Mode Split

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HW30 Heat Watch 说明书

HW30 Heat Watch Patent PendingHW30-EU v3.0 7/08Support line (781) 890-7440TechnicalSupport:Extension200;E-mail:******************Repair&Returns:Extension210;E-mail:*****************Product specifications subject to change without notice For the latest version of this User Guide, Software updates, and other up-to-the-minute product information, visit our website: Extech Instruments Corporation, 285 Bear Hill Road, Waltham, MA 02451Description1. Start/Stop2. Mode3. Recall4. Lap/Split5. LCD DisplayCautions• This device is not a toy and must not reach children’s hands. It contains hazardous objects as well as small parts that the children could swallow. In case a child swallows any of them, please contact a physician immediately • Do not leavethe battery and packing material lying around unattended; they can be dangerous for children if they use them as toys • In case the device is going to be unused for an extended period of time, remove the battery to prevent them from draining • Expired or damaged batteries can cause cauterization on contact with the skin. Always, therefore, use suitable hand gloves in such cases • See that the battery are not short-circuited. Do not throw the battery into a fire.Battery ReplacementRemove the screws from the back of the watch to open unit and battery compartment. The battery is a Round Button cell Type CR2032. Removing and replacing the battery will cause loss of all previous settings. Make sure the gasket seal is properly placed before replacing back cover and tightening screws.SpecificationsAccuracy (Watch) ±5 seconds/24 hours Accuracy (RH) ±5% (33 to 75% RH), ±7% (1 to 32% and 76 to 99%) Accuracy (Temp) ±3°F (1.5°C) Temperature 14 to 122°F (-10 to 50°C) Resolution 0.1/ 1o C or F Update Rate 5 seconds in Heat Index Mode, 2 minutes in other modes Heat Index 70 to 122°F (22 to 50°C) Humidity 1 to 99% RH Memory 30 Laps/ 30 Splits LAP Counter 99 Laps Battery CR2032Dimensions 3.1x2.6x0.8" (79x66x23mm) Weight 3 oz. (85g) with battery Calibration and Repair ServicesExtech offers repair and calibration services for the products we sell. Extech also provides NIST certification for most products. Call the Customer Care Department for information on calibration services available for this product. Extech recommends that annual calibrations be performed to verify meter performance and accuracy.Operation Mode SelectionThe HW30 Heat Watch has six different operating modes. Press theMODE button to switch from one mode to another.The HW30 will remain in the Heat Index mode for two minutes and then default back to the clock mode.Time Date ModeThe time date display shows current time, day of week, date and month. Also displayed are the alarm and heat index alarmindicators when they are activated.Time and date setPress and hold the RECALL button for 3 seconds to set time and date.Press START to zero seconds.Press LAP to select minutes, Press START to change minutes.Press LAP to select hours, Press START to change hours. Press LAP to select minutes, Press START to change minutes. Press LAP to select year, Press START to change year. Press LAP to select month, Press START to change month. Press LAP to select date, Press START to change date. Press LAP to select 12H/24H, Press START to change. Press RECALL to exit time set mode.The HW30 will return to display mode after 30 seconds of inactivity.SETTING UNITS OF MEASUREFrom heat index mode screen, Press LAP to change unit of measure (°F or °C)HEAT INDEX MODEIn heat index mode the HW 30 displays relative humidity and ambient temperature(in °F or °C). Using these two readings, the HW30 also calculates and displays the Heat Index.HEAT INDEX ALARM SETThe HW30 Heat Watch has a user settable heat index alarm. The Heat Watch will emit a 20 second audible warning when the heat index reaches the level previously set by the user.To set the alarmFrom heat index mode screen, Press and hold RECALL for 3 seconds Press START to scroll up or LAP to scroll downPress RECALL to save and exit setup mode, Or Press START if the alarm level has already been setThe alarm can be stopped by pressing any of the four buttons.STOPWATCH LAP MODEBefore using be sure to reset stopwatch to 0.00.00.00.The HW30 Heat Watch lap mode has advanced features that will make the timing of events or training sessions easier and more enjoyable. 1. Lap IndicatorThe lap indicator flashes toindicate the lap in progress up to 99 laps.When LAP is pushed, the lap indicator and lap time displays (top line of display) freeze for ten seconds before resuming and displaying next lap. Bottomdisplay always shows cumulative time2. Fastest Lap/Slowest Lap/Average Lap RecallOnce timing session is complete, press RECALL button to review fastest lap, slowest lap and average lap times. (based on 99 laps)Then press START to review individual lap times. (30 laps) Lap times are shown on top line of the display.Split times are shown on the bottom line of the display. 3. MemoryThe HW30 Heat Watch memory can store up to 30 lap (and split) times.STOPWATCH SPLIT MODEBefore using be sure to reset stopwatch to 0.00.00.00.The HW30 Heat Watch split mode has advanced features that will make thetiming of events or training sessions easier and more enjoyable. 1. Split time indicatorWhen SPLIT is pushed the split indicator and split time displays (top line of display) freeze to indicate the current split time. Bottom display continues to always show cumulative time.2. Fastest Lap/Slowest Lap/AverageLap RecallOnce timing session is complete, press RECALL button to review fastest lap, slowest lap and average lap times. (based on 99 laps) Then press START to review split times. (30 splits)Split times are shown on the bottom line of the display. Lap times are shown on top line of the display. 3. MemoryThe HW30 Heat Watch memory can store up to 30 split (and lap) times.Timer MODEThe HW30 Heat Watch timer mode is a user programmable countdown timer.The maximum count down time is 9 hours 59 minutes and 59 seconds. The minimum settable time is 1 second.Press START to begin the countdownPress STOP to stop the countdownThe timer will count down for the selected duration.the countdown.by one each time it resumes.ALARM MODEThe alarm will ring for 30 seconds.WarrantyEXTECH INSTRUMENTS CORPORATION (a FLIR company)warrants this instrument to be free of defects in parts and workmanship for one year from date of shipment (a six month limited warranty applies on sensors and cables). If it shouldbecome necessary to return the instrument for service during or beyond the warranty period, contact the Customer Service Department at (781) 890-7440 ext. 210 for authorization or visit our website at (click on ‘Contact Extech’ and go to ‘Service Department’ to request an RA number). A Return Authorization (RA) number must be issued before any product is returned to Extech. The sender is responsible for shipping charges, freight, insurance and proper packaging to prevent damage in transit. This warranty does not apply to defects resulting from action of the user such as misuse, improper wiring, operation outside of specification, improper maintenance or repair, or unauthorized modification. Extech specifically disclaims any implied warranty of merchantability or fitness for a specific purpose and will not be liable for any direct, indirect, incidental or consequential damages. Extech's total liability is limited to repair or replacement of the product. The warranty set forth above is inclusive and no other warranty, whether written or oral, is expressed or implied.Copyright © 2008 Extech Instruments Corporation (a FLIR company). All rights reserved including the right of reproduction in whole or in part in any form.。

ABAP字符串操作

如果 <c> 中找不到 <str>，则将SY-SUBRC 设置为 4 并且不移动 <c>。否则，将 SY-SUBRC 设置为0。
根据第一个或最后一个字符移动字段串
假设第一个或最后一个字符符合一定条件，则可用 SHIFT 语句将字段向左或向右移动。为此，请使用以下语法：
一般用来判断某个字符串是否符合条件。也可以结合其他语句对字符串进行操作。
5）.CONDENSE:去掉字符串中的空格
CONDENSE {c} [NO-GAPS].：
作用：去掉字符串中的前面和后面的空格，如果指定NO-GAPS，则去掉字符串中的所有空格。
If sy-subrc = 0.
Split str2 into str1 str2.
Else.
Exit.
Endif.
1）.SHIFT:截断字符串
2）.REPLACE:替换字符串
3）. TRANSLATE:转换字符串
4）. SEARCH:查找字符串
5）.CONDENSE:去掉字符串中的空格
6）.SPLIT:拆分字符串
7）.CONCATENATE:连接字符串
B．已知某个字符串中包含固定的字符，想把这个固定字符前面的字符删掉，那么可以使用：SHIFT {c} UP TO {str}。例如：某个物料，通过增强mga00002和mga00003对其加了前缀，这个前缀部分是在某固定值表中取得的数据，在具体显示中，要把其前缀去掉。如TE-MRP-MAT1中想把te去掉，mrp表示该物料是跑mrp的，需求要求把te－去掉，mrp可以在固定值表中取得，则可以使用 SHIFT {c} UP TO 'MRP'.

分流不分流进样口介绍共15页

6850/90 Split/Splitless Inlet - Component Identification
Septum
SEPTUM PURGE VENT
Inlet Split Port
Slide #1
6850/90 Split Animation - Default Conditions
TOTAL FLOW CONTROL LOOP
PRESSURE SENSOR 10
PSI
SEPTUM PURGE REGULATOR
FIXED 3ML/MIN
BACK PRESSURE CONTROL LOOP
SPLIT VENT
SPLIT VENT TRAP
PURGE VALVE OPEN
200 ML/MIN
PROPORTIONAL VALVE 2
COLUMN FLOW 2 ML/MIN
PRIMARY FLOW PATH REDUCED FLOW PATH PRESSURIZED GAS
Slide #4
6850/90 Split Animation
TOTAL FLOW CONTROL LOOP
80 PSI
INPUT PRESSURE
PROPORTIONAL VALVE 1
GOLD SEAL
Inject Sample
PRESSURE SENSOR 10
PSI
SEPTUM PURGE REGULATOR
FIXED 3ML/MIN
BACK PRESSURE CONTROL LOOP
SPLIT VENT
SPLIT VENT TRAP
PURGE VALVE OPEN
200 ML/MIN

矩阵上墙和融合屏相关SDK接口说明

矩阵上墙和融合屏相关SDK接口说明1.函数调用顺序1)SDK初始化, 设备登陆等2)获取设备通道信息, 由于矩阵的通道号是非连续的, 所以不但要得到通道的通道数, 还要各个编码通道和解码通道的通道号.CLIENT_QueryProductionDefinition可以得到设备的通道数, CLIENT_QueryMatrixCardInfo得到通道具体信息.3)获取电视墙和融合屏配置. 融合屏可以看成是一种特殊的输出通道, 所以每个融合屏都可以用一个通道号标识. 融合屏的通道号是在原有输出通道号的基础上往上加1, 比如用CLIENT_QueryProductionDefinition接口查询得到设备的输出通道数(nVideoOutChannel)是n, 那么融合屏的起始通道号就是n, 之后的各个融合屏的通道号分别是n+1, n+2, …4)分割控制, 电视墙配置等5)设备登出, SDK退出清理2.配置接口1)BOOL CALL_METHOD CLIENT_GetNewDevConfig(LONG lLoginID, char* szCommand,int nChannelID, char* szOutBuffer, DWORD dwOutBufferSize, int *error, int waittime);函数说明：获取配置，按照字符串格式，各个字符串包含的信息由CLIENT_ParseData解析。

参数说明：[in]lLoginID，CLIENT_Login的返回值[in]szCommand，命令参数，见CLIENT_ParseData命令参数说明。

[in]nChannelID，通道号[out]szOutBuffer，输出缓冲，[out]dwOutBufferSize，输出缓冲大小[in]waittime，等待超时时间2)BOOL CLIENT_ParseData(char *szCommand, char *szInBuffer, LPVOID lpOutBuffer,DWORD dwOutBufferSize, void* pReserved);函数说明：此接口配合CLIENT_GetNewDevConfig使用，在使用CLIENT_GetNewDevConfig获取字符串配置信息后，使用此接口从配置信息中提取想要的信息。

智能交通术语

交通术语的英文说法Stop-line——停车线A congested link——阻塞路段Weighting factor——权重因子Controller——控制器Emissions Model——排气仿真the traffic pattern——交通方式Controller——信号机Amber——黄灯Start-up delay——启动延误Lost time——损失时间Off-peak——非高峰期The morning peak——早高峰Pedestrian crossing——人行横道Coordinated control systems——协调控制系统On-line——实时Two-way——双向交通Absolute Offset——绝对相位差Overlapping Phase——搭接相位Critical Phase——关键相位Change Interval——绿灯间隔时间Flow Ratio——流量比Arterial Intersection Control 干线信号协调控制Fixed-time Control——固定式信号控制Real-time Adaptive Traffic Control——实时自适应信号控制Green Ratio——绿信比Through movement——直行车流Congestion——阻塞，拥挤The percentage congestion——阻塞率The degree of saturation——饱和度The effective green time——有效绿灯时间The maximum queue value——最大排队长度Flow Profiles——车流图示Double cycling——双周期Single cycling——单周期Peak——高峰期The evening peak periods——晚高峰Siemens——西门子Pelican——人行横道Fixed time plans——固定配时方案One-way traffic——单向交通Green Ratio——绿信比Relative Offset——相对相位差Non-overlapping Phase——非搭接相位Critical Movement——关键车流Saturation Flow Rate——饱和流率Isolated Intersection Control——单点信号控制（点控）Area-wide Control——区域信号协调控制Vehicle Actuated (VA)——感应式信号控制The Minimum Green Time——最小绿灯时间Unit Extension Time——单位绿灯延长时间The Maximum Green Time——最大绿灯时间Opposing traffic——对向交通（车流）Actuation——Control——感应控制方式Pre-timed Control——定周期控制方式Remote Control——有缆线控方式Self－Inductfanse——环形线圈检测器Signal—— spacing——信号间距Though-traffic lane——直行车道Inbound——正向Outbound——反向第一章交通工程—— Traffic Engineering运输工程—— Transportation Engineering铁路交通—— Rail Transportation航空交通—— Air Transportation水上交通—— Water Transportation管道交通—— Pipeline Transportation交通系统—— Traffic System交通特性—— Traffic Characteristics人的特性—— Human Characteristics车辆特性—— Vehicular Characteristics交通流特性—— Traffic Flow Characteristics道路特性—— Roadway Characteristics交通调查—— Traffic Survey交通流理论—— Traffic Flow Theory交通管理—— Traffic Management交通环境保护——Traffic Environment Protection交通设计—— Traffic Design交通统计学—— Traffic Statistics交通心理学—— Traffic Psychology汽车力学—— Automobile Mechanics交通经济学—— Traffic Economics汽车工程—— Automobile Engineering人类工程—— Human Engineering环境工程—— Environment Engineering自动控制—— Automatic Control应用数学—— Applied Mathematics电子计算机—— Electric Computer第二章公共汽车—— Bus无轨电车—— Trolley Bus有轨电车—— Tram Car大客车—— Coach小轿车—— Sedan载货卡车—— Truck拖挂车—— Trailer平板车—— Flat-bed Truck动力特性—— Driving Force Characteristics牵引力—— Tractive Force空气阻力—— Air Resistance滚动阻力—— Rolling Resistance坡度阻力—— Grade Resistance加速阻力—— Acceleration Resistance附着力—— Adhesive Force汽车的制动力—— Braking of Motor Vehicle自行车流特性—— Bicycle flow Characteristics驾驶员特性—— Driver Characteristics刺激—— Stimulation感觉—— Sense判断—— Judgment行动—— Action视觉—— Visual Sense听觉—— Hearing Sense嗅觉—— Sense of Smell味觉—— Sense of Touch视觉特性—— Visual Characteristics视力—— Vision视野—— Field of Vision色彩感觉—— Color Sense眩目时的视力—— Glare Vision视力恢复—— Return Time of Vision动视力—— Visual in Motion亮度—— Luminance照度—— Luminance反应特性—— Reactive Characteristics刺激信息—— Stimulant Information驾驶员疲劳与兴奋—— Driving Fating and Excitability 交通量—— Traffic Volume交通密度—— Traffic Density地点车速—— Spot Speed瞬时车速—— Instantaneous Speed时间平均车速—— Time mean Speed空间平均车速—— Space mean speed车头时距—— Time headway车头间距—— Space headway0交通流模型—— Traffic flow model自由行驶车速—— Free flow speed阻塞密度—— Jam density速度－密度曲线—— Speed-density curve流量－密度曲线—— Flow-density curve最佳密度—— Optimum concentration流量——速度曲线—— Flow-speed curve最佳速度—— Optimum speed连续流—— Uninterrupted traffic间断流—— Interrupted traffic第三章交通调查分析—— Traffic survey and analysis交通流调查—— Traffic volume survey车速调查—— Speed survey通行能力调查—— Capacity survey车辆耗油调查—— Energy Consumption Survey居民出行调查—— Trip Survey车辆出行调查—— Vehicle Trip Survey停车场调查—— Parking Area Survey交通事故调查—— Traffic Accident Survey交通噪声调查—— Traffic Noise Survey车辆废气调查—— Vehicle Emission Survey平均日交通量—— Average Daily Traffic(ADT)周平均日交通量—— Week Average Daily Traffic月平均日交通量—— Month Average Daily Traffic年平均日交通量—— Annual Average Daily Traffic高峰小时交通量—— Peak hour Volume年最大小时交通量——Highest Annual Hourly Volume年第30位最高小时交通量——Thirtieth Highest Annual Hourly Volume 高峰小时比率—— Peak Ratio时间变化—— Time Variation空间变化—— Spatial Variation样本选择—— Selection Sample样本大小—— Size of Sample自由度—— Freedom车速分布—— Speed Distribution组中值—— Mid-Class Mark累计频率—— Cumulative Frequency频率分布直方图——Frequency Distribution Histogram85%位车速—— 85% Percentile Speed限制车速—— Regulation Speed服务水平—— Level of Service牌照对号法—— License Number Matching Method跟车测速—— Car Following Method浮动车测速法——Moving Observer Speed Method通行能力调查—— Capacity Studies饱和流量—— Saturation Flow第四章泊松分布—— Poisson Distribution交通特性的统计分布—— Statistical Distribution of Traffic Characteristics 驾驶员处理信息的特性Driver Information Processing Characteristics跟车理论—— Car Following Theory交通流模拟—— Simulation of Traffic Flow间隔分布—— Interval Distribution二项分布—— Binomial Distribution拟合—— Fitting移位负指数分布—— Shifted Exponential Distribution排队论—— Queuing Theory运筹学—— Operations Research加速骚扰—— Acceleration Noise停车波—— Stopping Wave起动波—— Starting Wave第五章城市交通规划—— Urban Traffic Planning土地利用—— Land-Use可达性—— Accessibility起讫点调查—— Origin –Destination Survey出行端点—— Trip End期望线—— Desire Line主流倾向线—— Major Directional Desire Line调查区境界线—— Cordon Line分隔查核线—— Screen Line样本量—— Sample Size出行发生—— Trip Generation出行产生—— Trip Production出行吸引—— Trip Attraction发生率法—— Generation Rate Method回归发生模型—— Regression Generation Model类型发生模型—— Category Generation Model出行分布—— Trip Distribution现在型式法—— Present Pattern Method重力模型法—— Gravity Model Method行程时间模型—— Travel Time Model相互影响模型—— Interactive Model分布系数模型—— Distribution Factor Model交通方式划分—— Model Split , Mode Choice转移曲线—— Diversion Curve交通量分配—— Traffic Assignment最短路径分配（全有全无）Shortest Path Assignment(All-or-Nothing)多路线概率分配Probabilistic Multi-Route Assignment线权—— Link Weight点权—— Point Weight费用——效益分析—— Cost –benefit Analysis现值法—— Present Value Method第六章交通安全—— Traffic Safety交通事故—— Traffic Accident交通死亡事故率—— Traffic Fatal-Accident Rate交通法规—— Traffic Law多发事故地点—— High accident Location交通条例—— Traffic Regulation交通监视—— Traffic Surveillance事故报告—— Accident Report冲撞形式—— Collision Manner财产损失—— Property Damage事故档案—— Accident File事故报表—— Accident Inventory固定目标—— Fixed Object事故率—— Accident Ratelxy事故数法——Accident Number Method 质量控制法——Quality Control Method 人行横道——Pedestrian Crosswalk 行人过街道信号——Pedestrian Crossing Beacon 人行天桥——Passenger Foot-Bridge 人行地道——Passenger Subway 栅栏——Gate 立体交叉——Underpass(Overpass) 标线——Marking 无信号控制交叉口——Uncontrolled Intersection 让路标志——Yield Sign 停车标志——Stop Sign 渠化交通——Channelization traffic 单向交通——One-Way 禁止转弯——No Turn Regulation 禁止进入——No-Entry 禁止超车——Prohibitory Overtaking 禁止停车——Prohibitory Parking 禁止通行——Road Closed 安全带——Life Belt 第七章交通控制与管理——Traffic Control and Management 交通信号——Traffic Signal 单点定时信号——Isolated Pre-timed Signal 信号相位——Signal Phase 周期长度——Cycle Length 绿信比——Split 优先控制——Priority Control 延误——Delay 流量比——Flow Ratio 有效绿灯时间——Effective Green Time 损失时间——Loss Time 绿灯间隔时间——Intergreen Interval 信号配时——Signal Timing (or Signal Setting) 交通感应信号——Traffic Actuated Signal 城市交通控制系统——Urban Traffic Control System 联动控制——Coordinated Control 区域控制——Area Control 时差—— Offset同时联动控制——Simultaneous Coordinated Control交变联动控制—— Alternate Coordinated Control绿波带——Green Wave连续通行联动控制—— Progressive Coordinated Control中心控制器—— Master Controller局部控制器—— Local——Controller实时—— Real Time联机—— On-line脱机—— Off-line爬山法——Hill-Climbing―小型高效‖区域控制系统——Compact Urban Traffic Control System 道路控制系统—— Corridor Control System交通仿真—— Traffic Simulation时间扫描法—— Time Scanning事件扫描法—— Event Scanning。

气相色谱分流与不分流

GC分析的ABC之二---split与splitless现在就让我们来看看split和splitless到底是怎么回事!!split大家应该都知道split mode的注射方式应用于浓度较高的分析样品,注射时分流阀会打开,当样品打入liner（衬管）气化后,大部分都分流出仪器以外,只有小部分进入管柱中,为了尽量维持进入管柱中的那部分样品组成能与原来样品的组成相符,所以这种注射方式的关键就在于样品气化的速度与程度.要使汽化快速而且完全,首先就得有够高的injector温度和适当的liner,split用的liner特点就是管内供给汽化所用的表面积超多,螺旋状的,杯状的....一大堆各式奇怪的形状都有,但我始终觉得还是填塞玻璃棉效果最好,容易更换,还可以随意调整高低. 当然,你还得注意liner的容量,当样品在liner中汽化后,它的体积会突然间快速膨胀几百倍, 容量不足的liner会使汽化及未汽化的样品由septum purge的出口被推挤出去,因而产生流失. 这种突然产生的压力波, 可以由慢速的注射方式(也就是说使plunger 慢慢的将样品推入liner中)可以降低这种影响, 但却会形成注射口的discrimination,亦即造成高沸点的被分析物无法和低沸点的分析物一同进入管柱中, 常见的状况就是图谱中时间越往后面的,尖峰面积也越来越小. 最恰当的注射方式就是使用快速注射法, 同时搭配hot needle(前面有post提过)或者是solvent flush法, solvent flush法就是注射针先吸一段溶剂, 再往上拉一段空气,然后才是将样品吸入注射针中, 利用溶剂再快速的注射法中, 将整个样品推出针外!注射针插入liner中的深浅位置也会影响, 针尖越接近管柱入口, 越能使更多的样品进入管柱中！！Splitless用于分析低浓度样品的splitless模式注射法, 为了使样品能完全进入管柱中, 所以当然会关闭分流阀!所以这也就使得受到上面所说的压力波影响, 要比split法大得多, 所以要有好的注射结果,使用慢速注射法似乎解决的方法之一, 当样品被缓慢的推入liner中(当然可以加上hot needle法, 但是千万不能用solvent flush法！), 在splitless的模式下, 无论高或低沸点的分析物,都会有足够的时间汽化进入管柱中, 直至purge的时间一到,阀门打开后, 那些未气化的东西才会被扫出仪器外,看似单纯, 其实不然, 比前述的split要复杂多了.!!你使用的溶剂沸点最好能比在你分析物中沸点最低的那个物质还要低个20度左右, 不然有可能使那些分析物产生拖尾的状况!这个现象我还真的碰过, 换了种溶剂, 拖尾的现象还真的是改善了(产生的原因大家可以猜猜看,考考大家的功力!!).当然, splitless注射方式可以让样品有较长的时间停留在注射口中,因此可以使用较低的注射口温度, 但是随着镕剂大量进入管柱中, 当开始升温时, 溶剂所造成的solvent peak却也会影响分析结果, 所以你要找一个适当的purge时间, 时间一到就把未汽化的东西扫出仪器以外, purge时间太长, solve nt peak就有可能大到拖尾,影响到低沸点分析物的积分值, 或者是整个覆盖了分析物. 一个好的purg e时间, 所获得的solvent peak是长方形的(当然, 你要是用GC/MS的话, 由于solvent delay时间的设定, 你不会看到这个长方形, ECD等有选择性的检测器也是看不到的), 如果是获得拖尾的形状就表示你的purge time设得太长了!当然, 事情还没结束, 如果你够心细, 你会发现一个问题: 长时间的气化, 长时间的进入管柱, 要用什么方法才能让分析物在管柱中不会产生band broad 或者是在图谱上产生拖尾的状况(split的快速汽化及分流,没这方面的问题)?, 这就需要一个温度够低的烘箱.所以有时烘箱起始温度需要降到三十度以下(甚至于还有更低的), 不是没道理的!!。

TOD理论

Transit Oriented Development -Trip Generation & Mode Split in the Portland Metropolitan RegionMichael LaphamPortland State UniversityMarch 2001Table of Contents Introduction (3)T.O.D. Definition (3)Methodology (4)Mixed-Use (4)I.T.E. Mixed-Use DefinitionInternal Capture RatesRegression Analysis of T.O.D. Attributes (6)MethodologyResultsOverall Findings (9)Results of the studyCase Studies (10)Map of the MAX line and the T.O.D.sDescription of the T.O.D.sResults of the Individual Counts Appendix (21)Total data from all of the T.O.D.s CombinedA.M. and P.M. Data for each of the Eight T.O.D.s Data Sources (40)IntroductionThe Portland metropolitan region has planned and implemented transit-oriented developments (T.O.D.) along light rail alignments and traditional transit corridors based on the assumption that promoting mixed-use, high density residential development close to transit will reduce vehicle trips, lessen congestion, and reduce air pollution. Oregon has state and local transportation policies that rely on alternative modes of travel to help reduce vehicle trips, yet there is little documentation on how effective T.O.D.s are at actually reducing vehicle trips and total vehicle miles traveled. This report attempts to calculate how successful Transit Oriented Developments in the Portland Metropolitan Region are at increasing transit use and pedestrian travel, and reducing the number of vehicle trips. It is intended to be a pilot study and a methodical guide for a future study. T.O.D. DefinitionA Transit Oriented Development (T.O.D.) is a residential development with:• Nearby access to a major transit line• High density housing• A mixture of land uses• A design emphasizing pedestrian travel• A low parking ratioFigure 1 below shows a T.O.D. design done by Calthorpe and Associates.Figure 1.MethodologyThe effectiveness of T.O.D.s to reduce vehicle trips and increase pedestrian travel and transit use was calculated through visual observation of the T.O.D.s. The automobile, light rail, walk, and bike trips originating and arriving at the TOD were counted. The counts were done for the morning peak travel period of 7 A.M. to 9 A.M. and during the afternoon peak travel period of 4 P.M. to 6 P.M. From the travel count, the mode split and the trips per dwelling were generated. The vehicle trip rates per dwelling were then compared to the trip generation rates from the Institute of Transportation Engineers (I.T.E.). To analyze a development, I.T.E. places traffic counters at all the motor vehicle access points to the site, and the motor vehicle trips entering or exiting the site are recorded. The I.T.E. rates are for motor vehicles only, whereas this study calculates trip generation rates for transit and pedestrian travel as well.Eight T.O.D.s were counted for the study. To get an idea of the effectiveness of the light rail versus bus transit, six T.O.D.s were counted on the Portland Metropolitan Area Express (MAX) light rail line, and two counts were done at T.O.D.s on a major bus line. The T.O.D.s were chosen because of their T.O.D. qualities, and to get a spatial distribution that included developments on the eastside and westside light rail lines. The six T.O.D.s studied on the light rail line, from east to west were Gresham Central Apartments, Russellville Commons, Stadium Apartments, LaSalle Apartments, Quatama Village Apartments, and Club 1201 at Orenco Station. The two busline T.O.D.s studied were the Belmont Dairy Apartments and the Belmont Dairy Townhomes.In addition to the trip generation rates, a second type of analysis was done to evaluate the effectiveness of the various T.O.D. attributes in reducing vehicle trips and increasing pedestrian and transit travel. A regression analysis was done with the T.O.D. attributes to determine the relationships between the attributes and the trip generation rates per dwelling. This was done in an attempt to determine the reasons behind the travel counts, and to determine what is working in a T.O.D. and what is not.Mixed-Use DevelopmentChapter seven from the October 1998 I.T.E. Trip Generation Handbook does a study on how multi-use developments affect trip generation rates. The study defines a mixed-use development as:• typically planned as a single real-estate project,• typically between 100,000 and 2 million square feet in size,• contains two or more land uses,• some trips are between on-site land uses, and• trips between land uses do not travel on the major street system,and not as:• a central business district,• a suburban activity center or,• an existing I.T.E. land use classification with potential for a mix of land uses, such as a shopping center, an office park/building with retail, or a hotel withlimited retail and restaurant space.By this definition only four of the developments meet the requirements of a mixed-use development; Russellville Commons, Belmont Dairy Apartments, LaSalle Apartments, and Club 1201. Only the LaSalle Apartments has limited on-site officespace of 10,000 square feet.The I.T.E. study estimates internal capture rates for trip origins within a multi-use development. The capture rates were estimated on the basis of studies done inFlorida, and I.T.E. warns users of this limited scope. I.T.E. Tables 7.1 and 7.2 showthe study’s estimate of the unconstrained internal capture rate for trips between thethree land use types of office, retail, and residential. Table 7.1 shows trip originsand Table 7.2 shows trip destinations. The internal capture rates for trip originsduring the P.M. peak hour, travelling from residential to retail, are estimated at 53percent and travelling from retail to residential is 12 percent.I.T.E. Table 7.1 Unconstrained Internal Capture Rates for Trip Originswithin a Multi-Use DevelopmentWEEKDAYMIDDAY PEAK HOUR P.M. PEAK HOURDAILYOF ADJACENTSTREET TRAFFICfrom OFFICE to Office 2% 1% 2%23%22% Retail20%to0% 2% 2%toResidentialfrom RETAIL to Office 3% 3% 3%30%20%29%toRetail11%7% 12%toResidentialFrom RESIDENTIAL to Office N/A N/A N/A34%38%53%RetailtoN/A N/AN/A ResidentialtoN/A – Not Available; logic indicates there is some interaction between these two land uses;however, the limited data sample on which this table is based did not record any interaction.I.T.E. Table 7.2 shows the internal capture rates for trip destinations. During the P.M. peak hour, the internal capture rate for vehicles travelling to residential from retail, are estimated at 31 percent and travelling to retail from residential is 9 percent.I.T.E. Table 7.2 Unconstrained Internal Capture Rates for Trip Destinations within a Multi-Use DevelopmentWEEKDAY MIDDAY PEAK HOUR P.M. PEAK HOUR OF ADJACENT STREET TRAFFICDAILYto OFFICE from Office 6% 6% 2% from Retail 38% 31% 15% from Residential 0% 0% N/A to RETAIL from Office 4% 2% 4% from Retail 31% 20% 28% from Residential 5% 9% 9% to RESIDENTIAL from Office 0% 2% 3% from Retail 37% 31% 33% from Residential N/A N/A N/AN/A – Not Available; logic indicates there is some interaction between these two land uses; however, the limited data sample on which this table is based did not record any interaction.While these reduction factors are fairly high, the trips between retail and residential are low, especially during the P.M. peak hour when the majority of the trips are work related. The internal capture rates in Tables 7.1 and 7.2 only account for the reduction related to mixed-use, and do not address the increase of transit options of a T.O.D.Regression Analysis of the T.O.D. AttributesThe T.O.D. attributes were recorded for each development, and this information was compared to the T.O.D.s vehicle and transit trip generation rate per dwelling using a regression analysis. It is hoped that the analysis will show the relationship between the T.O.D.s attributes and the trip generation rates. For example, a development with a low number of parking spaces per dwelling would likely have a lower vehicle trip generation rate than a development with a high number of parking spaces per dwelling.A weighted-average of the combined A.M. and P.M. peak period vehicle trip generation rates per dwelling was used as the dependent variable in each of the scenarios. The regression tests were kept simple because with only eight T.O.D.s studied, the degrees of freedom are very low. Each of the T.O.D.’s attributes is listed in the case studies section of the report.The first regression test was run with residential density measured in dwelling units per acre. The vehicle trip generation rate R 2 value of 0.875 is significant, and the analysis shows that as residential density increases the vehicle trip generation rate per dwelling decreases. The transit trip generation rate R 2 value of 0.0857 is not statistically significant. Chart 1 below shows the A.M. and P.M. combined trip generation rates for vehicles and transit on the Y-axis and the residential density on the X-axis. This regression has six degrees of freedom.Chart 1. Trip Generation Rate and Residential Density0.000.200.400.600.801.001.201.401.601.8020406080100120140160180200Residential Density (Units/Acre)C o m b i n e d A M & P M P e a k T r i p R a t e /U n i tA second regression was done with the T.O.D.s rental price for a two-bedroom apartment and the combined A.M. and P.M. peak period trip generation rate. The vehicle trip generation rate has a R 2 value of 0.5834. Even though it is notstatistically significant, the vehicle trip generation rate shows an increase as the rental price increases. The transit trip generation rate has a R 2 value of 0.362, which is not significant. Chart 2 shows the results of the T.O.D.s rental price and combined A.M. and P.M. peak period trip generation rate.Chart 2. Trip Generation Rate and Rental Price0.000.200.400.600.801.001.201.401.601.802.00$500$600$700$800$900$1,000$1,100Rental Price (For tw o-bedroom apartment)C o m b i n e d A M & P M P e a k T r i p R a t e /U n i tEven though there are only two degrees of freedom, a regression test was run with five of the T.O.D. attributes and the dependent variable of the combined A.M. and P.M. peak period. This was only done for the vehicle trip generation rates. The high R 2 value of 0.9756 shows the data is meaningful. Again for residential density, there is a significant relationship. As the residential density increases the vehicle trip generation rate decreases. The other significant attribute is that where T.O.D.s don't have mixed-use within a 1/4 mile there is a higher vehicle trip generation rate. Table 1 below shows the results of the regression.Table 1. Multiple AttributesR 2 = 0.9756Variable Estimated Coefficient Standard Error T-Ratio Residential Density (Units/Acre) -0.59884E-02 0.1814E-02 -3.301 On-Site Mixed-Use 0.11011 0.2012 0.5473 Mixed-Use within 1/4 mile 0.34717 0.1532 2.266 Distance to Downtown Portland (miles) 0.10337E-01 0.2054E-01 0.5033 Connectivity (Street Crossings) -0.25061E-01 0.2021 -0.1240 AM & PM PK PD Vehicle Trip Generation Rate/Dwelling 1.4113 0.4902 2.879A future study that looked more developments would provide more meaningful data about the relationship between the T.O.D. attributes and the trip generation rates.Overall FindingsThis preliminary research shows favorable results for transit usage in the T.O.D.s along the light rail line and at the Belmont Dairy. The average transit ridership in the Portland region is roughly five percent. The average for the eight transit oriented developments studied is 16 percent during the A.M. peak period, and 11 percent during the P.M. peak period. The larger percentage during the A.M. appears to be due to the higher share of people commuting to work in the morning that are more likely to use transit.The average trip generation rates for the eight T.O.D.s is well below the Institute of Transportation Engineers (I.T.E.) rates for similar land use types. The T.O.D. A.M. peak hour trip generation rates aren’t as low as the P.M. peak hour rates. The average total (including transit and pedestrians) A.M. peak hour rate from the eight T.O.D.s is 0.38, and the vehicle only rate is 0.29. The two rates that fit most of the developments are the Mid-Rise Apartment, Land Use #223 and the Apartment, Land Use #220. The A.M. I.T.E. peak hour rate for an Apartment is 0.51, and the Mid-Rise Apartment is lower at 0.30. The total (including transit and pedestrians) average P.M. peak hour rate for the eight T.O.D.s is 0.51, and the vehicle only rate is 0.41. Both these rates are well below the I.T.E. A.M. peak hour rates of 0.62 for an Apartment, and 0.63 for a Mid-Rise Apartment.The I.T.E. trip generation rate studies are typically done in suburban areas with little or no transit service, but the lower average rates for the eight T.O.D.s appears to be only partly due to increased transit use. Even when all the transit and pedestrian trips are included in the T.O.D.'s trip generation rates, the rates are still lower than the I.T.E. rates. Few families were observed at the T.O.D.s. The smaller family size may be a factor in the lower trip generation rates. At the suburban T.O.D.s the A.M. peak period appeared to be earlier than the recorded 7 A.M. to 9 A.M. Another possible reason for the lower rates was that the counts did not capture the internal trips that took place in the larger T.O.D.s of LaSalle Apartments and Russellville Commons.Case StudiesThis section describes the eight T.O.D.s, and the issues that arose during each of the counts. The T.O.D.s are listed in the chronological order that they were counted.The table below summarizes the attributes for the eight T.O.D.s studied.AttributesStadium Apts. Quatama Village Apts. LaSalle Apts. Russellville Commons Apts. Gresham Central Apts. Belmont Dairy Apts. Belmont DairyTwnhms.Club1201AM Vehicle Trips/Hour/Unit 0.06 0.26 0.34 0.30 0.20 0.28 0.34 0.36 PM Vehicle Trips/Hour/Unit 0.12 0.49 0.43 0.45 0.44 0.35 0.46 0.50 AM TransitRiders/Hour/Unit 0.06 0.05 0.07 0.05 0.04 0.07 0.04 0.05 PM TransitRiders/Hour/Unit 0.08 0.06 0.04 0.03 0.13 0.05 0.07 0.08 # of Units 115 215 554 405 90 85 36800Rental Price $468-$668 $600 – $900 $700-$1,400 $583-$1,100 $575-$795 $472-$1,295 N/A N/A Residential Density (units/acre) 200 15 24 42 35 28 3542On-siteCommercial2,310 sq. ft.None10,000 sq. ft.22,000 sq. ft. when openNone24,000 sq. ft.None NoneParkingSpaces/Unit 0.6 1.8 1.8 0.95 1.5 1.5 1.0 1.8Distance to Transit 50 feet ¼ to ½ mile 500 ft - ½ mile ¼ to ½mile1 block 1 block2 blocks 200ft. -¼mile# of streetsbetween TODand Transit 0 streets 1 arterial 1 minor street 2 streets 1 streets 0 or 1 street 1 to 2 streets 1streetNumber ofBuildings1 ~10 ~15 21 3 1 3 ~20Building Height (stories) 5 3 3(1 bldg.is 4)3 3 6 2 3 Size of Site 23,000sq. ft.14 acres23 acres 11 acres 2.6 acres 133,000 sq. ft. 1 acre 31 acresIn the appendix following this section, each of the T.O.D.s has two spreadsheets showing the raw data from the counts. There is one spreadsheet for the A.M. peak period count and one for the P.M. peak period count.The following map shows the MAX line and the locations of the eight T.O.D.s.Stadium ApartmentsThe Stadium Apartments are located west of downtown at 737 SW 17th Avenue with the light rail tracks running on either side of the building. Stadium Apartments finished in 1998, is one of the earliest T.O.D.s in Portland. They were financed with tax exempt bonds and a Portland Development Commission loan. There are 115 units in the Stadium Apartments, with 56 studios, 55 one-bedroom units, and 4 two-bedroom units. All units are affordable for households at 60% of median income. A wide range of ethnicity was observed. The majority of the people living in Stadium Apartments were in there 20's and 30's, and no children were observed.The TOD characteristics of Stadium Apartments are:Number of Units: 115Type of Units: Low Income ApartmentsRents: $468 - $668Residential Density: 200 units/acreOnsite Commercial: 2,310 sq. ft. of retailParking Ratio: 0.6 spaces/unitDistance to Station: 40 feetNumber of Buildings: 1Building Height: 5 storySize of Site: 23,000 sq. ft.Pedestrian Connectivity: No streets between TOD and StationThe morning count took place on Thursday, November 18th and the afternoon count was on Tuesday, November 23. The automobile counts are very reliable as the building has only one entryway for the ground level parking garage, and the security gate is quite noisy. The person counts have small chance of error because of the building's multiple doors and the large number of people getting on and off MAX. It is also possible that if a person got off MAX and walked around the building they could be mistaken for a walker. Some of the walkers may have been on their way to or from the bus, but the bus stops were not visible from the apartment, so bus usage is not recorded.Seven bikes were brought on or off westbound MAX in the morning, and only one bike for the afternoon commutes and the eastbound morning commute combined. It could be that the lower densities of the West Side require a bike to get to the MAX stations. The Stadium Apartments have a very low percentage of automobile trips, and very high shares for light rail and biking/walking. Even with a low parking ratio of 0.6 spaces/unit, spillover parking was minimal. Only one person left the building in the morning, and got into their car parked in front of the building. The proximity to downtown makes transit and walking/biking favorable alternatives to travel to work. The lower income residents and the high cost of parking downtown are also a reason for the low number of automobile trips.The Stadium Apartment’s vehicle only trip generation rates during the A.M. and P.M. peak hour are only a fraction of the I.T.E. rate for a Mid-Rise Apartment. The total13(including transit and pedestrians) trip generation rates for the Stadium Apartments are also well below the I.T.E. rates with the P.M. peak hour rate of 0.31 being less then half of the I.T.E. rate of 0.63.Quatama Village ApartmentsThe second travel count took place at the Quatama Village Apartments located at 380 NW Gina Way in Hillsboro. The apartments are located southeast of the Quatama/ NW 205 MAX station. There are 207 total units, with one, two, and three bedroom apartments for rent. All apartments are market rate. The complex opened in April 1999, and the occupancy rate at the time of the count was 75 percent.The TOD characteristics of the Quatama Village Apartments are:Number of Units: 155 occupied (208 total)Type of Units: Market Rate ApartmentsSale Price: UnknownResidential Density: 15 units/acreOnsite Commercial: NoneParking Ratio: 1.8 spaces/unitDistance to light rail: ¼ mile to ½ mileNumber of Buildings: ~10Building Height: 3 storySize of Site 14 acresPedestrian Connectivity: 1 arterial between TOD and stationThe afternoon peak period count took place on Wednesday, December 8, and the morning count took place the next morning, Thursday, December 9. The site was chosen because it could be counted with only one person. There is only one driveway for the complex and a swamp blocks all access to the east. There is a large park-n-ride next to the station that was nearly full. There is no commercial development near the site; the adjacent land is mostly farmland, with some single family residential to the south. The only bus service is the 49 that serves the park-n-ride. No one from the Quatama Village Apartments used the bus.N.W. 205 Street runs between the Quatama Village Apartments and the light rail station. The street is a 90 feet wide arterial with no crosswalk. There is also a hill to the south that obstructs the view of cars. Many of the pedestrians travelling to the station were observed running across the street.The Quatama Apartments count yielded much different results than the Stadium Apartments count. Automobiles comprised the majority of the trips. The Quatama Village Apartments had the highest share of automobile trips at 83 percent during the morning peak travel period and 88 percent during the afternoon peak travel period. The transit use was similar to the average for all eight of the T.O.D.s. There were no walking or biking trips witnessed during either count.14The Quatama Village Apartment’s trip generation rates were similar to the average of the other T.O.D.s, but below the I.T.E rate for an Apartment. The vehicle only rate for the Quatama Village apartments is 0.262 during the A.M. peak hour and 0.49 during the P.M. peak hour versus 0.51 and 0.62 respectively for the I.T.E Apartment.LaSalle ApartmentsThe third T.O.D. trip generation count took place at the LaSalle Apartments south of Beaverton Creek Station, at the intersection of SW Milikan Way and SW 53rd Street. The morning count took place on Monday, January 31, 2000, and the afternoon count took place the next day, Tuesday, February 1, 2000.The T.O.D. characteristics of LaSalle Apartments are:Number of Units: 554 (roughly 525 currently occupied)Type of Units: Market Rate ApartmentsRents: $700 - $1,400Residential Density: 24 units/acreOnsite Commercial: 10,000 sq. ft.Parking Ratio: 1.8 spaces/unitDistance to Station: 500 feet to ½ mileNumber of Buildings: ~15Building Height: 3 story (one 4 story)Size of Site: 23 acresPedestrian Connectivity: 1 minor street between TOD and StationTwo people participated in the visual count of the apartments with one placed at the northwest corner of the park and ride lot and the other at the southeast corner of the SW Milikan Way and SW 53rd Street intersection. Due to the large viewing distances, it was not possible to differentiate between S.O.V. and carpools. If a third person were added, this differentiation could have been made. The pedestrian numbers include the recreational activities of people jogging and walking their dogs.Some pedestrians coming from other residential locations were witnessed cutting through LaSalle Apartments on their way to and from the station. To determine the number of non-LaSalle residents walking through the apartments, the number of people who exit off MAX and walk into the apartments is subtracted by the number of people walking out the other side of LaSalle Apartments. The opposite method was used for people walking into the apartments on their way to MAX from other residential areas. Some degree of error may have occurred when we assumed the people were cutting through the LaSalle Apartments to another location, when in actuality they could have been LaSalle residents walking off-site.The park and ride Northwest of the apartments was roughly 50 percent occupied and small portion of the cars belonging to the LaSalle Apartment residents.Unlike the first two travel counts this one includes traffic to the onsite commercial as a separate section to determine how the customers are travelling to the businesses. The15commercial travel count and mode split are separated in the categories of automobile, people on their way to or from the station, and pedestrians not using light rail walking to the businesses. No one was observed getting off light rail for the specific purpose of going to the onsite commercial. The workers of the onsite businesses are included in the count. The current onsite businesses are a pizza/coffee shop, a florist, a hair saloon, an insurance sales office, and the Beaverton Police Department. During the first hour of the morning count the majority of the businesses were closed. There are two unoccupied commercial spaces.The majority of the resident’s internal movements within the site were not able to be recorded due to site’s large size of 23 acres. The onsite trips to the gym, swimming pool, community building, and children playing were not captured. This is part of the reason for the LaSalle Apartment’s low pedestrian mode split share of three percent during the A.M. peak period and 4 percent during the P.M. peak period, compared to the average for all the T.O.D.s at eight and nine percent respectively. The light rail mode split for LaSalle apartments was twice as high during the A.M. peak period than during P.M. peak period. The LaSalle Apartments had the second highest mode split share for automobiles of all eight of the T.O.D.s counted. The Quatama Village Apartments had the highest Automobile mode split share.The LaSalle trip generation rates were lower than the I.T.E. rate for an Apartment. The LaSalle vehicle only trip generation rate for was 0.34 for the A.M. peak hour and 0.43 for the P.M. peak hour, versus the I.T.E. rates of 0.51 and 0.62 respectively. Russellville Commons ApartmentsThe Russellville Commons are located at NE 102nd Street and Burnside, south of the NE 102nd Street station. The morning count took place on Thursday, April 13, 2000, and the afternoon was on Wednesday, April 19, 2000. When the counts were done, the first phase of Russellville Commons consisting of 283 market rate apartments was nearly complete. The second phase will be adjacent to the station, and will compose of 120 apartments, 20,000 square feet of office, 2,000 square feet of retail, and a day care. The TOD characteristics of Russellville Commons Apartments are:Number of Units: 403 (roughly 215 currently occupied)Type of Units: Market Rate ApartmentsRents: $700 - $1,400Residential Density: 42 units/acreOnsite Commercial: None (22,000 sq. ft. when complete)Parking Ratio: 0.95 spaces/unit and available on-streetDistance to Station: 40 feet at buildout (currently ¼ - ½ mile)Number of Buildings: 21Building Height: 3 storySize of Site 11 acresPedestrian Connectivity: 2 streets between TOD and Station16Two people participated in the visual count of the apartments with one placed just south of the 102nd Street and Burnside intersection and the second at the southeast corner of the site. The site has good east/west street connectivity from 102 Street to the neighborhoods east of the development, and the residents of adjacent neighborhoods were driving through the development. Pedestrians were also traveling through the development on their way to and from the light rail station. Walkie talkies were used to separate the Russellville Commons trips from through trips. The counter observing a vehicle or pedestrian entering the site communicated its description to the other counter. If the second counter observed the vehicle or pedestrian within the estimated time to travel through the development without stopping, the trip was considered a pass through trip, and not recorded. Roughly 10 percent of the vehicle and pedestrian traffic was pass through traffic. By eliminating through traffic and allowing open communication between counters the walkie talkies enabled very accurate counts to be performed at Russellville Commons. The walkie talkies were used for the rest of the travel counts.Very few of the resident’s internal trips were observed due to Russellville Common’s large size. The pedestrian movements are only low in the A.M. peak period with a walk/bike share of five percent and during the P.M. peak period they are near the average for the five developments with 10 percent. The transit share during the P.M. peak is less than half of the A.M. peak with 14 percent and six percent respectively.The Russellville Commons Apartment’s trip generation rates for total (including transit and pedestrians) and for vehicles only are well below the I.T.E. rate for an Apartment. During the P.M. peak hour Russellville Commons has total (including transit and pedestrians) trip generation rate of 0.53 and vehicle only rate of 0.45 versus the I.T.E. Apartment rate of 0.62.Gresham Central ApartmentsThe Gresham Central Apartments are a new development located northwest of the Gresham Central Station at 800 N.E. Roberts Street. The morning and afternoon counts took place on Tuesday, April 25, 2000.The project was built through a joint partnership between TRI-MET and a private developer. The development received a downtown Gresham housing tax abatement and $332,000 from a Department of Environmental Quality C.M.A.Q. grant for a transit oriented development. The project has a density of 35 units/acre. Due to the cost of structured parking, TRI-MET believes projects above 35 units/acre in Gresham will require higher rents or more public financial participation. The project opened in 1996, and is fully occupied.The TOD characteristics of Gresham Central Apartments are:Number of Units: 90 (fully occupied)Type of Units: Market Rate ApartmentsRents: $575 - $795Residential Density: 35 units/acre17。

Android_Studio入门操作指南

Android Studio入门作指南日期：2013.8.51.Android Studio简介Android Studio是一个基于IntelliJIDEA的新的Android开发环境。

与Eclipse ADT插件相似，AndroidStudio提供了集成的Android开发工具用于开发和调试。

除了你期望的IntelliJ的能力，AndroidStudio还提供：·基于Gradle构建的支持。

·Android专属的重构和快速修复。

·捕获性能、易用性、版本兼容性等问题。

·支持ProGuard和应用签名。

·基于模板的向导来创建常见的Android设计和组件。

·丰富的布局编辑器，允许你拖放UI组件并在多个屏幕上的预览布局，等等。

2.安装Android Studio1.从上面下载AndroidStudio安装包。

（下载地址：/sdk/installing/studio.html译者注）2.安装Android Studio和SDK工具：Windows系统：1.启动下载的EXE文件，android-studio-bundle-<version>.exe。

2.按照安装向导安装AndroidStudio。

1.菜单和工具栏:你懂的2.导航条：编辑文件时帮助定位和导航项目中的文件3.状态栏：显示当前项目，Android Studio本身的状态，还有别的一些状态相关的一些信息4.编辑器：你懂的5.工具窗口：辅助类窗口。

Android Studio提供了各式各样的辅助窗口来帮助完成各种任务，如项目管理，代码查找，版本控制等，类似eclipse中VIEW的概念6.工具窗口栏:位于IDEA界面的上下左右各有一个，摆放着工具窗口显示和隐藏的按键3.2 关于菜单和工具条菜单和工具栏包含了Android Studio中的各种有用的命令，如：（1）打开或者隐藏Android Studio中的界面元素，可以使用菜单栏中的VIEW选项（2）当你想执行一个命令，但忘记去哪里找这个命令的时候，Android Studio提供了一个快捷的方式进行定位，按command+Shift+A可以触发一个命令提示界面，输入你想执行命令的前缀，就会列出跟这个前缀相关的一些命令，选择你需要的执行3.3 关于导航条显示导航条有两种途径：（1）通过VIEW菜单，选择 Navigation Bar 选项（2）按 Alt+Home.（用该方式打开，导航条显示为浮动形式(windows)）关闭导航条也有两种途径（1）通过VIEW菜单，取消选择 Navigation Bar 选项（2）当导航条是浮动状态时候，按ESC键(windows)3.4 关于状态栏3.5 关于工具窗口每个工具窗口提供了各种不同的视角和编程任务，一些工具窗口总是可见的，一些工具窗口则必须当相关的插件或者facets被激活的时候才是可见的. 控制工具窗口显示或者隐藏的按键分布在工具窗口条上，显示和隐藏状态通过颜色区分：工具窗口的显示与隐藏是基于工具窗口的摆放组的，每个工具窗口条分为2个组（水平的工具窗口条的左右两边，垂直窗口条的上下两边，可以通过拖坠工具窗口按键来进行摆放组的移动），每个分组只有一个显示的工具窗口，当选择组中的令一个窗口时，会自动关闭该组原先的窗口3.6 操纵工具窗口3.6.1 关闭所有的工具窗口1.通过菜单栏中的Window-Active Tool Window-Hide All Windowsmand+Shift+F12.3.6.2 保存当前的窗口布局：菜单栏Window-Store Current Layout as Default若需要重置窗口布局选择菜单栏Window-Restore Default Layout3.6.3 窗口工具的查看模式（Viewing Modes）工具窗口提供了不同的查看模式，用于控制工具窗口的显示形式和表现方式，帮助使用者快速定位到工具窗口，或者最大化编辑区域1.固定和浮动模式 Floating Mode当窗口时固定模式时，若同时窗口的模式还是非停泊模式（docked mode未选中）则窗口会占满它所附着的工具窗口条的长度或者高度（取决于工具窗口条是水平的还是垂直的）当窗口时浮动模式(Floating)时，它可以放在屏幕上的任何位置，当这个窗口处于不活动状态时，若同时窗口时寄托模式（ pinned.mode）它会变成半透明状态（透明度取决于Appearance settings中的透明度设置）2.停靠和脱开模式 Docked Mode该模式基于窗口时固定模式(Docked Mode)才起作用在停靠模式，跟这个窗口相邻的界面元素将环绕着该窗口，调整该窗口的大小会自适应调整相邻窗口的大小在脱开模式时。

vim常用NERDTree快捷键

vim常⽤NERDTree快捷键ctrl + w + h 光标 focus 左侧树形⽬录ctrl + w + l 光标 focus 右侧⽂件显⽰窗⼝ctrl + w + w 光标⾃动在左右侧窗⼝切换ctrl + w + r 移动当前窗⼝的布局位置o 在已有窗⼝中打开⽂件、⽬录或书签，并跳到该窗⼝go 在已有窗⼝中打开⽂件、⽬录或书签，但不跳到该窗⼝t 在新 Tab 中打开选中⽂件/书签，并跳到新 TabT 在新 Tab 中打开选中⽂件/书签，但不跳到新 Tabi split ⼀个新窗⼝打开选中⽂件，并跳到该窗⼝gi split ⼀个新窗⼝打开选中⽂件，但不跳到该窗⼝s vsplit ⼀个新窗⼝打开选中⽂件，并跳到该窗⼝gs vsplit ⼀个新窗⼝打开选中⽂件，但不跳到该窗⼝! 执⾏当前⽂件O 递归打开选中结点下的所有⽬录x 合拢选中结点的⽗⽬录X 递归合拢选中结点下的所有⽬录e Edit the current dif双击相当于 NERDTree-o中键对⽂件相当于 NERDTree-i，对⽬录相当于 NERDTree-eD 删除当前书签P 跳到根结点p 跳到⽗结点K 跳到当前⽬录下同级的第⼀个结点J 跳到当前⽬录下同级的最后⼀个结点k 跳到当前⽬录下同级的前⼀个结点j 跳到当前⽬录下同级的后⼀个结点C 将选中⽬录或选中⽂件的⽗⽬录设为根结点u 将当前根结点的⽗⽬录设为根⽬录，并变成合拢原根结点U 将当前根结点的⽗⽬录设为根⽬录，但保持展开原根结点r 递归刷新选中⽬录R 递归刷新根结点m 显⽰⽂件系统菜单cd 将 CWD 设为选中⽬录I 切换是否显⽰隐藏⽂件f 切换是否使⽤⽂件过滤器F 切换是否显⽰⽂件B 切换是否显⽰书签q 关闭 NerdTree 窗⼝切换是否显⽰ Quick Help切换标签页:tabnew [++opt选项] ［＋cmd］⽂件建⽴对指定⽂件新的tab:tabc 关闭当前的 tab:tabo 关闭所有其他的 tab:tabs 查看所有打开的 tab:tabp 前⼀个 tab:tabn 后⼀个 tab标准模式下：gT 前⼀个 tabgt 后⼀个 tabMacVim 还可以借助快捷键来完成 tab 的关闭、切换cmd+w 关闭当前的 tabcmd+{ 前⼀个 tabcmd+} 后⼀个 tabNerdTree 在 .vimrc 中的常⽤配置" 在 vim 启动的时候默认开启 NERDTree（autocmd 可以缩写为 au）autocmd VimEnter * NERDTree" 按下 F2 调出/隐藏 NERDTreemap :silent! NERDTreeToggle" 将 NERDTree 的窗⼝设置在 vim 窗⼝的右侧（默认为左侧）let NERDTreeWinPos="right"" 当打开 NERDTree 窗⼝时，⾃动显⽰ Bookmarkslet NERDTreeShowBookmarks=1五、查找替换/pattern 向后搜索字符串patternpattern 向前搜索字符串pattern"" 忽略⼤⼩写"" ⼤⼩写敏感n 下⼀个匹配(如果是/搜索，则是向下的下⼀个，?搜索则是向上的下⼀个)N 上⼀个匹配(同上):%s/old/new/g 搜索整个⽂件，将所有的old替换为new:%s/old/new/gc 搜索整个⽂件，将所有的old替换为new，每次都要你确认是否替换六、退出编辑器:w 将缓冲区写⼊⽂件，即保存修改:wq 保存修改并退出:x 保存修改并退出:q 退出，如果对缓冲区进⾏过修改，则会提⽰:q! 强制退出，放弃修改键盘移动 (Move)⼀切都从键盘的移动k -> 上 upj -> 下 downh -> 左 leftl -> 右 rightz -> 重画屏幕，当前光标变成屏幕的第⼀⾏ (redraw current line at top of window) CTRL-f -> 跳到下⼀页 (page down)CTRL-b -> 跳到上⼀页 (page up)跳跃指令 (jum)跳跃指令类似于游览器中的<前进><后退>按钮CTRL-] -> 跟着link/tag转⼊ (follow link/tag)CTRL-o -> 回到上⼀次的jump (go back)CTRL-i -> 跳回下⼀个 (go forward):ju -> 显⽰所有的可以跳跃的地⽅ (print jump list)重做/回复u -> undoCTRL-r -> redovim的undo是树结构的，你可以回到这个结构中的任何地⽅:undo 2 -> undo 到结构的2层 (undo to tree 2):undolist -> 显⽰所有的undo列表 (show undo list):earlier 10s -> undo到10秒前的编辑 (undo to 10 seconds ago):earlier 10h -> undo到10⼩时前的编辑 (back to 10 hours ago):earlier 1m -> undo到1分钟前 (back to 1 minutes ago)下⾯是undo的tree结构的解释………..one…………. |……..change 1…………. |………one too………. /……..\…..change 2 ……. change 3………… | ………………… |…….one two ………. me too……….. |….. change 4………..|…… not two视觉模式 (visual)v -> 进⼊视觉模式在视觉模式内可以作block的编辑CTRL-v -> visual block打印 (print):hardcopy -> 打印vim中的内容 (print text)混合视觉模式 (visual) 可以选择打印的区域没试过是否可以直接给值打印（应该可以）例如 :1,15hardcopy 打印前15⾏将⽂件写成⽹页格式 (html):source $VIMRUNTIME/syntax/2html.vim -> change current open file to html格式 (format)dos/windows跟unix/对于⽂件的结束是不⼀样的。

RK3566RK3568平台上的Camera使用指南

MIPI CSI用法RK3566/RK3568平台仅有一个标准物理mipi csi2dphy,可以工作在两个模式:full mode和split mode,拆分为csi2_dphy0/csi2_dphy1/csi2_dphy2三个逻辑dphy(参见rk3568.dtsi)Full Mode仅使用csi2_dphy0,csi2_dphy0与csi2_dphy1/csi2_dphy2互斥,不可同时使用;data lane最大4lanes;最大速率2.5Gbps/lane;Split Mode仅使用csi2_dphy1和csi2_dphy2,与csi2_dphy0互斥,不可同时使用;csi2_dphy1和csi2_dphy2可同时使用;csi2_dphy1和csi2_dphy2各自的data lane最大是2lanes;csi2_dphy1对应物理dphy的lane0/lane1;csi2_dphy2对应物理dphy的lane2/lane3;最大速率2.5Gbps/lane简单点来讲，如果用单目摄像头我们可以配置full mode，若使用双目摄像头我们可以配置split modeFull Mode配置链接关系:sensor->csi2_dphy0->ispFull Mode设备树配置要点配置sensor端我们需要根据板子原理图的MIPI CSI接口找到sensor是挂在哪个I2C总线上，然后在对应的I2C节点配置camera节点，正确配置camera模组的I2C设备地址、引脚等属性。

如下ROC-RK3566-PC的xc7160配置：&i2c4{status="okay";XC7160:XC7160b@1b{status="okay";compatible="firefly,xc7160";reg=<0x1b>;clocks=<&cru CLK_CIF_OUT>;clock-names="xvclk";power-domains=<&power RK3568_PD_VI>;pinctrl-names="default";pinctrl-0=<&cif_clk>;power-gpios=<&gpio4RK_PB6GPIO_ACTIVE_LOW>;reset-gpios=<&gpio4RK_PB0GPIO_ACTIVE_HIGH>;pwdn-gpios=<&gpio4RK_PB7GPIO_ACTIVE_HIGH>;firefly,clkout-enabled-index=<0>;rockchip,camera-module-index=<0>;rockchip,camera-module-facing="back";rockchip,camera-module-name="NC";rockchip,camera-module-lens-name="NC";port{xc7160_out:endpoint{remote-endpoint=<&mipi_in_ucam4>;data-lanes=<1234>;};};};};csi2_dphy0相关配置csi2_dphy0与csi2_dphy1/csi2_dphy2互斥,不可同时使用。

机芯使用说明书

机芯使用说明书A . 功能简介12位计时功能，显示时、分、秒、日、月、星期。

响闹及整点报时贪睡功能12/24时制选择，全自动日历。

1/100秒秒表E L 背光B . 产品功能模式1. 在非设置模式下，按B 键选择操作模式。

任意模式下按A 或E 键E L 亮三秒。

2. 秒表及分段计时功能在秒表模式下，按一次D 键开始执行跑秒，再按一次D 键跑秒停止，在跑秒停止时按C 键是跑秒归零。

在秒表模式下，按D 键开始计时，按C 键进入分段计时状态，有（“S P ”符号”）开始中途测量。

之后按C 键开始计时，即记录第一位选手完成时间，再按D 键中途测量完毕，记录第二位选手的完成时间，最后按C 键清除记录。

3. 闹钟及整点报时关闭与开启闹钟及整点报时关闭与开启：在闹钟模式下（“时”或“分”不闪动），按D 键是依次开启/关闭闹钟：（）及整点报时：（）。

在闹钟响闹时，闹钟符号（）会闪动，响闹20秒钟后自动停止。

闹钟设定：在闹钟模式下，按C 键 “时”闪动，按D 键进行调整，再按C 键“分” 闪动，按D 键进行调整，再按C 键设置完毕.闹钟响闹时，按B 键开启贪睡功能，5分钟后再次响闹20秒；按C 键/D 键可停止响闹。

4. 时间设置功能在时钟设置模式下，“秒”闪动，按D 键调整“秒”归零；按C 键“时”闪动，再按C 键依次进入“分”、 “月” 、“日”、“星期”的调整，在对应元素闪动时，按D 键进行调整。

在设置“时”时，按Ｄ键调至”A ”或＂Ｐ＂出现时为１２时制。

“H ”出现时为24时制。

在设置“秒”时，若秒数值于30至59之间，在秒数值回到00的同时，分数值亦会加1；若秒数值是于00至29之间，分数值则保持不变。

（C 键） R E S E T（D 键） S T A R TL I G H T （A 键）M O D E （B 键）正常时间模式秒表模式闹铃设置模式时间设置模式B K e y B K e yB K e y机芯使用说明书A . 功能简介12位计时功能，显示时、分、秒、日、月、星期。

Vacuum toggle

专利名称：Vacuum toggle发明人：Ronald D. Freiberger,Richard D. Reprogle 申请号：US05/896685申请日：19780417公开号：US04191090A公开日：19800304专利内容由知识产权出版社提供摘要：Automatic temperature control system for vehicles commonly utilize vacuum pressure as a power source to perform various functions such as operating the mode damper which routes hot or cold air through either lower or upper outlets. The vacuum pressure is directed to the vacuum motor or actuator to the mode door by a vacuum switch. Normally, the switch is of the type having a stationary ported member and an overlying member which is movable to interconnect the various ports. Undesirable split modes of operation occur because of either improper placement of the rotatable switch member or excessive leakage thereby. Split mode operation may undesirably cause improper allocation of hot and cold air through upper and lower outlets. The subject application provides a vacuum switching device or "toggle" located between the vacuum switch and the vacuum or actuator motor. It operates in response to vacuum input to modify vacuum pressure so that the signal to the vacuum motor is either low or high, which action eliminates split mode operation caused by more intermediate vacuum pressures.申请人：GENERAL MOTORS CORP代理人：K. H. MacLean, Jr.更多信息请下载全文后查看。

Trane Illusion Mini Split 空调机型号说明书

Trane proudly presents Illusion air conditioners withhigh quality design according to Trane WorldWide Quality Standards providing you withconvenient, comfortable, reliable, and durableheating and cooling with minimal servicerequired.Complete family of concealed models - availablecapacity ranging from 12,000 to 60,000 Btu/h forstandard models and from 9,000 to 40,900 Btu/hfor high ef ﬁ ciency models.Energy ef ﬁ ciency - high ef ﬁ ciency models, EER ≥11.0 Btu/h/W or COP ≥3.2 W/W, providingfull capacity with less energy consumption andelectricity cost compared to standard models.Compact height - only 258 mm for 12,000 to 6,000Btu/h standard models - the IllUSION series is verycompact and easy to be installed in the tight ceiling.Return air plenum provides low air facevelocity for quiet operation - MCD048 andMCD060 are equipped with the return air plenumand 1 inch aluminium ﬁ lter as standard as well ashigh ef ﬁ ciency models from MCD030 to MCD042.Illusion Series• High performance & Energy ef ﬁ ciency(EER ≥11.0 Btu/h/W or COP ≥3.2 W/W)*• Slim design with compact height• High quality drain pan Triple Protection Drain PanIllusion drain pans consist of three layers: a single piece of galvanized sheet, a single piece of polystyrene foam, and a vacuum formedplastic liner. Moreover, it is provided with highquality drain hose, enabling ﬂ exibility, which issuitable for PVC size.• Ef ﬁciently prevent the beautiful ceiling from droplet caused by leakage of drain pan.• Ef ﬁcient drainage and decrease the chance of the accumulation of mould with slopingdrain pan.• Provides superior indoor air quality.PlasticPolystyrene foamGalvanized sheet A B C A B CFan Speed:continuosly provides cool air ﬂ ow with 4 fan speeds: High, Medium, Low, and Auto.Temperature Setting:set temperature range is from 15 to 30 .Powercool (Turbo) Mode:provides quick convenient cooling capacity. (Turbo Mode for LCD wired control)Sleep Mode:provides more comfort with automaticallyappropriate room temperature adjustment during night time.Econo Mode:provides more energy saving with highef ﬁ cient cooling capacity.Mode of Operation:allows you control the operating modes: Fan, Cool, Dry.Dry Mode:provides effective humidity reduction withhigh ef ﬁ cient cooling capacity.24 Hours Programmable Timer:Users can select on/off time of the unit as real time.High Ef ﬁ ciency Condensing UnitHigh ef ﬁ ciency unit with reliable slit-typealuminium ﬁ n. Compact unit size allows forinstallation in limited or con ﬁ ned spaces.Options: Blue ﬁ n, Copper ﬁ n, Stainless casing,45 degree louver, and Aeris coating.Digital Touch Control Series Digital T ouch Control is designed with state-of-the-art to ful ﬁ ll the modern lifestyle.• Wired and wireless control are available.• T ouch control switch.• Providing variety of features espcially when using with wireless remote control.• Intelligent control: providing intelligent features and convenience as your desire.LCD WirelessRemote Control Touch Wired Control (ACYSTAT170AA Cooling Only)(ACYSTAT270AA Cool & Heat)T ouch Wired Control (ACYSTAT160AA Cooling Only)(ACYSTAT260AA Cool & Heat)LCD Wired Control (ACYSTAT110AA Cooling Only)(ACYSTAT210AA Cool & Heat)(ACYSTAT120AA Cooling Only)(ACYSTAT220AA Cool & Heat)LCD Wireless Remote Control LCD Wired ControlIngersoll Rand (NYSE:IR) is a world leader in creating and sustaining safe, comfortable and effi cient environments in commercial, residential and industrial markets. Our people and our family of brands— including Club Car®, Hussmann®, Ingersoll Rand®, Schlage®, Thermo King® and Trane®—work together to enhance the quality and comfort of air in homes and buildings, transport and protect food and perishables, secure homes and commercial properties, and increase industrial productivity and effi ciency. We are a $13 billion global business committed to sustainable business practices within our company and for our customers.Trane has a policy of continuous product and product data improvement and reserves the right to change design and specifications without notice.Trane Thailand, 999/1 Mu 9, Bangna-Trad km. 19 Rd., Bangchalong, Bangplee, Samutprakarn, Thailand© 2011 Trane All rights reserved MS-SLB029-EN March 31, 2011Produced on post-consumer recycled paper, usingenvironmentally friendly pint practices that reduce waste 2. Rated for 25 feet (7.5 meters) of evacuated refrigerant piping.3. Outdoor unit’s dimensions exclude the size of the mounting feet. For more detail, please see the drawing in the installation manual.2. Rated for 25 feet (7.5 meters) of evacuated refrigerant piping.3. Outdoor unit’s dimensions exclude the size of the mounting feet. For more detail, please see the drawing in the installation manual.1. At ARI system rating conditons of 80°F - DB / 67°F - WB Indoor & 95°F - DB Outdoor.2. Rated for 25 feet (7.5 meters) of evacuated refrigerant piping.3. Outdoor unit’s dimensions exclude the size of the mounting feet. For more detail, please see the drawing in the installation manual.。

电子琴常用英文词汇翻译

A Aac power adaptor 变压器accomp large /small 大小伴奏accomp out (MIDI transmission ) 伴奏输出accompaniment split point 伴奏轨分割点accompaniment track (song ) 乐曲伴奏轨accompaniment volum 伴奏音量Auto accompaniment 自动伴奏Auto fill 自动填充Aux out 音频输出B BBass （accompaniment track）伴奏轨贝司Bass fingered 贝司方式Batteries 电池Beat indicator 节拍指示C Ccartridge accompaniment style 扩展卡伴奏风格cartridge registration 扩展卡注册记忆cartridge song 扩展卡歌曲chord match (multi pad ) 和弦配置（多功能键组）chord （accompaniment track）伴奏轨和弦chorus level 合唱电平chorus return level 返回合唱电平chorus type 合唱类型clear （melody track）抹去旋律轨clearing （song track）抹去用户乐曲connectors ,MIDI MIDI连接cursor 光标D Ddata back up 数据还原data dial 数据轮data initialization 预置数据delete 删除demo 示范曲DSP level DSP电平DSP return level 返回DSP电平DSP type DSP 类型digital effect 数字效果器digital effect type 数字效果器类型disk 磁盘disk style 风格磁盘dual voice 双音色dual voice chorus level 双音色合唱电平dual voice octave 双音色八度音高dual voice pan 双音色声像dual voice reverb leve 双音色发送到混响的电平dual voice volume 双音色音量E Eelectrical interference 电子干扰ending （accompaniment section）伴奏尾奏external clock control 外部时钟控制echo 回声F Ffill in（accompaniment section）伴奏轨填充(加花) fingered （mode）多指模式fingering mode 多指模式选择format 格式化freeze registration memory 注册记忆锁定full fingered 全和弦方式function 功能G GGM system level 1 GM规格H Hharmony 和声I Iinitial data send 原始数据发送insertion （digital effect）插入（效果器）intro （accompaniment section）前奏（自动伴奏）K Kkeyboard out （MIDI transmission）键盘输出（MIDI传送）keyboard percussion 键盘打击乐器组keyboard volume 键盘音量L Lload 读取数据local control 本机控制[NextPage]M Mmain A &B （accompaniment section）主奏A或B master volume 主音量measure 小节melody track （song）旋律轨metronome 节拍器MIDIMIDI data format MIDI数据规格MIDI implementation chart MIDI执行表minus one 关闭一声部模式minus one left-hand channel 关闭左手通道minus one right -hand channel 关闭右手通道mode 演奏模式multi pad kit 多功能键组multi pad kit list preset 多功能键组预置列表multi pads 多功能键music cartridge 音乐扩展卡music stand 乐谱架N Nnaming （multi pad）取名（多功能键）naming （song ）取名（歌曲）naming （registration）取名（注册记忆）normal （fingered ）普通方式多指和弦normal （mode ）普通方式number buttons 数字键O Ooctave 八度音one touch setting 单触键设定overall function 总体功能P Ppad （accompaniment track ）长音和弦pan 声像panel control 控制面板percussion kit list 打击乐器列表phones 耳机phrase （accompaniment track ）装饰音符pitch bend 弯音轮pitch bend range 弯音范围playback （user song ）播放，放音（用户乐曲）playback（cartridge song ）播放，放音（扩展卡上的乐曲）playback（demo ）播放，放音（示范乐曲）playback（multi pad ）播放，放音（多功能键）power supply 电源POWER switch 电源开关Q Qquick play 快速演奏R Rrecording （multi pad ）录制多功能片段recording （song）录制乐曲referred file 相关(参考)文件reverb level 混响电平reverb return level 返回混响电平reverb type 混响类型registration bank 注册记忆库registration memory 注册记忆remote channel 接收通道repeat play 重复播放rewrite （recording song data ）重写rhythm （accompaniment track ）节奏S Ssave 保存service &modification 服务和维修single （mode ）单指模式song out （MIDI transmission ）乐曲输出specification 技术规格split point （split mode ）分割点split voice 分割音色split voice chorus level 分割音色合唱电平split voice octave 分割音色八度split voice pan 分割音色声像split voice reverb level 分割音色混响电平split voice volume 分割音色音量start /stop 开始、停止stop accompaniment function 停止自动伴奏straight start 直接开始style disk 风格磁盘style file format 风格文件规格style selection 选择风格功能sustain （panel ）延音（面板）sustain （pedal ）延音（踏板）syncho star 同步开始system （digital effect ）数字效果器系统T Ttempo control 速度控制touch response 触键反应touch sensitivity 触键灵敏度tracks （auto accompaniment）轨道transpose 移调troubleshooting 故障修理tuning 音高微调V Vvoice list （GM voice ）音色表GMvoice list （panel voice ）音色表面板voice selection 音色选择voice set 音色固定。

文本自动分割算法

⽂本⾃动分割算法1.需求在数据清洗(ETL),⽇志⽂件分析，分隔符信息提取时，我们都会遇到如下常见的⽂本数据：中楼层/14层,东西,西直门南⼤街 3号院,1985年建,板楼中楼层/23层,南北,通惠南路6号,2003年建,板楼中楼层/12层,南北,通惠南路6号 1号院,2003年建,塔楼-⼀个常见的处理思路，是按照分隔符，对⽂本进⾏切割。

对于上⾯的⽂本，可以采⽤/,两种符号来切割。

变成如下的表格样式,之后进⾏数据处理便⾮常容易了。

所以我开玩笑的说，⼀门语⾔中split函数可能是⽤的最多的。

在⽂本处理中会遇到⼤量的这种需求，但数据格式多变，总会有⼤量精⼒耗费在这类重复的⼯作上。

于是很⾃然的会期待是否有⼀种⾃动算法，能帮助我们⾃动分割字符串？假设已经为我们提供了⼀批⽂本，构成⼀个字符串数组。

我们的任务分为两步：编译(发现内部的分隔符和模式)def Compile(self,datas):发现其中的：分隔符相同的⽂本串(如上⾯的'楼层')不同的⽂本串(如'14','12')分割(根据发现的模式分割)def Split(self,text,splitgroup,isSameOut=True):这个函数可以设定是否输出相同项。

2.⼀种简单的思路从直觉上来说，逗号，空格，分号，冒号这类符号是最有可能出现的分隔符。

⼀种朴素的想法是：列出可能是分隔符的所有符号，绝⼤多数⾮字母的ascii码，都可以列⼊统计所有符号在每⼀⾏中出现的次数，构成⼀个数组字典,例如上⾯的例⼦python',' : [3,3,3]'/' : [1,1,1]'' : [1,0,1]求取每个数组的⽅差，如果满⾜⼩于特定的阈值，则可认为是⼀个分隔符我们不能严格的认定，只有数组的元素全部⼀样才是分隔符：因为总会出现特殊情况，应当允许特殊情况的发⽣。

⽅差的阈值，应通过参数传⼊。

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0.234358 0.259006 0.493364 0.506636 Vm exp(Vm) P(m|T) -1.35 0.25924 0.401312 -0.95 0.386741 0.598688 0.645981 -0.44796
Mode m A T
Vm
exp(Vm) P(m|T) -0.26 0.771052 0.564636 -0.52 0.594521 0.435364 1.365572
attribute Auto Bus RT a 0 -0.10 -0.06 X1 5 10 10 X2 0 15 5 X3 20 40 30 X4 100 50 1.50
P(A)=0.511, P(B)=0.207, P(RT)=0.282
Market share:
Qij(A)=2555, Qij(B)=1035, Qij(RT)=1410 Revenue: 1035*0.50+1410*0.75=2633/day
• Introducing a rapid transit (RT) system
attribute Auto Bus RT a 0 -0.10 -0.06 X1 5 10 10 X2 0 15 5 X3 20 40 30 X4 100 )=-1.530, V(RT)=-1.070
Example 8.11 Mode m B R VT= Vm exp(Vm) P(m|T) -0.88 0.414783 0.475021 -0.78 0.458406 0.524979 0.873189 -0.57889 aT=-0.52
Example 8.12 Mode m B R VT= Vm exp(Vm) P(m|T) -1.05 0.349938 0.475021 -0.95 0.386741 0.524979 0.736679 -0.43654 aT=-0.41
– Mode share – The effect of a policy that is expected to cause a change ΔVR=-0.10
Example 8.12
• VT=aT+θ*logsum, aT=-0.41, θ=0.2 • VA=-0.41, VB=-1.05, VR=-0.95 • Calculate
Mode m A T
•
Vm
exp(Vm) P(m|T) -0.26 0.771052 0.564636 -0.52 0.594521 0.435364 1.365572
Mode m A T
Vm
exp(Vm) P(m|T) -0.36 0.697676 0.554505 -0.57889 0.560519 0.445495 1.258196
exp VR exp VB exp VR
VT aT
an X n Logsum
Logsum ln exp VB exp VR
Example 8.10
Example 8.10 (cont.)
• VT=aT+θ*logsum, aT=-0.52, θ=0 • VA=-0.26, VB=-0.92, VR=-0.82 • Calculate
P(A)=0.489, P(B)=0.198, P(RT)=0.313
Market share: Qij(A)=2445, Qij(B)=990, Qij(RT)=1565 Revenue: 990*0.50+1565*0.75=2582/day
Example 8.8
• Policy Changes
Mode Split
Mode Choice Model
Utility Function
Uin Vin in
where: Uin = random utility of alternative i for individual n Vin = systematic (observable) portion of utility
P A exp VA exp VT exp VA exp VT exp VT exp VA exp VB exp VB exp VR P T
PB T
PR T
P B P B T P T P R P R T P T
V(A)=-0.625, V(B)=-1.530 P(A)=0.71, P(B)=0.29 Market share: Qij(A)=0.71*5000=3550 trips/day Qij(B)=0.29*5000=1450 trips/day Revenue:
1450*0.50=725/day
Example 8.7
P(B)= P(R)= P(A)= Mode m B R VT=
0.211619 0.233875 0.445495 0.554505 Vm exp(Vm) P(m|T) -0.88 0.414783 0.5 -0.88 0.414783 0.5 0.829566 -0.60115
P(B)= P(R)= P(A)= Mode m B R VT=
– Mode share – The effect of a policy that is expected to cause a change ΔVB=-0.20
Example 8.11
• VT=aT+θ*logsum, aT=-0.52, θ=1.0 • VA=-0.36, VB=-0.88, VR=-0.78 • Calculate
Mode m A T
Vm
exp(Vm) P(m|T) -0.41 0.66365 0.506636 -0.43654 0.646266 0.493364 1.309916
P(B)= P(R)= P(A)= Mode m B R VT=
0.206807 0.228557 0.435364 0.564636 Vm exp(Vm) P(m|T) -1.12 0.32628 0.425557 -0.82 0.440432 0.574443 0.766711 -0.52
• • • •
X1=access plus egress time, in min X2=waiting time, in min X3=line-haul time, in min X4=out-of-pocket cost, in cents
Example 8.6 (cont.)
attribute Auto Bus a 0 -0.10 X1 5 10 X2 0 15 X3 20 40 X4 100 50
Independence of Irrelevant Alternatives (IIA) Property
•
P A exp VA exp VA VB P B exp VB
Nested Logit Model
Nested Logit Model (cont.)
– Mode share – The effect of a policy that is expected to cause a change ΔVB=-0.30
Example 8.10 Mode m B R VT= Vm exp(Vm) P(m|T) -0.92 0.398519 0.475021 -0.82 0.440432 0.524979 0.838951 -0.52 aT=-0.52
P jn in Vin V jn j Cn
F w e
e w
Gumbel Type I distribution
eVin Pin V jn e
j
j Cn
Example 8.6
Vk ak 0.025X1 0.032 X 2 0.015X 3 0.002 X 4
P(B)= P(R)= P(A)=
0.185272 0.250091 0.435364 0.564636
P(B)= P(R)= P(A)=
0.220002 0.220002 0.440003 0.559997
P(B)= P(R)= P(A)=
0.191837 0.286188 0.478025 0.521975
Mode m A T
Vm
exp(Vm) P(m|T) -0.36 0.697676 0.559997 -0.60115 0.548181 0.440003 1.245858
Mode m A T
Vm
exp(Vm) P(m|T) -0.36 0.697676 0.521975 -0.44796 0.638933 0.478025 1.336609
εin = random portion of utility
Vin b1 X in1 b2 X in 2
Where b = row vector of parameters Xin = f(Xi, Sn)
bm X inm
Pin P U in U jn
Pin P Vin in V jn jn j Cn
More Practical Structures
More Practical Structures (cont.)
Other Applications