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。

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。

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。

年会邀请函邀请词（精选50篇）年会邀请函邀请词 年会邀请函邀请词（精选50篇） 邀请函要符合礼仪⽂书的⾏⽂要求，追求事务与礼仪的完美结合。

在⽇常⽣活和⼯作中，邀请函使⽤的情况越来越多，到底应如何拟定邀请函呢？下⾯是⼩编帮⼤家整理的年会邀请函邀请词（精选50篇），欢迎阅读，希望⼤家能够喜欢。

年会邀请函邀请词1尊敬的xx先⽣/⼥⼠： xxxxx公司将于xxxx年xx⽉xx⽇在xxxxxxxx举办“xxxxxxxx公司年会”。

我们诚挚邀请您出席本届年会。

本次年会主题为“xxxxxxxxxx”，旨在为xx企业搭建平台，分享专家对产业、⾏业发展趋势以及国家产业政策趋势的分析与预测，推进政府与企业、企业与企业之间的对接，推动相关政策与商业智慧的融合，为增强xxxxxxxx企业核⼼竞争⼒、开启产业辉煌贡献绵薄之⼒。

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。

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
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】
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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
因版权原因，仅展示原文概要，查看原文内容请购买。

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。

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.。

军转干考试
1
2013年军转：“摇号帝”事件
【关键词】军转 转业干部 军转干部 军转干 军转干部安置 转业政策 公选 企业军转 军转网 军转政策 科学发展 中公教育 公选干
军转论坛 军转干考试 十八大报告 军转安置
2012年11月26日，11月的北京购车摇号结果开出，共有1264862人参加购车摇号，中签率再创新低，达1：67.2。

在大多人屡摇不中时，细心的市民发现从2012年5月至11月，“刘雪梅”这个名字连续7个月中签，十分“邪乎”。

有人更是戏言若再摇不中不妨改名“刘雪梅”碰碰运气。

2012年11月29日下午，北京市交通委在其官方网站发布澄清，此事件系属于重名现象，不存在暗箱操作。

对此，律师田小皖依据《政府信息公开条例》申请政府信息公开，于11月29日通过快件的方式，申请政府信息公开。

12月6日，有交通委工作人员致电，告知其可以到市交通委，以现场查阅的形式公开信息。

12月10日，田小皖获邀来到市交通委，现场查阅摇号帝“刘雪梅”及摇号其他相关信息。

田小皖查阅后称，中签的“刘雪梅”身份证号均不相同，应是存在重名现象，才导致“刘雪梅”连续7个月中签。

七连中的“刘雪梅”可能真的只是一个幸运的名字,却无意间激起人们以往对公权滥用的不满,暗合人们对暗箱操作的猜测。

而要想祛除各种“刘雪梅”式特殊幸运,似乎只有进一步加强公开、监督。

只有当关乎百姓切身利益的公共资源的分配情况全部置于玻璃房中,各类申请人资质、分配环节全程透明公开,并引入社会公众制度性监督，才能让滥用职权无的放矢。

到那时,我们才真的会替“刘雪梅”们真正的幸运而鼓掌。

时代汽车 AUTO TIME12郑州日产20周年庆典2013年8月7日上午，郑州日产20周年庆典在郑州日产总部办公楼举行。

日产汽车公司首席运营官志贺俊之、东风汽车有限公司副总裁关润、东风汽车有限公司总裁助理真锅雅文、东风汽车股份有限公司副总经理、郑州日产汽车有限公司总经理郭振甫、东风汽车股份有限公司副总经理、郑州日产汽车有限公司党委书记王继承出席庆典。

在庆典现场，入司20年、10年以及新进大学生代表依次传递象征着郑州日产超越自我、追求卓越精神的火炬，点燃了郑州日产对未来新蓝图的信心。

艾睿铂发布2013年中国汽车行业趋势及展望报告全球商业咨询公司艾睿铂(AlixPartners)8月27日发布的2013年中国汽车展望报告指出，随着未来五年增长率维持在大约5%至7%的水平，以及日趋成熟的中国汽车市场，市场格局的迅速变化将决定整车厂及零部件供应商的沉浮。

通过访谈超过100位在中国汽车行业中任职于内资及跨国公司的资深高管，这一研究涉及汽车行业的整体状况，以及所处公司在经营上面临的机遇和挑战。

2013（第12届）南京国际汽车展览会车界的金九银十又在不远的前方向我们招手了，购车三包政策也将在10月1日开始正式执行，结合天时、地利、人和三大优势，2013（第12届）南京国际车展即将于9月29日—10月4日在南京河西博览中心盛大开启。

90多个参展品牌，10万平米展出面积，近百款最新车型、主流名车精彩亮相，奢华感官盛宴、触底优惠价格，引爆全城赏车、买车热潮。

本届车展豪车品牌再次超越以往，一举拿下三万平米近“半壁江山”高调亮相：法拉利、玛莎拉蒂、兰博基尼、保时捷、宾利、劳斯莱斯、奔驰、宝马、奥迪、凯迪拉克、英菲尼迪、雷克萨斯等20余个品牌悉数到场。

而一款素有“法拉利劲敌”之称的超级跑车首次亮相国内车展，让观众首次欣赏到一场“强强对阵”的顶级跑车豪华盛宴。

第四届绿色汽车大会2013第四届绿色汽车大会2013,将于2013年10月9日至11日在中国北京隆重召开。

天道酬勤——2013年开元汽车峰会感悟兴义开元陈荣江2013年开元汽车峰会如期在石家庄希尔顿酒店隆重召开，开元中心董事长、业界精英、专家学者、开元中心高管、各省公司领导及各地区单位经理、负责人等都应邀出席了会议。

作为开元这个大家庭中的一名新人，能参加这样会议，能有这个向全国开元精英们学习的机会使我倍感欣慰和自豪，同时，也让我这位新开元人对开元汽车有了更深的了解和认识，深深的感受到了开元汽车丰富的企业文化和一流的管理水平。

在会上，业绩优秀的省级公司负责人和单位经理分别上台做了经验介绍和分享。

有的是租车业务量大、有的是保险业务多、有的是风险管控好等等，通过讲述他们亲身经历一些案例，让我更懂得“天道酬勤”的深刻含义。

其中，湖北公司汉南单位经理任海燕，在分享她成功经验的时候，最让我感动。

特别是她曾经在那炎炎烈日下，汗水湿透衣背的拜访客户；也曾经在绵绵细雨中，单薄的身影在挨家挨户的做宣传；也曾经在半夜三更，孤身一人前去给发生交通事故的客户送保单，在客户最需要帮助的时候赶到现场，送是不仅仅只是保单，而是坚定信心和支持；也曾经多少次披星戴月、风雨兼程的带领着自己的团队不停的奔波客户调查的路上，那种舍小家，为大家精神，对于一个女性来说是多么的难能可贵……这就是一个开元人，一个为了实现自己梦想而努力奋斗的开元人。

这种不怕苦、不怕累、吃苦耐劳，有魄力、有担当、永往直前的开元人精神深深震撼了我，这种精神已深深刻入我的脑海，将成为以后工作的精神支柱和动力源泉。

我想不只是我，这应该是所有开元人学习的榜样。

“一个女孩子，面对来自工作、家庭等方方面面的压力，也能做的如此成功，咱们其他单的，大老爷们，还有什么理由做不好呢？”李总的这番话，让我感到羞愧难当，深深的低下了头。

那一刻，思绪万千。

是的，做为一个爷们，当我们面对这火辣辣的太阳，有时不想出门，想偷偷懒时候，你就想想远在湖北的任经理，此刻正汗流浃背的奔波在客户调查的路上；当我们面对凛冽的寒风，舍不得离开火炉的时候，你就想想远在湖北的任经理，此刻正处在风雪中，满脸通红的做宣传；当我们深更半夜接到客户的打来电话，面对暖和的被子，想多睡一下，第二天再处理的时候，你就想想远在湖北的任经理，半夜三更，离开家人、孩子去给客户解决实际困难……如此这些，作为一个女性都做到了，作为一个大老爷们，你还会有偷偷懒的想法吗？还会有依偎在火炉边的想法吗？你还会有多睡会儿的想发吗？每每想到这些，心中都闪现出无数张为客户排忧解难而得到客户一个满意微笑的画面和场景，顿时就会全身都充满了无限的力量，马上就想上战场。

封面内页， 暂未设计排版 可插广告多年以后，当我们再次聚集在悦野的旗帜前面一起唱着蓝莲花，准会想起第一次跟随协会骑上单车出游的那一天。

在踏上单车的那一刻起，和悦野的缘分就注定了。

时光荏苒,岁月如梭，悦野也从当初的新生小社团发展到了学校的顶级社团之一，如今我们再次聚集在悦野会旗之下，一起迎来九周年纪念，纪念我们一起在悦野的岁月。

9年前的青海湖，第一批野人第一次踏上了未知的旅途，年轻的心在经过了旅途的洗礼之后变得不一样了。

王晓东、赵悦茗们有了将这份快乐分享给学校其他同学的愿望，于是在2004年11月13日，北京林业大学悦野自行车协会正式成立，我们与协会的缘分也开始于此。

9年来，一批批的悦野人走遍了北京的大街小巷，经典的凤凰岭、鹫峰，熟悉的十渡、京西十八潭都留下了我们的车轮印迹。

更有志存高远的野人骑上单车到了更远的地方，北京——泰安、青岛——杭州、昆明——香格里拉、西安——青海湖，悦野远征队在走遍祖国的大江南北。

除了骑行，悦野也在摸索着更多的活动，当初偶尔为之的义务修车如今也成为了每周固定的招牌活动，深受全校师生喜爱。

还有冬夏训、生日会、趣味赛都成了团结协会会员的优秀活动。

当初的一无所有到如今成熟的制度，理事会的成立，车队的建设，多部门的合作让9年前不知名的悦野一步步的走来也成为了学校的十佳社团、五星级社团，野人们的点点滴滴都得到了应有的肯定。

09年我加入协会，这么多年看着她从入会时的朝气蓬勃成长到今天的硕果累累，我倍感欣慰，为走过的路程而喝彩，为9年华诞而祝福。

茁壮成长，多年的奋斗历程与今天的成就，凝聚着几代野人的智慧与心血。

为之付出过心血与汗水的野人们在今天可以开心的享受丰硕的成果了。

值此周年庆之际，我愿借此机会表达我对悦野深深的祝福，祝愿协会在以后的岁月里日益壮大，有更多的野人在十周年庆时、二十周年庆时能再次欢聚一堂，回忆起在悦野的美好时光，能够为身在协会而骄傲，为协会的发展壮大而自豪。

大学最好的事情就是遇到了悦野，最好的时光都在悦野。

法国沙龙文化在中国的引入与融合曹丹丹【摘要】众所周知，沙龙文化是17、18世纪法国精英社交文化的代表，对法国及欧洲社会产生了深远影响。

不仅如此，这种昔日的贵族社交方式也早已跨越国界，传播到了古老的中华大地。

本文力图从符号学的一些浅易观点阐述法国沙龙文化在中国的引入与融合，从历时与共时的角度归纳总结中国不同时期以及同一时期不同种类的沙龙，从而再现沙龙文化在中国发展的历史轨迹和现状。

此外，通过介绍沙龙文化在中国的融合与创新，揭示其显著的社会文化功用。

【关键词】沙龙文化符号学社会文化功用[Résumé]En tant qu’héritage culturel chinois,l’acupuncture et la moxibustionévoluent en France depuis plus de deux siècles.Au fil du temps,elles se sont transformées et sont acceptées enfin par les Français.Le nombre de Français voulant essayer ces traitements augmente;les académies d’acupuncture et de moxibustion se multiplient;les chercheurs français ont fait de nombreux progrès dans ce diffusion de l’acupuncture et de la moxibustion en France est un cas idéal pour les recherches sur la communication interculturelle sino-française.A partir des faits,nous analysons le parcours de l’évolution de l’acupuncture et de la moxibustion avec la théorie de la réception.A la fin nous présentons notre réflexion sur la communication culturelle et donnons nos idées sur la diffusion de la culture chinoiseàl’étranger.【项目】本文为天津师范大学青年基金项目资助（52WU1107）研究成果。

2013款上海通用别克全新君威GS
李晓非
【期刊名称】《汽车与运动》
【年(卷),期】2013(000)012
【摘要】强悍的动力输出、优异的底盘表现加上智能化系统的便利，全新君威GS 似乎有些“钢铁侠”的味道了。

高科技配置加身之后的君威GS，能让驾驶者更为轻松和更加享受。

【总页数】6页(P90-95)
【作者】李晓非
【作者单位】
【正文语种】中文
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2.2016款上海通用别克全新君越新技术剖析(一)
3.另外的选择全新别克君威GS 长安福特新蒙迪欧东风日产新世代天籁丰田凯美瑞
4.别克全新君威GS 极致乐享
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其中市区有被誉为“海南第一楼”的五公祠，明代清官海瑞的墓园；市区附近还有蜚声海外的琼台书院，摄人心魄的马鞍山火山口公园，涨潮时出现“海上森林”奇观的东寨港红树林，这些都会让你的海口之行充满意趣和新奇。