定全球统一的汽车技术法规，同时WP29继续运作《1958年协定书》，继续制修订ECE法规。
SAE J1939-81
SURFACE3.3.2 Arbitrary Address Capable CA (6)3.4 Types of CAs (6)3.4.1 Standard CAs (6)3.4.2 Diagnostic/Development Tool CAs (6)3.4.3 Network Interconnection CAs (6)4. Technical Requirements (7)4.1 NAME and Address Requirements (7)4.1.1 NAME (8)4.1.1.1 NAME Fields (9)4.1.1.2 Arbitrary Address Capable Field (10)4.1.1.3 Industry Group Field (10)4.1.1.4 Vehicle System Instance Field (10)4.1.1.5 Vehicle System Field (10)4.1.1.6 Reserved Field (10)4.1.1.7 Function Field (10)4.1.1.8 Function Instance Field (10)4.1.1.9 ECU Instance Field (11)4.1.1.10 Manufacturer Code Field (11)4.1.1.11 Identity Number Field (11)4.1.1.12 Dependencies in the NAME Fields (11)4.1.2 Addresses (12)4.1.2.1 The 254 Address (12)4.1.2.2 The 255 Address (12)4.2 Network Management Procedure (13)4.2.1 Request Message (PGN 59904) for Address Claimed (PGN 60928) (13)4.2.2 Address Claimed / Cannot Claim (PGN 60928) (14)4.2.2.1 Address Claimed Message (15)4.2.2.2 NAME of Controller Application (15)4.2.2.3 Cannot Claim Address (15)4.2.3 Commanded Address (PGN 65240) (16)4.2.3.1 Commanded Address Message (16)4.2.3.2 NAME of Commanded Address Target (17)4.2.3.3 Address Assignment (new source address) (17)4.2.4 Working Sets (17)4.2.4.1 Application Notes (18)4.2.4.1.1 Message sequence (18)4.2.4.1.2 Working Set Member Message Spacing (18)4.2.4.1.3 Compatibility with Conventional Network Processes (18)4.2.4.1.4 Constraints on Working Set Membership (19)4.2.4.1.5 Configuration Changes (19)4.2.4.1.6 Source Address Changes (19)4.2.4.1.7 Missing Working Set Members (19)4.2.4.2 Working Set Master Message – WSMSTR (PGN 65037) (20)4.2.4.3 Number of Members (20)4.2.4.4 Working Set Member Message – WSMEM (PGN 65036) (20)4.2.4.5 NAME of Working Set Member (21)4.3 Network Error Management (21)4.3.1 Cannot Claim Address (21)4.4 Address Claim and CA Initialization procedure (21)4.4.1 Address Claim Prioritization (22)4.4.2 Address Claim Requirements (22)4.4.2.1 Requirements for Requests for Address Claimed (22)4.4.3 Address Claim Initialization Rules (22)4.4.3.1 Response to a Request for Address Claimed sent to the global address (22)4.4.3.2 Response to a Request for Address Claimed sent to a specific address (22)4.4.3.3 Response to Address Claims of Own Address (23)4.4.3.4 Contention for an Address (23)4.4.4 Message Sequences for Initialization (23)4.4.4.1 Message sequences for initialization for all CAs on the network (23)4.4.4.2 Potential Identical Identifiers in Network Management Messages (23)4.4.4.3 Address Claim Bus Collision Management (24)4.4.4.4 A CA which is Unable to Successfully Obtain an Address (24)4.4.5 Requests for Address Claimed for Self-Configurable Addressing CAs (24)4.4.5.1 Technical Note Regarding Multiple Self-Configurable Addressing CAs (25)4.4.5.2 CAs Not Permanently Connected to the Network (25)4.4.6 Construction of Address to NAME Association Tables (25)4.5 Minimum Network Management Functionality (25)4.5.1 Reaction to Power Supply and Other Related ECU Disturbances (25)4.5.2 Minimum Network Management Capability (26)4.5.2.1 Request for Address Claimed Message (26)4.5.2.2 Address Claimed Message before Using a Source Address (26)4.5.2.3 Disruption of the Network During Connection or Disconnection of an ECU (26)4.5.2.4 Continuity of Addresses Across Power-down and Power-up Cycles (26)Appendix A: Initialization Sequence Timing Diagrams (27)FIGURE A1 - Initialization of A CA with Address Claim and No Contention (27)FIGURE A2 - Initialization of an ECU Where Two Single Address CAs Attempt To Claim the Same Address But Not Simultaneously (27)FIGURE A3 - Initialization of a CA Where NAME A Is Less Than NAME B and CA B is ArbitraryAddress Capable (28)FIGURE A4 - Initialization of a CA with Two CAs Attempting to Claim the Same AddressSimultaneously (28)1Single Address CAs with addresses in the 0-127 and 248-253 ranges may omit the 250 ms delay (29)FIGURE A5 - Initialization of an Arbitrary Address Capable CA with No Contention (29)FIGURE A6 - Initialization of an Arbitrary Address Capable CA with a Request for Address Claimed Sent to the Global Address (29)FIGURE A7 - Initialization of a Single Address CA with a Request for Address Claimed Where Address Is In Use (30)FIGURE A8 - Response to a Request for Address Claimed by a CA which has Been EarlierUnsuccessful In Claiming an Address (30)FIGURE A9 - Commanding an Address of a CA which does not have an Address and Supports the Commanded Address Message (31)FIGURE A10 - Commanding an Address of a CA which does not have an Address and theCommanded CA Does Not Support A Commanded Address Message (31)Appendix B Summary of Requirements and Capabilities of CAs (32)Appendix C NAME Examples (33)C.1 NAME Examples (33)C.1.1 A Single ECU with a CA Serving an Engine on an On-Highway Heavy-Duty Truck.33 C.1.2 Brakes on the second trailer of heavy-duty truck (33)SAE J1939-81 May 2003C.1.3 Agricultural planters with separate Section Controls (34)Appendix D: State Transition Diagrams for Address Claiming Processes (35)FIGURE D1 - State Transition Diagram for Initialization of Arbitrary Address Capable CAs (36)FIGURE D2 - State Transition Diagram for Initialization of Single Address CAs (37)FIGURE D3 - State Transition Diagram for Response of a CA to the Commanded Address Message381. ScopeThese SAE Recommended Practices are intended for light and heavy duty vehicles used on or off road as well as appropriate stationary applications which use vehicle derived components (e. g. generator sets). Vehicles of interest include, but are not limited to on and off highway trucks and their trailers; construction equipment; and agricultural equipment and implements.The purpose of these documents is to provide an open interconnect system for electronic systems. It is the intention of these documents to allow Electronic Control Units to communicate with each other by providing a standard architecture.Network management in the SAE J1939 network is concerned with the management of source addresses and the association of those addresses with an actual function and with the detection and reporting of network related errors. Due to the nature of management of source addresses, network management also specifies initialization processes, requirements for reaction to brief power outages and minimum requirements for ECUs on the network.2. ReferencesGeneral information regarding this series of recommended practices is found in SAE J1939.2.1 Applicable PublicationsAvailable from SAE, 400 Commonwealth Drive, Warrendale, PA 15096-0001.2.1.1 SAE PublicationsSAE J1939 - Recommended Practice for Serial Control and Communications Vehicle NetworkSAE J1939-21 - Data Link LayerSAE J1939-31 - Recommended Practice for Serial Control and Communications Vehicle Network - Part 31-Network Layer3 DefinitionsSee SAE J1939 top level document for definition of terms not defined in this document.3.1 Terminology used in network managementTerms are defined in SAE J1939 for use in the context of this document.3.2 Controller Application (CA)For the purposes of this document, a controller is made up of the software and the hardware within an Electronic Control Unit (ECU) that performs a particular control function. The software within a particular controller is the “Controller Application” (CA). An ECU may serve as one or more controllers and hence may contain one or more CAs. Each CA will have one address and an associated NAME in order to communicate on the J1939 network.3.3 Address Configuration and Capability3.3.2 Arbitrary Address Capable CAAn Arbitrary Address Capable CA is one that can select its source address from any appropriate SA (including those in the range 128 to 247 inclusive) based on internal algorithms, and then claim that address. This CA, in cases of address conflict, is also able to re-calculate its address and re-claim (unless all 120 of the addresses between 128 and 247 are used). The value in the Arbitrary Address Capable field in the NAME (See Section 4.1.1.2) indicates whether or not a CA has this capability. This capability is needed particularly for CAs that are expected to have multiple instances of the same device on a single vehicle. In these cases, the Arbitrary Address Capable CA will be the one to lose arbitration for a Preferred Address since the setting of the Arbitrary Address Capable bit in its NAME lowers its priority for address claim. This is correct behavior since its ability to operate correctly on the network will not be affected by the loss of arbitration. Note that if its function is one that would normally use a Preferred Address in the lower 128, it will claim that address first. Only upon losing arbitration during Address Claim will it claim an unused address from the range above 128.3.4 Types of CAsFor the purposes of network management, there are three types of CAs: Standard, Diagnostic/Development Tools, and Network Interconnection CAs.3.4.1 Standard CAsStandard CAs are those CAs whose primary function is not that of network interconnection or of programming, diagnosing, or otherwise functioning as tools or network interconnection CAs.Standard CAs include those used for engines, transmissions, brakes, virtual terminals, instrument clusters, and vehicle navigation. Data loggers and recorders are also examples of standard CAs but if these CAs assume diagnostic tool functions then they should meet requirements of diagnostic tool CAs. Standard CAs do not have the ability to modify the source addresses of any other CAs except as a result of the address claiming process.Standard CAs may or may not possess any of the addressing capabilities listed in section 3.3. It is not the intent of this document to require a particular address configuration capability for any Standard CA.3.4.2 Diagnostic/Development Tool CAsDiagnostic and Development Tool CAs are those which are connected to a particular SAE J1939 subnetwork for the purpose of analyzing, debugging, developing or monitoring any CA on the subnetwork or the operation of the subnetwork itself. Although these tools are not expected to be permanently attached to a subnetwork, such a tool may well be a permanent part of a particular vehicle or craft. In either case, the capabilities of these tools are more extensive than those of Standard CAs. They are primarily designed to interact with other CAs on the network and have no other external functionality (a diagnostic tool, for example, is not expected to provide torque, plant beans, or brake a vehicle).These tools may be intended as proprietary tools to operate on or in a given manufacturer's ECUs. They may be intended as a general-purpose tool to operate on ECUs provided by several manufacturers. Or they may be intended to work primarily on the network itself, providing network integration services for system integrators and OEM vehicle manufacturers.3.4.3 Network Interconnection CAsNetwork Interconnection CAs are those that exist primarily for the purpose of interconnecting networks or subnetworks. They primarily consist of repeaters, bridges, routers and gateways. In one manner or another, all network interconnection CAs forward messages from one subnetwork to another.Subnetworks interconnected by Network Interconnection CAs may have the same protocol, as in two SAE J1939 subnetworks in the same vehicle; they may have different protocols, such as from SAE J1708/J1587 to SAE J1939, or may be interconnected off-vehicle subnetworks, such as satellite link, token ring or cellular modem.Network Interconnection CAs serving as gateways translate from SAE J1939 subnetworks to various other networks. This document will deal only with the SAE J1939 portions of those CAs.4. Technical RequirementsThe Network Management layer in an SAE J1939 network provides the definitions and procedures necessary to uniquely identify CAs on the network, manage the assignment of addresses, and manage network errors.♦ Each CA must be capable of providing its unique 64-bit NAME. The rules for creating this NAME, associating it with an address and the ability or non-ability to change that address are presented in section 4.1 “NAME and Address Requirements”.♦ CAs must successfully claim an address according to the procedures explained in section 4.2 “Network Management Procedure” prior to sending any other messages on the network. Multiple ECUs and/or CAs can work together to perform functions but must follow the rules in section 4.2.4.♦ The inability to successfully claim an address according to the procedure must be handled and reported to the network in a standard way expressed in section 4.3.♦ Network initialization sequences associated with the address claiming process are described in section4.4.♦ A minimum set of network management requirements, including required responses to power interruptions are listed in section 4.5.4.1 NAME and Address RequirementsAddresses are used within SAE J1939 networks to provide uniqueness to message identifiers and to allow the source of a message to be determined. (Addresses are sometimes referred to as “Source Addresses” indicating the latter use). Address claim messages, which contain both a source address and a NAME, are used to associate a NAME with a particular address on the network.Every CA that transmits messages on a SAE J1939 network must have a NAME and successfully acquire an Address before the CA may transmit normal network traffic. The NAME serves two purposes, first, to provide a functional description of the CA (e.g. Engine Number 1, Engine Number 2, Transmission Number 1, Anti-Lock Brake System 1) and second, to provide a numerical value that may be used in arbitration for addresses. Addresses are used within SAE J1939 networks to provide uniqueness to message identifiers and to allow the source of a message to be determined. (Addresses are sometimes referred to as “Source Addresses” indicating the latter use). Address claim messages, which contain both a source address and a NAME, are used to associate a NAME with a particular address on the network. The association of an address with a unique NAME (4.1.1) also provides means to associate an address with a CA. Manufacturers of ECUs and integrators of networks must assure that the NAMEs of all CAs intended to transmit on a particular network are unique.4.2.2 Address Claimed / Cannot Claim (PGN 60928)The Address Claimed PGN may be used in two ways, to claim an address, and to announce that a CA was unable to claim an address. The former case is referred to in 4.2.2.1 as the Address Claimed message, and the latter in 4.2.2.2 as the Cannot Claim Address message. The Address Claimed message is used by any CA to either respond to a received request message for the Address Claimed message or to simply claim a single address on the network. CAs must issue it during initialization of a network or when attaching to a running network. If a CA receives an Address Claimed message claiming its own source address, it should compare the NAME that was received in the Address Claimed message with its own NAME and determine which CA has a higher priority NAME (lower numeric value as described in 4.4.3.3). If the CA receiving the Address Claim determines that it has the higher priority NAME it may then transmit an Address Claimed message containing its NAME and address. However if it has the lower priority NAME it should either attempt to claim a different address or send a Cannot Claim Address message. A CA that loses address arbitration in this manner and is in the process of sending a transport protocol message should immediately cease sending the transport protocol message and should not send a Transport Protocol Abort. Receivers of the transport protocol message must detect the interruption through the normal transport protocol timeout process as specified in J1939-21 (1.25 sec.) Queued transport protocol frames should cease within the timeout and constraints given in J1939-21, 5.10.3.4 (50 ms).A CA may send the Cannot Claim Address message (See 4.2.2.3) or a Request for Address Claim using the null address as a source address (See 4.2.1) provided it has attempted the address claim and without having successfully claimed an address. A network interconnection CA may not use its own address in communications on the network until it has successfully claimed that address. Handling messages of other CAs is a special case for network interconnection devices. Network interconnection devices acting entirely as repeaters may pass messages bearing the originator’s Source Address before claiming their own addresses (For further requirements for network interconnection devices see SAE J1939-31).Configuration of networks with multiple bridges may create significant delay between transmission and reception of address claims that traverse the bridges. The 250 ms delay may not be adequate in these systems to prevent further arbitration after a CA has successfully claimed an address.Once a CA has successfully claimed an address, it may begin transmitting other messages on the network and respond to any further Requests for Address Claim.No valid claim may be made for Address 254, the null address. An Address Claimed message sent with address 254 as the source address is a Cannot Claim Address message (see 4.2.2.2).The Address Claimed message should always be sent to the global address (255) to provide all ECUs on the network the information to maintain a current address to NAME correspondence. The Address Claimed message should be sent to the global address (255) even when requested in a destination specific message. The Address Claimed message is an exception to the requirements on request messages specified in SAE J1939-21. (SAE J1939-21 defines that a request message that is directed to a specific address be responded to with the destination set to the requester.)Appendix D: State Transition Diagrams for Address Claiming ProcessesState transition diagrams are presented in Figures D1, D2, and D3 for address claiming processes. Processes are presented for initialization of both single address capable and arbitrary address capable ECUs. These diagrams are intended to clarify processes outlined throughout this specification. The specifications in the paragraphs of this document have precedence in the event of any discrepancy between the text and figures.States are shown in the diagrams as circles with the title of the state enclosed in the circle. Arrows leaving the states have associated text describing the event that triggers transition from the state. The triggering event text is followed by a slash (/). In some cases, there is an action that takes place after the trigger on entering the next state. The transition action is associated with the arrows leaving a state and is text that is not followed by a slash (/).Rationale - Since the initial publication of SAE J1939-81 in 1997 the other layers of SAE J1939 have been further defined and the proposed uses of SAE J1939 have evolved beyond those foreseen at that time. Two major concepts have been added. Controller Applications introduces the idea of multiple applications running in one module. Working Sets addresses the use of multiple modules to perform a single coordinated function.The definitions of all terms have been expanded and made consistent with other documents. Minimum requirements were updated. Examples have been improved and Appendices added.Relationship of SAE to ISO Standard - Not Applicable.Application - These Recommended Practices are intended for light and heavy-duty vehicles used on or off road as well as appropriate stationary applications which use vehicle derived components (e. g. generator sets). Vehicles of interest include, but are not limited to: on and off highway trucks and their trailers; construction equipment; and agricultural equipment and implements.The purpose of these Recommended Practices is to provide an open interconnect system for electronic systems. It is the intention of these recommended practices to allow Electronic Control Units to communicate with each other by providing a standard architecture.Network management in the SAE J1939 network is concerned with the management of source addresses and the association of those addresses with an actual functional and with the detection and reporting of network related errors. Due to the nature of management of source addresses, network management also specifies initialization processes, requirements for reaction to brief power outages, and minimum requirements for ECUs on the network.Reference SectionSAE J1587 - Joint SAE/TMC Electronic Data Interchange Between Microcomputer Systems in Heavy-Duty Vehicle ApplicationsSAE J1939 - Recommended Practice for Serial Control and Communications Vehicle NetworkSAE J1939-21 - Data Link LayerSAE J1939-31 - Recommended Practice for Serial Control and Communications Vehicle Network - Part 31-Network LayerDeveloped by the SAE Truck and Bus Control and Communications Subcommittee Sponsored by the SAE Truck and Bus Electrical and Electronics Committee。
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次年会将特邀多位政府相关领导、⾏业专家，以及xx装备制造、xxxxxx的杰出企业家出席，届时有思考⼒和⾏动⼒的企业家们将和卓有成就、富有远见的专家⼀道，以“xxxxxx”为主题，在政策、市场、技术、资本等领域倾⼒打造⾼端交流合作、宣传展⽰的平台，推动光伏产业健康、快速发展。
届时将由众多有影响⼒的媒体、知名⾏业媒体进⾏全程跟踪和报道。
本次年会是⼀场第⼀次由xxxxxx⾃⼰举办的盛会，不同于层出不穷的⾏业务虚会、更不同于各式各样的⾏业展销会，⽽是思想和智慧深度碰撞、交融与分享的盛典。
谨此，我们诚挚邀请您莅临本届年会，让我们在此传递友情、分享智慧、升华思想。
衷⼼感谢您的⽀持和指导。
xxxxxxxx公司 xxxx年xx⽉xx⽇ 年会邀请函邀请词2各位社协的单位会员、个⼈会员： 忙碌充实的20xx年即将过去，⼜将迎来美好的20xx年，在这辞旧迎新，展望未来的⽇⼦⾥，我们衷⼼感谢各位会员在过去的⼀年中对我们⼴州市社会⼯作协会的⽀持，为了共同庆贺成长的愉悦，⼀起团聚，⼴州市社会⼯作协会真诚地邀请⼤家参加"春暖花开，社⼯团聚"⼴州社⼯年会。
【最新精选】永久性的解决GoogleEarth（谷歌地球）无法连接服务器问题
永久性的解决Google Earth(谷歌地球)无法连接服务器问题（2013年4月30日）本帖内容貌似与骑行无关，但实际上与喜欢探路的车友有息息相关。
熟练使用该软件可以减少户外迷路情况的发生，可以为车友制定详细行程计划提供了比较真实的路线、地形参考。
论坛网友截图“谷歌黑洞”然，站内技术男为了守护世界的和平，奉命于危难之间，排除万险，终取到和平真经。
其实类似情况也在去年夏日发生过（[谷歌点滴系列]解决Google Earth访问不稳定的方法），此次教程也与去年一样，但是为了照顾新童鞋，咱再来温习一遍吧。
也可到此观摩：解决办法：Google Earth 无法连接谷歌地球服务器、解决最近Google Earth访问不稳定的办法。
修改HOSTS具体步骤：①找到Hosts文件，win7的地址，xp也应该类似吧，在 C:\windows\System32\drivers\etc 这个文件下面的hosts文件。
②用记事本方式打开该文本文件，在最后面新建一行，输入 203.208.46.180，也就是127.0.0.1那一堆的下面③保存该文本文件缺点：Hosts的直连ip可能会失效，自己的足够的信息来源获取新的hosts，不过一般情况而言，还是比较稳定的。
温馨提示：若担心修改HOSTS后Google Earth出错的同学，可以在修改前先备份好HOSTS文件哟~也可以点击下载本站的hosts文件/2013/0315/2013.03.15_hosts.rarAndroid手机上修改Hosts（在网上找到的）：具体操作过程是：1.先通过各种方法让Android手机获取Root权限（通常非行货的手机都已获取Root权限），之后运行Root Explorer管理器，进入可写状态，找到/system/etc/hosts的文件，将其权限修改为可写。
2.用记事本方式打开hosts文本文件，在127.0.0.1那一堆的下面输入 203.208.46.180。
铿锵三人谈
铿锵三人谈
佚名
【期刊名称】《汽车与驾驶维修：维修版》
【年(卷),期】2002(0)5
【摘要】@@ 来自前苏联军方的绝密尖端技术--摩圣技术进入中国汽车维修市场,成为最近汽车专业人士共同关注的热点话题.摩圣技术的诞生,使汽车不再需要大修,因为摩圣可使新车"青春永驻",而因磨损即将"寿终正寝"的老车,在摩圣的"魔力"之下,又可以"枯木逢春","老当益壮"了.很多汽车专业人士纷纷预言:摩圣技术即将在中国汽车维修市场掀起一场新的革命.然而也有部分消费者对摩圣技术心存疑虑,摩圣是不是有些骇人听闻?为了解开大家心中的疑团,本刊特意邀请摩圣技术引进人郭凤炜博士和从乌克兰引进摩圣技术的埃勒维斯科技发展有限公司总经理洪全玉女士,共同探讨摩圣技术在中国汽车维修市场的应用发展前景.
【总页数】1页(P76)
【正文语种】中文
【相关文献】
1.铿锵三人谈——2010年,招办负责人录取归来"话"录取
2.铿锵三人谈——艺考,这个冬天的"一把火"
3.铿锵三人谈——引出标准以外的话题
4.铿锵三人行:关于“风险”的对话(续Ⅰ)
5.逆风铿锵三人行
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C172标准操纵程序
C172标准操纵程序Cena172RNAVIII飞行员训练手册标准操作程序目录3.03.002022-09P1REV0003.00目录03.01概述03.02飞行准备03.03机外安全检查03.04驾驶舱预先准备03.05机外检查03.06驾驶舱准备03.07推出前或起动前03.08发动机起动03.09起动后03.10滑行03.11起飞前03.12起飞03.13起飞后01.14爬升03.15巡航03.16下降准备03.17下降03.18ILS进近03.19非精密进近03.20目视进近03.21着陆前Cena172RNAVIII飞行员训练手册标准操作程序目录3.03.002022-09P2REV0003.22着陆03.23复飞03.24着陆后03.25停机03.26离机03.90标准喊话Cena172RNAVIII飞行员训练手册标准操作程序目录3.03.002022-09P3REV00本页有意留空Cena172RNAVIII飞行员训练手册标准操作程序概述3.03.012022-09P1REV00序言本章为Cena172NAVIII飞机单人制标准操作程序。
标准操作程序包括检查准备和正常程序。
除了那些按逻辑必须优先进行的操作外，所列的项目均依据驾驶舱仪表板标准布局而编排，保证所有操作以最佳效率来进行。
执行标准操作程序按飞行阶段划分，并靠记忆来完成。
在飞行训练初期，学员可以借助C172NAVIIIQRH（快速参考手册）完成地面程序，但空中程序在熟练后靠记忆来完成。
这些程序假设所有系统正常工作。
正常检查单完成了规定程序后用正常检查单来保证所有安全点的检查。
正常的检查单包括的项目仅限于那些如不正确执行检查将直接影响安全和效率的方面。
所有正常检查单由飞行员起始执行，并念出检查单内容。
正常检查单是提问——回答形式，执行单人制机组程序时由飞行员完成，飞行员念出检查单内容，在完成了现有状态检查后才能对提问作出回答，如果形态与检查单不一致应做出修正后再回答。
lifetimeachievementaward终身成就奖
262013 s p e a U t o m o t i V e i n n o V a t i o n A U T O M O T I V EAuto Vehicle Designer, Roy Sjöberg Named 2013 SPE ® Automotive Lifetime Achievement Award WinnerWith more than 45 yearsof experience in automotive design and development on iconic vehicles as the Chevrolet Corvette andDodge Viper sports cars, Roy Sjöberg, P .E. has been named 2013 Lifetime Achievement Award winnerby the Automotive Division of the Society of Plastics Engineers (SPE®) and is being honored for hisrole leading automotive plastics and composites innovations at the 43rd -annual Automotive InnovationAwards Gala .Roy Sjöberg spent 25 years at General Motors Corp. (GM), beginning as a designer and engineer andlater moving on to the position of vehicle developmentmanager for then-Corvette chief engineer, Zora Arkus-Duntov. He worked on several areas of the ChevroletCorvette , including its innovative composite bodypanels. Sjöberg also was instrumental in developing the 1975 Chevrolet Monza bumperfascia in polyurethane reaction-injection molding (PUR-RIM) — the first high-volumeapplication of that material/process, which incidentally won an SPE AutomotiveInnovation Grand Award — as well as the Monza front end in glass-mat thermoplastic(GMT) composite, and he was involved in development of molded-in-color (MIC)polyethylene front filler panels on Chevrolet Camaro and Monza vehicles, as well as thefirst MIC blow molded rear spoiler for the Chevrolet Cavalier sedan.Joining Chrysler Corp. in 1985, Sjöberg spent the next 12 years of his career there.Initially he was chief engineer on the Composite Intensive Vehicle Program workingon resin-transfer molding (RTM) for structural bodies. From 1987 to 1988, he andtop composites leaders from GM (Irv Poston) and Ford Motor Co. (Peter Beardmore)championed the formation of the Automotive Composites Consortium (ACC), whichis a joint-development effort of the Big Three U.S. automakers in precompetitiveareas — in this case, for structural composites. Success of the ACC led to 17 otherconsortia in various automotive topics, as well formation of an umbrella organization that today is known as the United States Council for Automotive Research (USCAR), which is still actively contributing to the success of automotive research. Sjöberg also became chief engineer-Materials Engineering, and later was named executive engineer-Viper Project, where he was responsible for designing, developing, prototyping, testing, and eventually manufacturing one of the most exciting sports cars Chrysler ever built: the Dodge Viper . While working on that program, Sjöberg was involved in numerous technology innovations, including the RTM body panels, the all-composite instrument panel surround, the composite roof, the composite door surround, and the composite spare-tire underbody rear clip, to name a few. In 1992, the Viper sports car won the SPI Composite Institute’s Counterpoise Grand Design award for highest achievement in the use of composite materials. Sjöberg and the Viper team won many national and international racing championship awards, including the FIA Championships, the American LeMans Series, and the 2003 VGX. And the “Platform Team Concept” developedLifetime Achievementduring the Viper Project under Sjöberg’s leadership became the company-wide “mantra” in later years at Chrysler. Last year, SPE Automotive Division recognized Chrysler Group LLC’s Viper team with a Vehicle Engineering Team Award (VETA) for all the plastics and composites innovations on the 2013MY SRT Viper sports car, and Sjöberg was invited to receive recognition for his contributions to that vehicle’s design and development.Since retiring from Chrysler, Sjöberg has kept active. Under the name Team R-Squared SLLP , he has consulted with the U.S. Defense Advanced Research Projects Agency (DARPA)on a low-cost airframe project, and he has consulted for Ferrari S.p.A. on the Maseratiprogram for homologation / vehicle development for U.S. sales. He also is a notablekeynote speaker on engineering, team building, and leadershiptopics to such organizations asSAE International® (founded as theSociety of Automotive Engineers),the Society of ManufacturingEngineers (SME), ASME (founded asthe American Society of MechanicalEngineers), the American Societyfor Quality (ASQC), and SPE. Hehas served as a Blue Ribbon judgefor the SPE Automotive InnovationAwards Competition for over adecade, and still is very active as ajudge at the Concourse D’Elegancefor the Amelia Island Concours,Glenmoor Gathering, & St. Ignacecar shows, and many more. Further, Sjöberg is a Sloan (School) senior executive alumnusfrom the Massachusetts Institute of Technology (MIT) and holds a BSME and MBA fromthe University of Michigan. He holds 6 U.S. and international patents — 3 in the area ofplastic parts. He is a lifelong supporter of vehicle development, innovation, and ingenuityand American leadership in the global automotive industry. He is married, has 4 grownchildren and 8 grandchildren, and formed as well as is a current board member of theFriends of Inland Lakes Schools Inc., a community foundation promoting educationalopportunities for local students.“Throughout my career,” says Sjöberg, “My personal philosophy was always ‘If it needs to bedone, I will make it happen.’ I didn’t wait around for someone else to tell me what neededto be done. I looked at the situation, figured out what was needed, and then I just did it. Imentored my Chrysler teams the same way. I always prefer to be an entrepreneur rather thanan ‘observer’ in my work and in my life.” He says he will focus his acceptance speech on howthis philosophy can be applied to future challenges for the plastics industry. a w a r d s c o m p e t i t i o n & g a l a 27AFirst given in the year 2000, the Lifetime Achievement award recognizes the technical achievements of individuals whose work – in research, design, and engineering, etc. – has led to significant integration of polymeric materials on passenger vehicles. Past winners include:• J.T. Battenberg III, former chairman and chief-executive officer of Delphi Corp.;• Bernard Robertson, then executive vice-president of DaimlerChrysler;• Robert Schaad, chairman of Husky Injection Molding Systems, Ltd.;• Tom Moore, retired vice-president, Liberty and Technical Affairs at then DaimlerChrysler;• Mr. Shigeki Suzuki, general manager - Materials Division, Toyota Motor Co.; • Barbara A. Sanders, retired director - Advanced Development & Engineering Processes, Delphi Thermal Systems;• Josh Madden, retired executive at General Motors Corp. & Volkswagen of America; • Frank Macher, former CEO of Collins & Aikman Corp., Federal Mogul Corp., and ITT Automotive, who also spent 30 years at Ford Motor Co.; • Irv Poston, retired head of the Plastics (Composites) Development-Technical Center, General Motors Corp.; • Allan Murray, Ph.D., retired technology director at Ford Motor Co.;• David B. Reed P.E., retired staff engineer,Product Engineering, General Motors Corp.; and• Gary Lownsdale, P.E., chief technologyofficer, Plasan Carbon Composites. Award ® spe is a registerted trademark of the society of plastics engineers. all other trademarks are the property of their respective owners.Below is given annual work summary, do not need friends can download after editor deleted Welcome to visit againXXXX annual work summaryDear every leader, colleagues:Look back end of XXXX, XXXX years of work, have the joy of success in your work, have a collaboration with colleagues, working hard, also have disappointed when encountered difficulties and setbacks. Imperceptible in tense and orderly to be over a year, a year, under the loving care and guidance of the leadership of the company, under the support and help of colleagues, through their own efforts, various aspects have made certain progress, better to complete the job. For better work, sum up experience and lessons, will now work a brief summary.To continuously strengthen learning, improve their comprehensive quality. With good comprehensive quality is the precondition of completes the labor of duty and conditions. A year always put learning in the important position, trying to improve their comprehensive quality. Continuous learning professional skills, learn from surrounding colleagues with rich work experience, equip themselves with knowledge, the expanded aspect of knowledge, efforts to improve their comprehensive quality.The second Do best, strictly perform their responsibilities. Set up the company, to maximize the customer to the satisfaction of the company's products, do a good job in technical services and product promotion to the company. And collected on the properties of the products of the company, in order to make improvement in time, make the products better meet the using demand of the scene.Three to learn to be good at communication, coordinating assistance. On‐site technical service personnel should not only have strong professional technology, should also have good communication ability, a lot of a product due to improper operation to appear problem, but often not customers reflect the quality of no, so this time we need to find out the crux, and customer communication, standardized operation, to avoid customer's mistrust of the products and even the damage of the company's image. Some experiences in the past work, mentality is very important in the work, work to have passion, keep the smile of sunshine, can close the distance between people, easy to communicate with the customer. Do better in the daily work to communicate with customers and achieve customer satisfaction, excellent technical service every time, on behalf of the customer on our products much a understanding and trust.Fourth, we need to continue to learn professional knowledge, do practical grasp skilled operation. Over the past year, through continuous learning and fumble, studied the gas generation, collection and methods, gradually familiar with and master the company introduced the working principle, operation method of gas machine. With the help of the department leaders and colleagues, familiar with and master the launch of the division principle, debugging method of the control system, and to wuhan Chen Guchong garbage power plant of gas machine control system transformation, learn to debug, accumulated some experience. All in all, over the past year, did some work, have also made some achievements, but the results can only represent the past, there are some problems to work, can't meet the higher requirements. In the future work, I must develop the oneself advantage, lack of correct, foster strengths and circumvent weaknesses, for greater achievements. Looking forward to XXXX years of work, I'll be more efforts, constant progress in their jobs, make greater achievements. Every year I have progress, the growth of believe will get greater returns, I will my biggest contribution to the development of the company, believe inyourself do better next year!I wish you all work study progress in the year to come.。