ECE1718 Project Final Report Improving Data Locality on Thread-Level Speculation
APQP 第三版 中文
APQP 报告程序……………………………………………………………………………………10
APQP 状态报告流程图…………………………………………………………………………………11 APQP 状态报告…………………………………………………………………………………………12 APQP 状态报告表格……………………………………………………………………………………13 填写状态报告表格………………………………………………………………………………………14 质量事件检查表…………………………………………………………………………………………15 风险评估…………………………………………………………………………………………………15
产品质量先期策划
版本等级:3.0
8/83
福特 APQP 指南(版权所有©, 2001)
2001 年 3 月 非受控文件
要素(续)
最后级别的一个附加更改是两个要素的结合,“生产件批准(PSW)”和“MRD 的 PSW 零 件交付”合并为一个要素:
生产件批准程序(PPAP)/零件提交保证书(PSW)
产品质量先期策划
版本等级:3.0
3/83
福特 APQP 指南(版权所有©, 2001)
2001 年 3 月 非受控文件
目录(续)
附录部分…………………………………………………………………………………………52
LED 品质专用英语实用大全.
在电子厂里 PE 是 Production Engineer的简称,就是产品工程师的意思,相类似的还有TE: Test Engineer 测试工程师.IE: Industry Engineer 工业工程师.AE: Automatic Engineer 自动化工程师.R&D: Research Development Engineer 研发设计工程师.MFG: Manufacturing. 制造部.QE: Quality Engineer 品保工程师.Pilot Run: 试量产.SPC: Statistic Process Control. 统计制程控制.R&D: Research & Development 研发RMA:Return Material Audit 退料认可VQA:Vender Quality Assurance 厂商品质管理QA :Quality Assurance 品质保证MIS :Management Information System 管理信息系统OQC :Output Quality Control 出货质量保证IQC :Incoming Quality Control 来料品质保证IPQC :In Process Quality Control 制程中的品质管制人员ME :Mechanical Engineer 机构工程师SOP百科名片SOP是Standard Operation Procedure三个单词中首字母的大写,即标准作业程序,就是将某一事件的标准操作步骤和要求以统一的格式描述出来,用来指导和规范日常的工作。
目录[隐藏]一、SOP:标准作业程序1. SOP的精髓2. 简介3. SOP的由来4. SOP的格式5. SOP的作用6. 为什么企业要做SOP7. 如何做SOPSOP:开始量产SOP:一种元件封装形式SOP:支持导向流程其他意思ERP术语SOP案例分析1. 在物流配送中心中应用SOP时应注意的问题2. 物流配送中心应用SOP的意义一、SOP:标准作业程序1. SOP的精髓2. 简介3. SOP的由来4. SOP的格式5. SOP的作用6. 为什么企业要做SOP7. 如何做SOPSOP:开始量产SOP:一种元件封装形式SOP:支持导向流程其他意思ERP术语SOP案例分析1. 在物流配送中心中应用SOP时应注意的问题2. 物流配送中心应用SOP的意义[编辑本段]一、SOP:标准作业程序SOP的精髓SOP的精髓,就是将细节进行量化,用更通俗的话来说,SOP就是对某一程序中的关键控制点进行细化和量化。
ECE 17
E/ECE/324 )Rev.1/Add.16/Rev.4/Amend.1E/ECE/TRANS/505 )August 6, 2007STATUS OF UNITED NATIONS REGULATIONECE 17UNIFORM PROVISIONS CONCERNING THE APPROVAL OF:VEHICLES WITH REGARD TO THE SEATS, THEIR ANCHORAGES AND ANY HEADRESTRAINTSIncorporating:04 series of amendments Date of Entry into Force: 28.01.90 Supplement 1 to the 04 series of amendments Date of Entry into Force: 26.01.9405 series of amendments Date of Entry into Force: 26.12.9606 series of amendments Date of Entry into Force: 18.01.9807 series of amendments Date of Entry into Force: 06.08.98 Supplement 1 to the 07 series of amendments Date of Entry into Force: 17.11.99 Supplement 2 to the 07 series of amendments Date of Entry into Force: 13.01.00 Corr. 1 to the 06 series of amendments Dated: 10.03.99Corr. 1 to the 07 series of amendments Dated: 08.03.00Corr. 1 to Supplement 1 to the 07 series of amendments Dated: 27.06.01Corr. 1 to Revision 4 to the 07 series of amendments Dated: 12.11.03Corr. 2 to Revision 4 to the 07 series of amendments Dated: 23.06.04Supplement 3 to the 07 series of amendments Date of Entry into Force: 11.06.07E/ECE/324 )Rev.1/Add.16/Rev.4/Amend.1E/ECE/TRANS/505 )August 6, 2007UNITED NATIONSAGREEMENTCONCERNING THE ADOPTION OF UNIFORM TECHNICAL PRESCRIPTIONS FOR WHEELED VEHICLES, EQUIPMENT AND PARTS WHICH CAN BE FITTED AND/OR BE USED ON WHEELED VEHICLES AND THE CONDITIONS FOR RECIPROCAL RECOGNITION OF APPROVALS GRANTED ON THE BASIS OF THESE PRESCRIPTIONS (*) (Revision 2, including the amendments which entered into force on October 16, 1995)Addendum 16: Regulation No. 17Revision 4 −Amendment 1Incorporating all valid text up to:Corrigendum 2 to Revision 4 of the Regulation, subject of Depositary Notification C.N.1035.2004.TREATIES-1 dated October 4, 2004Supplement 3 to the 07 series of amendments − Date of entry into force: June 11, 2007UNIFORM PROVISIONS CONCERNING THE APPROVAL OF VEHICLES WITH REGARD TO THE SEATS, THEIR ANCHORAGES AND ANY HEAD RESTRAINTS(*)Former title of the Agreement:Agreement Concerning the Adoption of Uniform Conditions of Approval and Reciprocal Recognition of Approval for Motor Vehicle Equipment and Parts, done at Geneva on March 20, 1958.REGULATION NO. 17UNIFORM PROVISIONS CONCERNING THE APPROVAL OF VEHICLES WITH REGARD TO THE SEATS, THEIR ANCHORAGES AND ANY HEAD RESTRAINTSCONTENTSREGULATION1. Scope2. Definitions3. Application for Approval4. Approval5. Requirements6. Tests7. Conformity of Production8. Penalties for Non-Conformity of Production9. Modifications of the Vehicle Type and Extension of Approval with Respect to the Seats, theirAnchorages and/or their Head Restraints10. ProductionDiscontinuedDefinitely11. Instruction for use12. Names and Addresses of Technical Services Responsible for Conducting Approval Test, and ofAdministrative Departments13. TransitionalProvisionsANNEXESAnnex 1 Communication Concerning the Approval or Refusal or Extension or Withdrawal of Approval or Production Definitely Discontinued of a Vehicle Type with Regard to theStrength of the Seats and their Anchorages, in the Case Either of Seats Fitted orCapable of being Fitted with Head Restraints, or of Seats not Capable of Being Fittedwith Such Devices and the Characteristics of Head Restraints Pursuant toRegulation No. 17Annex 2 Arrangements of Approval MarksAnnex 3 Procedure for Determining the 'H' Point and the Actual Torso Angle for Seating Positions in Motor VehiclesAnnex 4 Determination of the Height and Width of Head RestraintsAnnex 5 Details of Lines and Measurements Taken During TestsAnnex 6 Test Procedure for Checking Energy DissipationAnnex 7 Method for Testing the Strength of Seat Anchorages and their Adjustment, Locking and Displacement SystemsAnnex 8 Determination of Dimension "a" of Head Restraint GapsAnnex 9 Test Procedure for Devices Intended to Protect the Occupants against Displacement of Luggage.REGULATION NO. 17UNIFORM PROVISIONS CONCERNING THE APPROVAL OF VEHICLES WITH REGARD TO THE SEATS, THEIR ANCHORAGES AND ANY HEAD RESTRAINTS1. SCOPEThis Regulation applies to:(a) Vehicles of Categories M1 and N (1)with regard to the strength of seats and theiranchorages and with regard to their head restraints;Vehicles of Categories M2 and M3(1)with regard to seats not covered by (b)Regulation No. 80, in respect of the strength of seats and their anchorages, and inrespect of their head restraints;(c) Vehicles of Category M1 with regard to the design of the rear parts of seat-backs andthe design of devices intended to protect the occupants from the danger resultingfrom the displacement of luggage in a frontal impact.It does not apply to vehicles with regard to folding, side-facing or rearward-facing seats, orto any head restraint fitted to these seats.2. DEFINITIONSFor the purposes of this Regulation2.1."Approval of a vehicle" means the approval of a vehicle type with regard to the strength ofthe seats and their anchorages, the design of the rear parts of the seat-backs and thecharacteristics of their head restraints;2.2."Vehicle type" means a category of motor vehicles which do not differ in such essentialrespects as:2.2.1.the structure, shape, dimensions, materials and the mass of the seats, although the seatsmay differ in covering and colour; differences not exceeding 5% in the mass of the approvedseat type shall not be considered significant;2.2.2.the type and dimensions of the adjustment, displacement and locking systems of theseat-back and seats and their parts;2.2.3.the type and dimensions of the seat anchorages;2.2.4.the dimensions, frame, materials and padding of head restraints, although they may differ incolour and covering;2.2.5.the type and dimensions of the attachments of the head restraint and the characteristics ofthe part of the vehicle to which the head restraint is attached, in the case of a separate headrestraint;(1)As defined in Annex 7 to the Consolidated Resolution on the Construction of Vehicles (R.E.3.) document TRANS/WP.29/78/Rev.1/Amend.2, as last amended by Amendment 4.(4)Erratum.2.3."Seat" means a structure which may or may not be integral with the vehicle structurecomplete with trim, intended to seat one adult person. The term covers both an individualseat or part of a bench seat intended to seat one person;2.4."Bench seat" means a structure complete with trim, intended to seat more than one adultperson;2.5."Anchorage" means the system by which the seat assembly is secured to the vehiclestructure, including the affected parts of the vehicle structure;2.6."Adjustment system" means the device by which the seat or its parts can be adjusted to aposition suited to the morphology of the seated occupant. This device may, in particular,permit:2.6.1. longitudinaldisplacement;displacement;2.6.2. verticaldisplacement;2.6.3. angular2.7."Displacement system" means a device by which the seat or one of its parts can bedisplaced and/or rotated, without a fixed intermediate position, to permit easy access ofoccupants to the space behind the seat concerned;2.8."Locking system" means a device ensuring that the seat and its parts are maintained inthe position of use;2.9."Folding seat" means an auxiliary seat intended for occasional use and normally folded; 2.10."Transverse plane" means a vertical plane perpendicular to the median longitudinal planeof the vehicle;2.11."Longitudinal plane" means a plane parallel to the median longitudinal plane of thevehicle;2.12."Head restraint" means a device whose purpose is to limit the rearward displacement of anadult occupant's head in relation to his torso in order to reduce the danger of injury to thecervical vertebrae in the event of an accident;2.12.1."Integrated head restraint" means a head restraint formed by the upper part of theseat-back. Head restraints meeting the definitions of Paragraphs 2.12.2. or 2.12.3. belowbut which can only be detached from the seat or the vehicle structure by the use of tools orby partial or complete removal of the seat covering, meet the present definition;2.12.2."Detachable head restraint" means a head restraint consisting of a component separablefrom the seat designed for insertion and positive retention in the seat-back structure;2.12.3."Separate head restraint" means a head restraint consisting of a component separatefrom the seat, designed for insertion and/or positive retention in the structure of the vehicle;2.13."R point" means the seating reference point as defined in Annex 3 to this Regulation;2.14."Reference line" means the line on the manikin reproduced in Annex 3, Appendix 1,Figure 1, (4) to this Regulation.2.15."Partitioning system" means parts or devices which, in addition to the seat-backs, areintended to protect the occupants from displaced luggage; in particular, a partitioningsystem may be constituted by netting or wire mesh located above the level of theseat-backs in their upright or folded down position. Head restraints fitted as standardequipment for vehicles equipped with such parts or devices shall be considered as part ofthe partitioning system. However, a seat equipped with a head restraint shall not beconsidered as being on its own a partitioning system.3. APPLICATION FOR APPROVAL3.1.The application for approval of a vehicle type shall be submitted by the vehicle manufactureror by his duly accredited representative.3.2.It shall be accompanied by the following documents in triplicate and the followingparticulars:3.2.1. a detailed description of the vehicle type with regard to the design of the seats, theiranchorages, and their adjustment, displacement and locking systems;3.2.1.1. A detailed description and/or drawings of the partitioning system, if applicable.3.2.2.drawings, on an appropriate scale and in sufficient detail, of the seats, their anchorages onthe vehicle, and their adjustment, displacement and locking systems.3.2.3.In the case of a seat with a detachable head restraint:3.2.3.1. a detailed description of the head restraint, specifying in particular the nature of the paddingmaterial or materials;3.2.3.2. a detailed description of the location, the type of support and the attachments for mountingthe head restraint on the seat.3.2.4.In the case of a separate head restraint:3.2.4.1. a detailed description of the head restraint, specifying in particular the nature of the paddingmaterial or materials;3.2.4.2. a detailed description of the location, and the attachments for fitting the head restraint to thestructure of the vehicle.3.3.The following shall be submitted to the technical service responsible for the approval tests: 3.3.1. a vehicle representative of the vehicle type to be approved or the parts of the vehicle whichthe technical service deems necessary for approval tests;3.3.2.an additional set of the seats with which the vehicle is equipped, with their anchorages.3.3.3.For vehicles with seats fitted or capable of being fitted with head restraints, in addition to therequirements set out in Paragraphs 3.3.1. and 3.3.2.:3.3.3.1. in the case of detachable head restraints: an additional set of seats, fitted with headrestraints, with which the vehicle is equipped, together with their anchorages.3.3.3.2. In the case of separate head restraints: an additional set of the seats with which the vehicleis equipped, with their anchorages, an additional set of the corresponding head restraintsand the part of the vehicle structure to which the head restraint in fitted, or a completestructure.4. APPROVAL4.1.If the vehicle submitted for approval pursuant to this Regulation meets the relevantrequirements (seats fitted with head restraints or capable of being fitted with headrestraints), approval of the vehicle type shall be granted.4.2.An approval number shall be assigned to each type approved. Its first two digits (atpresent 07, corresponding to the 07 series of amendments) shall indicate the series ofamendments incorporating the most recent major technical amendments made to theRegulation at the time of issue of the approval. The same Contracting Party may not assignthe same number either to the same vehicle type equipped with other types of seats or headrestraints or with seats anchored differently on the vehicle (this applies both to seats withand to those without head restraints) or to another vehicle type.4.3.Notice of approval or extension or refusal of approval of a vehicle type pursuant to thisRegulation shall be communicated to the Parties to the Agreement applying this Regulationby means of a form conforming to the model in Annex 1 to this Regulation.4.4.There shall be affixed, conspicuously and in a readily accessible place specified on theapproval form, to every vehicle conforming to a vehicle type approved under this Regulation,an international approval mark consisting of:4.4.1. a circle surrounding the Letter "E" followed by the distinguishing number of the countrywhich has granted approval; (1)4.4.2.the number of this Regulation, followed by the Letter "R", a dash and the approval number,to the right of the circle prescribed in Paragraph 4.4.1.4.4.3.However, if the vehicle is equipped with one or more seats fitted or capable of being fittedwith head restraints, approved as meeting the requirements under Paragraphs 5.1. and5.2. below, the number of this Regulation shall be followed by the Letters "RA". The formconforming to the model in Annex 1 to this Regulation shall indicate which seat(s) of thevehicle is (are) fitted or capable of being fitted with head restraints. The marking shall alsoindicate that any remaining seats in the vehicle, not fitted or capable of being fitted withhead restraints, are approved and meet the requirements of Paragraph 5.1. below of thisRegulation.(1)1 for Germany,2 for France,3 for Italy,4 for the Netherlands,5 for Sweden,6 for Belgium,7 for Hungary,8 for the CzechRepublic, 9 for Spain, 10 for Serbia, 11 for the United Kingdom, 12 for Austria, 13 for Luxembourg, 14 for Switzerland,15 (vacant), 16 for Norway, 17 for Finland, 18 for Denmark, 19 for Romania, 20 for Poland, 21 for Portugal, 22 for theRussian Federation, 23 for Greece, 24 for Ireland, 25 for Croatia, 26 for Slovenia, 27 for Slovakia, 28 for Belarus, 29 for Estonia, 30 (vacant), 31 for Bosnia and Herzegovina, 32 for Latvia, 33 (vacant), 34 for Bulgaria, 35 (vacant), 36 for Lithuania,37 for Turkey, 38 (vacant), 39 for Azerbaijan, 40 for The former Yugoslav Republic of Macedonia, 41 (vacant), 42 for theEuropean Community (Approvals are granted by its Member States using their respective ECE symbol), 43 for Japan,44 (vacant), 45 for Australia, 46 for Ukraine, 47 for South Africa, 48 for New Zealand, 49 for Cyprus, 50 for Malta, 51 for theRepublic of Korea, 52 for Malaysia, 53 for Thailand, 54 and 55 (vacant) and 56 for Montenegro. Subsequent numbers shall be assigned to other countries in the chronological order in which they ratify or accede to the Agreement Concerning the Adoption of Uniform Technical Prescriptions for Wheeled Vehicles, Equipment and Parts which can be Fitted and/or be Used on Wheeled Vehicles and the Conditions for Reciprocal Recognition of Approvals Granted on the Basis of these Prescriptions and the numbers thus assigned shall be communicated by the Secretary-General of the United Nations to the Contracting Parties to the Agreement.4.5.If the vehicle conforms to a vehicle type approved under one or more other RegulationsAnnexed to the Agreement in the country which has granted approval under this Regulation,the symbol prescribed in Paragraph 4.4.1. need not be repeated; in such a case theRegulation and approval numbers and the additional symbols of all the Regulations underwhich approval has been granted in the country which has granted approval under thisRegulation shall be placed in vertical columns to the right of the symbol prescribed inParagraph 4.4.1.4.6.The approval mark shall be clearly legible and be indelible.4.7.The approval mark shall be placed close to or on the vehicle data plate affixed by themanufacturer.4.8.Examples of arrangements of approval marks are given in Annex 2 to this Regulation.5. REQUIREMENTS5.1.General Requirements Applicable to all Seats of Vehicles of Category M1(1)5.1.1.Every adjustment and displacement system provided shall incorporate a locking system,which shall operate automatically. Locking systems for armrests or other comfort devicesare not necessary unless the presence of such devices will cause additional risk of injury tothe occupants of a vehicle in the event of a collision.5.1.2.The unlocking control for a device as referred to in Paragraph 2.7. shall be placed on theoutside of the seat close to the door. It shall be easily accessible, even to the occupant ofthe seat immediately behind the seat concerned.5.1.3.The rear parts of seats situated in Area 1, defined in Paragraph6.8.1.1. shall pass theenergy dissipation test in accordance with the requirements of Annex 6 to this Regulation.is deemed to be met if in the tests carried out by the procedure specified in 5.1.3.1. ThisrequirementAnnex 6 the deceleration of the headform does not exceed 80 g continuously for more than3 ms. Moreover, no dangerous edge shall occur during or remain after the test.5.1.3.2. The requirements of Paragraph 5.1.3. shall not apply to rearmost seats, to back-to-backseats or to seats that comply with the provisions of Regulation No. 21 "Uniform Provisionsconcerning the Approval of Vehicles with regard to their Interior Fittings"(E/ECE/324-E/ECE/TRANS/505/Rev.1/Add.20/Rev.2, as last amended).(1)Vehicles of Category M2 which are approved to this Regulation as an alternative to Regulation No. 80 (in line with Paragraph 1.2. to that Regulation) shall also meet the requirements of this Paragraph.5.1.4.The surface of the rear parts of seats shall exhibit no dangerous roughness or sharp edgeslikely to increase the risk of severity of injury to the occupants. This requirement isconsidered as satisfied if the surface of the rear parts of seats tested in the conditionsspecified in Paragraph 6.1. exhibit radii of curvature not less than:2.5 mm in Area 1,5.0 mm in Area 2,3.2 mm in Area 3.These areas are defined in Paragraph 6.8.1.5.1.4.1. This requirement does not apply to:5.1.4.1.1. the parts of the different areas exhibiting a projection of less than 3.2 mm from thesurrounding surface, which shall exhibit blunted edges, provided that the height of theprojection is not more than half its width;5.1.4.1.2. Rearmost seats,to back-to-back seats or to seats that comply with the provisions ofRegulation No. 21 "Uniform Provisions concerning the Approval of Vehicles with regard totheir Interior Fittings" (E/ECE/324-E/ECE/TRANS/505/Rev.1/Add.20/Rev.2, as lastamended);5.1.4.1.3. Rear parts of seats situated below a horizontal plane passing through the lowest R point ineach row of seats. (Where rows of seats have different heights, starting from the rear, theplane shall be turned up or down forming a vertical step passing through the R point of therow of seats immediately in front);5.1.4.1.4. parts such as "flexible wire mesh".5.1.4.2. In Area 2, defined in Paragraph6.8.1.2., surfaces may exhibit radii less than 5 mm, but notless than 2.5 mm provided that they pass the energy-dissipation test prescribed in Annex 6to this Regulation. Moreover, these surfaces must be padded to avoid direct contact of thehead with the seat frame structure.5.1.4.3. If the areas defined above contain parts covered with material softer than 50 Shore Ahardness, the above requirements, with the exception of those relating to theenergy-dissipation test in accordance with the requirements of Annex 6, shall apply only tothe rigid parts.5.1.5.No failure shall be shown in the seat frame or in the seat anchorage, the adjustment anddisplacement systems or their locking devices during or after the tests prescribed inParagraphs 6.2 and 6.3. Permanent deformations, including ruptures, may be accepted,provided that these do not increase the risk of injury in the event of a collision and theprescribed loads were sustained.5.1.6.No release of the locking systems shall occur during the tests described in Paragraph 6.3.and in Annex 9, Paragraph 2.1.5.1.7.After the tests, the displacement systems intended for permitting or facilitating the access ofoccupants must be in working order; they must be capable, at least once, of being unlockedand must permit the displacement of the seat or the part of the seat for which they areintended.Any other displacement systems, as well as adjustment systems and their locking systemsare not required to be in working order.In the case of seats provided with head restraints, the strength of the seat-back and of itslocking devices is deemed to meet the requirements set out in Paragraph 6.2. when, aftertesting in accordance with Paragraph 6.4.3.6., no breakage of the seat or seat-back hasoccurred: otherwise, it must be shown that the seat is capable of meeting the testrequirements set out in Paragraph 6.2.In the case of seats (benches) with more places to sit than head restraints, the testdescribed in Paragraph 6.2. shall be carried out.5.2.General Specifications Applicable to Seats of Vehicles of Categories N1, N2 and N3and to Seats of Vehicles of Categories M2 and M3 not Covered by Regulation No. 805.2.1.Seats and bench seats must be firmly attached to the vehicle.5.2.2.Sliding seats and bench seats must be automatically lockable in all the positions provided.5.2.3.Adjustable seat-backs must be lockable in all the positions provided.5.2.4.All seats which can be tipped forward or have fold-on backs must lock automatically in thenormal position.5.3. Mounting of Head Restraints5.3.1. A head restraint shall be mounted on every outboard front seat in every vehicle ofCategory M1. Seats fitted with head restraints, intended for fitment in other seating positionsand in other categories of vehicles may also be approved to this Regulation.5.3.2. A head restraint shall be mounted on every outboard front seat in every vehicle ofCategory M2 with a maximum mass not exceeding 3500 kg and of Category N1; headrestraints mounted in such vehicles shall comply with the requirements ofRegulation No. 25, as amended by the 03 series of amendments.5.4.Special Requirements for Seats Fitted or Capable of Being Fitted with HeadRestraints5.4.1.The presence of the head restraint must not be an additional cause of danger to occupantsof the vehicle. In particular, it shall not in any position of use exhibit any dangerousroughness or sharp edge liable to increase the risk or seriousness of injury to theoccupants.5.4.2.Parts of the front and rear faces of the head restraints situated in Area 1, as defined inParagraph 6.8.1.1.3. below shall pass the energy absorption test.is deemed to be met if in the tests carried out by the procedure specified in 5.4.2.1. ThisrequirementAnnex 6 the deceleration of the headform does not exceed 80 g continuously for more than3 ms. Moreover, no dangerous edge shall occurs during or remain after the test.5.4.3.Parts of the front and rear faces of the head restraints situated in Area 2, as defined inParagraph 6.8.1.2.2. below, shall be so padded as to prevent any direct contact of the headwith the components of the structure and shall meet the requirements of Paragraph 5.1.4.above applicable to the rear parts of seats situated in Area 2.5.4.4.The requirements of Paragraphs 5.4.2. and 5.4.3. above, shall not apply to parts of rearfaces of head restraints designed to be fitted to seats behind which no seat is provided.5.4.5.The head restraint shall be secured to the seat or to the vehicle structure in such a way thatno rigid and dangerous parts project from the padding of the head restraint or from itsattachment to the seat-back as a result of the pressure exerted by the headform during thetest.5.4.6.In the case of a seat fitted with a head restraint, the provisions of Paragraph 5.1.3. may,after agreement of the technical service, be considered to be met if the seat fitted with itshead restraint complies with the provisions of Paragraph 5.4.2. above.5.5. Height of Head Restraints.5.5.1.The height of head restraints shall be measured as described in Paragraph6.5. below.5.5.2.For head restraints not adjustable for height, the height shall be not less than 800 mm in thecase of front seats and 750 mm in the case of other seats.5.5.3.For Head Restraints Adjustable For Height:5.5.3.1. the height shall be not less than 800 mm in the case of front seats and 750 mm in the caseof other seats; this value shall be obtained in a position between the highest and lowestpositions to which adjustment is possible;5.5.3.2. there shall be no "use position" resulting in a height of less than 750 mm;5.5.3.3. in the case of seats other than the front seats the head restraints may be such that they canbe displaced to a position resulting in a height of less than 750 mm, provided that suchposition is clearly recognisable to the occupant as not being included for the use of the headrestraint;5.5.3.4. in the case of front seats head restraints may be such that they can be automaticallydisplaced when the seat is not occupied, to a position resulting in a height of 750 mm,provided that they automatically return to the position of use when the seat is occupied.5.5.4.The dimensions mentioned in Paragraphs 5.5.2. and 5.5.3.1. above may be less than800 mm in the case of front seats and 750 mm in the case of other seats to leave adequateclearance between the head restraint and the interior surface of the roof, the windows orany part of the vehicle structure; however, the clearance shall not exceed 25 mm. In thecase of seats fitted with displacement and/or adjustment systems, this shall apply to all seatpositions. Furthermore, by derogation to Paragraph 5.5.3.2. above, there shall not be any"use position" resulting in a height lower than 700 mm.5.5.5.By derogation to the height requirements mentioned in Paragraphs 5.5.2. and 5.5.3.1.above, the height of any head restraint designed to be provided in rear centre seats orseating positions shall be not less than 700 mm.5.6.In the case of a seat capable of being fitted with a head restraint, the provisions ofParagraphs 5.1.3. and 5.4.2. above shall be verified.5.6.1.The height of the part of the device on which the head restraints, measured as described inParagraph 6.5. below, shall in the case of a head restraint adjustable for height be not lessthan 100 mm.。
oe 的final preproduction review
oe 的final preproduction reviewOE 的final preproduction reviewIntroduction:The final preproduction review for a project is a critical stage in the development process. It allows the team to assess the progress made, identify any potential risks or issues, and make necessary adjustments before moving into the production phase. In this article, we will discuss the key aspects of OE's final preproduction review, focusing on the important steps taken during this process.Step 1: Team assessment:The first step in the final preproduction review is to assess the team's overall performance. This involves analyzing their ability to meet deadlines, work collaboratively, and communicate effectively. The team leader should review each member's contribution and identify any areas needing improvement or additional support. This step ensures that the team is aligned and ready for the next phase.Step 2: Prototype evaluation:The second step is to evaluate the prototype developed during the preproduction phase. This involves conducting extensive testing to ensure the product's functionality, performance, and reliability. The team should pay attention to user feedback and address any issues or bugs identified. This step ensures that the prototype meets the requirements and expectations set forth in the project plan.Step 3: Risk assessment:During the final preproduction review, it is crucial to carry out a comprehensive risk assessment. This involves identifying potential risks that may hinder the success of the project. The team should analyze factors such as technology limitations, resource availability, and market competition. By understanding and addressing these risks, the team can reduce the likelihood of failure and develop appropriate mitigation strategies.Step 4: Budget and timeline evaluation:Another crucial aspect of the final preproduction review is evaluating the project's budget and timeline. The team shouldreview the estimated costs and compare them with the actual expenses incurred during the preproduction phase. Any deviations should be analyzed and appropriate adjustments made. Additionally, the timeline should be reviewed to ensure it remains realistic and achievable. This step ensures that the project remains within budget and is delivered on time.Step 5: Stakeholder feedback:As part of the final preproduction review, it is important to gather feedback from stakeholders. This includes key decision-makers, clients, and end-users. The team should organize meetings or surveys to collect their opinions and suggestions. Stakeholder feedback helps the team understand if their expectations are being met and if any modifications are required. It also allows for better alignment between all parties involved in the project.Step 6: Documentation and planning:Lastly, the final preproduction review involves reviewing project documentation and planning for the production phase. The team should ensure that all necessary documents, such as designspecifications, user manuals, and testing procedures, are complete and accurate. They should also establish a clear plan for the production phase, including resource allocation, task assignments, and deadlines. This step ensures that everyone involved in the project has a shared understanding of the tasks ahead.Conclusion:The final preproduction review is a critical stage in the development process of any project. It allows the team to assess their performance, evaluate the prototype, identify potential risks, and gather stakeholder feedback. By following these steps and making necessary adjustments, the team can ensure a smoother transition into the production phase. This ultimately increases the chances of delivering a successful outcome and meeting the project's objectives.。
潜在供应商评估指南中英文
ppm-data, ppm数据
non conformance data, 不合格品数据
quality costs, 质量成本
第 6 页 共 9ห้องสมุดไป่ตู้ 页
A1a
Does the supplier have a process to update their business plan? 供应商是否有更新商业计划的流程?
第 1 页 共 93 页
潜在供应商评估指南
(吕志勇 王琳译)
第 2 页 共 93 页
评估范围
A – Management 管理
B - Technology and Development 技术与开发
产品测试与验证计划模板
产品测试与验证计划产品名称:产品版本:机密机密等级:批准: 审核: : 拟制修订说明目录1概述 (1)1.1 目标、范围和关键技术元素 (1)1.1.1 目标 (1)1.1.2 范围 (1)1.2 产品测试需求和策略 (1)1.3 关键日期和里程1.4 测试资源需求 (2)1.4.1 测试人员需求 (2)1.4.2 测试仪器/设备需求 (2)1.4.4 其他需求 (2)1.5 风险分析 (2)1.7 交付件 (4)2各阶段计划 (4)2.1 原型机(工程样机)测试计划 (5)2.1.1 测试策略 (5)2.1.2测试任务安排 (5)2.1.3 样机测试任务分配: (6)2.2 中试验证测试计划 (6)2.2.1 测试策略 (6)2.2.2 测试任务安排 (7)2.2.3 中试验证测试任务分配: (8)2.3 试产验证测试计划 (8)2.3.1 测试策略 (8)2.3.2 测试任务安排 (9)2.3.3 试产验证测试任务分配: (9)2.5 内部认证及标杆测试计划 (10)2.5.1 测试策略 (10)2.5.2 测试任务安2.6 外部认证及标杆测试计划 (11)2.6.1 测试策略 (11)2.6.2 测试任务安排 (11)产品测试与验证计划版本:V0.5产品测试与验证计划1概述1.1 目标、范围和关键技术元素1.1.1 目标确定所有计划、开发和验证阶段的测试活动;明确各测试活动的任务、方法、标准、输入输出、资源需求、风险、角色和职责等。
1.1.2 范围本计划适用于的产品开发和验证阶段。
1.1.3 关键技术对测试活动中的关键技术简要说明。
1.2 产品测试需求和策略概括地分析产品中重点测试对象及其对应的测试方法,明确测试重点和难点,以便决策人员能提前做出相应安排,确保测试活动的及时有效的开展。
本产品与EPT-580对比,新增了FSK MODEM模块,通讯模块存在的难点为接入环境兼容性,因此本产品的测试重点为FSK MODEM的环境兼容性测试。
常用英文缩写
TS
Trouble Shooting
MFG
Manufacturing Department
SMT
Surface Mounted Technology
DIP
Dual in-line Package
Ass'y
Assembly
PC
Production Control
QS
Quality System
QE
Quality Engineering
Standardized Supplier Quality Audit 合格供应商品质评估
Capability Index
能力指数
Complex Process Capability Index
过程能力指数
Process Performance Index
过程性能指数
Design Of Experiments
IPQC
In Process Quality Control
PQC
Passage Quality Control
FQC
Final Quality Control
OQC
Outgoing Quality Control
QA
Quality Assurance
RD
Research & Development
Full Description
NPI
New Product Introduction
OPM
Operational Project Management
AMT
Advanced Manufacture Technology
PD
Process Development
绩效管理
© 2003 BearingPoint, Inc.
预算策略问题(续)
解决国内企业预算策略的途径:
进一步提高全面预算管理科学性在现代企业中的认知度和认同度;纠正计划经济思维给国内企业带来的 干扰性影响; 企业制订明晰的发展战略,明确未来的战略发展目标; 预算制订的出发点应定于企业的战略,通过预算将战略发展目标转化为可执行、可考量的部门业务规划 及发展计划,使预算真正成为联结战略与业务的纽带;
预算 不准! 预算策略问题 预算流程问题 预算系统问题
© 2003 BearingPoint, Inc.
预算策略问题
国内企业预算策略问题主要来源于预算与企业战略的脱节:
企业并没有明晰的发展战略,因此更谈不上预算与战略的结合; 长期的“计划经济预算”使许多企业的预算起点为上级任务而并不是自主的目标利润;计划经济下经济计 划“约束式预算”使多数企业对于预算的有效性产生了怀疑态度,阻碍了科学的预算体系的建立; 由于企业预算不能在管理实践中发挥指导作用,企业的预算逐步成为形式上的“数字游戏”; 企业不肯在预算上倾注更多的关注,造成预算方案的进一步失效,从而造成了预算失效的恶性循环。
公司预算 公司预算
© 2003 BearingPoint, Inc.
部门预算 部门预算
绩效管理报表体系
公司和部门通过预算和绩效考核落实责任后,在日常的经营中需要及时收集预算的执行情况和 各部门实际与绩效考核目标的差异,使管理层能够及时获得企业经营的信息,督促各部门完成 绩效的目标 在绩效管理报表体系中,根据考核的频率可以分为周报表、月报表、季报表和年报表;同时根 据报表的性质可以分为财务报表和平衡计分卡报表 报表主要反映的是在监控时段内的实际财务数据和指标分值与目标值之间的差异,起到向管理 层及时预警、有效监控的作用
民营航空企业科研项目管理办法浅析
摘要:近年来国家大力支持民营航空企业参与到我国航空科研项目之中,这使得我国航空行业在新世纪得到了飞速的发展,一大批国家重点型号项目顺利实施。
与此同时我们需要正视的是,部分民营航空企业在科研项目管理过程中的不足还比较明显,这不仅给民营企业自身运营带来了巨大压力,同时造成了一定的资源浪费。
本文通过分析民营航空企业科研项目管理现状和存在的问题,借鉴国内外主流项目管理办法,并结合民营航空科研企业实际情况,对民营航空科研企业的科研项目管理提出一些解决办法的建议。
关键词:航空行业;民营;项目管理;发展引言自新世纪以来,我国便将航空强国提升为国家发展战略,尤其是在“十三五”期间,通过全面开展航空发动机和燃气轮机重大专项,我国航空产业得到了飞速发展。
因航空行业特殊的行业特性,我国航空科研生产单位主要由航空领域的大型国有企业集团主导,如中航工业、中国商飞、中航发、中电科集团。
但与此同时,随着改革开放的深入推进,越来越多的民营科研企业、合资企业在原材料、零部件配套和综合保障方面扮演着越来越重要的角色。
本文通过分析民营航空企业科研项目管理现状和存在的问题,借鉴国内外主流项目管理办法,并结合民营航空科研企业实际情况,对民营航空科研企业的科研项目管理提出一些解决办法的建议。
1 民营航空企业科研项目特点民营航空企业主要是为我国航空行业内大型国有企业集团提供配套补充,主要包括子系统或部附件研制、集成验证系统设计、测试保障装备研制、飞机加改装等。
同时大部分民营航空企业规模和能力还比较有限,很难承担大规模、超大规模科研项目。
故总体上来讲,民营航空企业所开展的科研项目主要特点是类型多样化、规模中小型化。
2 民营航空企业科研项目面临的问题2.1 项目周期过长给企业带来巨大的财务压力类似于子系统或部附件研制类项目,需要按照相关装备研制流程要求进行,其特点是项目周期长,如装备研制需要经历方案研讨阶段(F步样机试制阶段(C阶段)、定型阶段(D段(P阶段)。
Edexcel BTEC Level 1 Award Certificate Diploma in
FL033246 – Specification – Edexcel BTEC Level 1 Award/Certificate/Diploma in Engineering - Issue 2 –September 2012 © Pearson Education Limited 2012 89Unit 10: Developing Skills inRoutine Servicing of anElectrical/ElectronicSystemUnit reference number: D/601/0127QCF level: 1Credit value: 3Guided learning hours: 30Unit aimThis unit introduces learners to the skills needed to carry out routine servicing of electrical/electronic systems. It will give them the opportunity to think about the necessary precautions and safety requirements when carrying out a routine service on electrical or electronic systems or equipment by learning about equipment, routine tests and checks, and components. This unit provides some of the knowledge, understanding and skills for the Level 1 Performing Engineering Operations NOSUnit 24: Carrying Out Routine Servicing on Electrical Electronic Equipment.Unit introductionIn this unit learners will explore the activities involved in the routine servicing of electrical or electronic systems or equipment. When carrying out servicing activities they will learn about the necessary safety requirements, and routine servicing equipment, components and systems.Learners will be involved in the practical activities associated in the routine servicing of electrical/electronic system or/and equipment. They will be able to demonstrate that they can carry out prepare for the service also take the necessary precautions to ensure the service is carried out safely and correctly. Learners will have an opportunity to carry out routine tests and checks, including visual checks on power leads or extension cables, and to replace components. Having carried out a routine service on an electrical/electronic system or piece of equipment learners will show that they can leave the work area in a safe and tidy situation and that they have carried out the service to a reasonable standard.Essential resourcesA typical centre engineering workshop should be equipped with the basic requirements of this unit including a range of mechanical systems or equipment and components, tools and equipment for servicing operations. All supporting auxiliary equipment should also be available together with appropriate safety equipment.Workshops should be staffed appropriately to ensure health and safety requirements are met. Technician support may be required during practical work.F L 033246– S p e c i f i c a t i o n – E d e x c e l B T E C L e v e l 1 A w a r d /C e r t i f i c a t e /D i p l o m a i n E n g i n e e r i n g – I s s u e 2 – S e p t e m b e r 2012 © P e a r s o n E d u c a t i o n L i m i t e d 201290L e a r n i n g o u t c o m e s , a s s e s s m e n t c r i t e r i a a n d u n i t a m p l i f i c a t i o nT o p a s s t h i s u n i t , t h e l e a r n e r n e e d s t o d e m o n s t r a t e t h a t t h e y c a n m e e t a l l t h e l e a r n i n g o u t c o m e s f o r t h e u n i t . T h e a s s e s s m e n t c r i t e r i a d e t e r m i n e t h e s t a n d a r d r e q u i r e d t o a c h i e v e t h e u n i t .1.1 L i s t w h a t t o d o f o r t h e r o u t i n e s e r v i c i n g o f a g i v e n e l e c t r i c a l /e l e c t r o n i c s y s t e m /e q u i p m e n t1 K n o w a b o u t r o u t i n e e l e c t r i c a l / e l e c t r o n i c s e r v i c i n g o p e r a t i o n s 1.2T e l l y o u r s u p e r v i s o r w h a t y o u a r e g o i n g t o d o w h e n s e r v i c i n g a d i f f e r e n t g i v e n e l e c t r i c a l /e l e c t r o n i c s y s t e m /e q u i p m e n t□ E l e c t r i c a l /e l e c t r o n i c s e r v i c i n g o p e r a t i o n s : c a r r y i n g o u t r o u t i n e t e s t s a n d c h e c k s e g c a r r y i n g o u t t e s t s o n p o r t a b l e t o o l s a n d e q u i p m e n t , i n s t r u m e n t a t i o n , s e n s o r s o r i n d i c a t o r s , c a r r y i n g o u t c h e c k s o n s e l f -d i a g n o s t i c s y s t e m s , c a r r y i n g o u t t e s t s f o r c o r r e c t e a r t h i n g , i n s u l a t i o n r e s i s t a n c e a n d o p e r a t i o n o f a l a r m a n d p r o t e c t i o n e q u i p m e n t ; c h e c k i n g a n d /o r c h a n g i n g ‘l i f e d ’ c o m p o n e n t s e g e q u i p m e n t a n d /o r e m e r g e n c y b a c k u p b a t t e r i e s , c o m m u t a t o r b r u s h e s , o v e r l o a d p r o t e c t i o n d e v i c e s , p a n e l /w a r n i n g l i g h t s , c h e c k i n g b u i l d i n g a n d e m e r g e n c y l i g h t i n g s y s t e m s a n d c h a n g i n g l a m p s o r t u b e s a s a p p r o p r i a t e ; c a r r y i n g o u t v i s u a l c h e c k s e g c u t s o r d a m a g e t o c a b l e s , c r a c k e d , b r o k e n o r l o o s e p l u g s a n d /o r c o n n e c t o r s , e x c e s s i v e a r c i n g o f s w i t c h e s o r c o n t a c t o r s , o v e r h e a t i n g o r d a m a g e t o c i r c u i t b o a r d c o m p o n e n t s , i m p a c t d a m a g e t o c a s i n g s , e n t r y o f w a t e r o r f o r e i g n b o d i e s ; r e m o v i n g e x c e s s i v e d i r t a n d g r i t ; m a k i n g a d j u s t m e n t s t o c o m p o n e n t s , c o n n e c t i o n s o r f a s t e n i n g sF L 033246 – S p e c i f i c a t i o n – E d e x c e l B T E C L e v e l 1 A w a r d /C e r t i f i c a t e /D i p l o m a i n E n g i n e e r i n g - I s s u e 2 –S e p t e m b e r 2012 © P e a r s o n E d u c a t i o n L i m i t e d 2012912.1F o l l o w s a f e w o r k i n g p r a c t i c e s a n d p r o c e d u r e s w h e n c a r r y i n g o u t e l e c t r i c a l /e l e c t r o n i c s e r v i c i n g o p e r a t i o n s□ S a f e w o r k i n g p r a c t i c e s a n d p r o c e d u r e s : w e a r i n g p r o t e c t i v e c l o t h i n g a n d e q u i p m e n t ; c o m p l y i n g w i t h r e g u l a t i o n s a n d o r g a n i s a t i o n a l s a f e t y p r o c e d u r e s e g a d h e r i n g t o r i s k a s s e s s m e n t s a n d C O S H H r e g u l a t i o n s , p e r m i t t o w o r k p r o c e d u r e s , t a k i n g a n t i -s t a t i c p r e c a u t i o n s ; k e e p i n g t h e w o r k a r e a c l e a n a n d t i d y a n d i n a s a f e c o n d i t i o n ; e n s u r i n g e q u i p m e n t i s o l a t i o n f r o m e l e c t r i c a l s u p p l y a n d t h a t a c c e s s h a s b e e n p r o v i d e d ; c h e c k i n g t h a t a l l s e r v i c i n g o p e r a t i o n s h a v e b e e n c o m p l e t e d a n d t h e s e r v i c e a r e a i s f r e e o f t o o l s u s e d a n d e x c e s s m a t e r i a l s , a l l c o v e r s h a v e b e e n r e p l a c e d a n d , w h e r e a p p r o p r i a t e , t h a t p o w e r h a s b e e n r e s t o r e d2B e a b l e t o s e r v i c e e l e c t r i c a l / e l e c t r o n i c e q u i p m e n t a n d s y s t e m s s a f e l y2.2C a r r y o u t a r o u t i n e s e r v i c e f o r a g i v e n e l e c t r i c a l /e l e c t r o n i c s y s t e m /e q u i p m e n t□ E l e c t r i c a l /e l e c t r o n i c e q u i p m e n t a n d s y s t e m s : e x a m p l e s c o u l d i n c l u d e p o r t a b l e p o w e r t o o l s , t e s t e q u i p m e n t , l o w v o l t a g e l i g h t i n g s y s t e m s , h e a t i n g o r v e n t i l a t i n g s y s t e m s , s w i t c h g e a r a n d d i s t r i b u t i o n p a n e l s , m o t o r s a n d s t a r t e r s , a l a r m a n d p r o t e c t i o n e q u i p m e n t /c i r c u i t s , e l e c t r i c a l p l a n t , w i r i n g e n c l o s u r e s , c o n t r o l s y s t e m s a n d c o m p o n e n t s , l u m i n a i r e s ; s y s t e m s i n c l u d i n g p o w e r l e a d s o r e x t e n s i o n c a b l e s ; n o n -s e r v i c e a b l e c o m p o n e n t s /’l i f e d ’ c o m p o n e n t s e g b a t t e r i e s , l i g h t s , s w i t c h e s , s o c k e t s , p l u g s /c o n n e c t o r s , c i r c u i t b o a r d , f u s e s /o v e r l o a d p r o t e c t i o n d e v i c e sFL033246– Specification – Edexcel BTEC Level 1 Award/Certificate/Diploma in Engineering – Issue 2 – September 2012 © Pearson Education Limited 201292Information for tutorsDeliveryThis unit is about preparing for and carrying out routine electrical/electronicservicing operations correctly and safely. It therefore lends itself to be delivered in a holistic way and learners by practising in the workshop and reflecting on theexperiences gained relating to safety, carrying out prescribed tests and checks and changing components when carrying out these operations.A key part of delivery is therefore likely to be demonstration and practice which should be carried out on more than one system or piece of equipment. This is where the major part of the time will be spent during delivery although some awareness raising may be needed in a safe environment such as a classroom.Although the second learning outcome is of practical in nature some underpinning knowledge will need to be established before learners are allowed access to the practical activities. This, in fact, is the essence of the first learning outcome which is knowledge based. Further checking of this may be best achieved through question and answer sessions. Other activities such as ‘card games’ or ‘word searches’ etc may also be appropriate and helpful.Outline learning planThe outline learning plan has been included in this unit as guidance.Know about routine electrical/electronic servicing operationsWhole-class, tutor-led discussions about the importance of good preparation. Whole-class, tutor-led demonstration of good practice and preparation in the servicing or electrical/electronic workshop.Individual practice of routine operations, led by the tutors, individuals working on different servicing operations such as carrying out routine tests and checks andchanging components on simple electrical/electronic equipment or systems, such as portable power tools, test equipment, low voltage lighting systems, heating or ventilating systems including power leads or extension cables.Individual activity listing what learners carried out what safety issues arose and the precautions taken etc.Whole-class discussion on what each individual carried out during the servicing operations they carried out.Individual summative assessment activity involving the listing of what was carried out for a given servicing operation addressing 1.1.Assessment 1.2 is likely to be achieved within activities to meet the requirements of the second learning outcome where learners should be asked what they are going to carry out when servicing a different given electrical/electronic system/ piece of equipment.FL033246 – Specification – Edexcel BTEC Level 1 Award/Certificate/Diploma in Engineering - Issue 2 –September 2012 © Pearson Education Limited 2012 93Be able to service electrical/electronic equipment and systems safelyIndividual activity completing ‘gapped handouts’ about safety aspects etc.Further whole-class, tutor-led demonstration of the routine servicing ofelectrical/electronic systems/equipment.Further individual activity, learners practise servicing of electrical/electronic systems/equipment, with formative checks until learners show a reasonable level of competence and safety.Individual summative assessment activity. This will take a large proportion of the time for this part of this learning outcome.AssessmentThe centre will devise and mark the assessment for this unit.Learners must meet all assessment criteria to pass the unit.Due to the nature of the assessment requirements of this unit it is likely that summative assessment will take a large proportion of the 31 hours assigned to the unit. Learners should only be assessed once the tutor is comfortable with their level of competence developed during the formative stages of the practical activities.Two assignments could be developed to address the assessment criteria. The first assignment could address 1.1 as a stand-alone activity listing what to carry out for a routine service of a given electrical/electronic system/equipment. The second assignment should be based on the practical activity routine servicing an electrical or electronic system or piece of equipment correctly and safely. The givenelectrical/electronic system or equipment must be different to that given for 1.1. This does mean that most of the evidence for 2.1 and 2.2 will be in the form of witness statements/observation records supported by annotated photographs of what learners carried out, and work area layout and system or equipment serviced, along with notes, servicing logs or listings etc, 1.2 will also require a statement of what the learner said during the activity, and authenticated as such.The routine service given to each learner must include a range of opportunities for them to take appropriate precautions before they prepare for and start the service activity in a correct and safe manner. The electrical/electronic system/equipment given must include an opportunity for learners to carry out routine tests and checks, including visual checks on power leads or extension cables, and change‘lifed’ components. Typical systems and equipment are given in the unit content under learning outcome 2. This would add relevance to this activity. When designating the service to be carried out care must be taken to ensure a non-serviceable component is included, and learners have opportunities to show thatthe service is carried out correctly, checked and returned to use.FL033246– Specification – Edexcel BTEC Level 1 Award/Certificate/Diploma in Engineering – Issue 2 – September 2012 © Pearson Education Limited 201294Suggested resourcesBooksAnderson J S – Electronics Servicing (Butterworth-Heinemann, 1997) ISBN 978-0750635547Bishop O – Getting Started in Practical Electronics (Babani Publishing, 1994) ISBN 978-0859343459Dixon G – Dishwasher Manual: DIY Plumbing, Fault-finding, Repair and Maintenance (Hardcover) (Haynes, 2009) ISBN 978-1844255559Dixon G – The Electrical Appliance Manual (Haynes, 2000) ISBN 978-1859608005 Dixon G – The Washing Machine Manual: DIY Plumbing, Fault-finding, Repair and Maintenance (Hardcover) (Haynes, 2007) ISBN 978-1844253487Sinclair I – Electronic and Electrical Servicing: Consumer and Commercial Electronics (Paperback) (Newnes, 2007) ISBN 978-0750669887Sinclair I and Lewis G – Electronic and Electrical Servicing: Level 2: Consumer and Commercial Electronics Core Units Level 2 (Newnes, 2002) ISBN 978-0750654234 The following are examples of materials that support understanding of more complex equipment and systems. MagazinesEngineering – (The Engineering Magazine) ISSN 0013-7782 Engineering & Technology Magazine Other publicationsManufacturers’ manuals and data sheetsThe following SEMTA publications may not be available for purchase but are still a useful resource.SEMTA – Instructors Manual, Training Module for Maintaining Electrical Equipment and Systems (Training Publications Ltd 2001)SEMTA – Trainees Book, Training Module for Maintaining Electrical Equipment and Systems (Training Publications Ltd 2001)。
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ECE1718Project Final ReportImproving Data Locality on Thread-Level SpeculationAdrian Tam and David TamMay7,2003Abstractblah blah blah1IntroductionOver the past decade,computer architects present many interesting ideas in improving system performances.These ideas include Simultaneous-Multithreading Processor(SMP)[7]and Chip Multiprocessors(CMP)[2].In fact,modern processors, such as Intel Xeon Processor[3]and Alpha21464already implement these ideas in their CPU design.The end-users,however, have yet to see the full potential of these innovative ideas.The problem lies in the fact that programmers and compilers have difficulties in parallelizing pilers often cannot prove whether threads are independent in irregular numeric and non-numeric applications.Thread-level speculation(TLS)[6]fulfills an important need in the realm of compiler optimization.It allows for the auto-matic parallelization of general-purpose(non-scientific)applications,decomposing a single thread of execution into multiple threads and allowing each to execute speculatively.Steffan et.al.shows that using TLS techniques can provide speedup of8% to46%[6]for a four-processor single-chip multiprocessor.1.1Locality ConflictTLS involves artificially dividing a single thread of execution into multiple threads.Consequently,there is a high probability that data is shared among these multiple threads.The architecture,however,does not take advantage of the spacial and temporal localities between the multiple threads.In this document,we refer to data cache miss during speculative mode as locality miss. There are many cases in that,during speculation,one processor suffers L1(data)cache miss while the cache line is already in another processor’s private L1cache,which we will refer to as locality conflict.An illustration of locality conflict can be found in Figure1.Processor A suffers a cache miss for cache line0x1234.However,processor D’s L1private cache already has a copy of the data.Ideally,processor A should already have a copy of this cache line so that it does not suffer such L1cache misses.Private CacheUnified CacheMemoryFigure 1:Illustration of Locality ConflictA brief examination of SPEC CPU95and SPEC CPU2000benchmarks,as summarized in Figure 2,shows that locality conflicts happen frequently.In fact,locality conflicts comprise of 16%to 96%of all the locality misses.Hence,there is a great incentive in reducing locality conflicts during thread-level speculation.We believe that reducing the locality conflicts can improve performance in speculative execution.||20|40|60|80P e r c e n t a g e i n L o c a l i t y C o n f l i c t sb z i p 2c c 1c o m p r e s sc r a f t yg a pg oi j p e gl im 88k s i mm c fp a r s e rp e r l b m kt w o l fv p rFigure 2:Percentage of Locality Conflicts on all Locality Misses1.2Related WorkMany researches have focused on improving TLS techniques.Steffan et.al.[6]developed TLS techniques which delay speculative loading until corresponding speculative stores are completed.When speculative stores are completed,the logically-next epoch is signaled to consume the value.Also,multiple writers are supported to allow for shared writes.Prvulovic et.al.[4]tries to remove the bottleneck on thread-level speculative system for scalable machines.Three areas of bottlenecks are identified,namely in task commit,speculative buffer overflow,and speculation-induced traffic.First,Prvulovic provides low complexity task commits that completes in constant time.The speculative buffer overflow problem is addressed by having an unlimited-size overflow area in local NUMA that stores uncommitted task.The problem of speculation-induced traffic is solved by having a No-Traffic cache state.This allows data to be addressed locally for certain data access patterns.Roth and Sohi[5]improves TLS performance by selecting the optimal thread to pre-execute.Parameters for the optimal thread include overhead,latency tolerance as well as completion time.Thus,our project can potentially complement their techniques by allowing more aggressive thread speculation.Figueiredo and Fortes[1]discuss the merit of a speculative distributed shared-memory(DDSM)multiprocessors.DDSM is designed to support thread-level speculation.This is accomplished by extending existing L2data cache for speculative protocols.In addition,DDSM,with an extra sharers vector to distinguish readers from writers,does not have to send additional messages to the sharers when checking for dependencies.Instead,it directly uses information from the directory structure. 1.3GoalsThe goal of the project is to reduce data cache misses during thread-level speculation.We propose three solutions to reduce speculative conflicts.The feasibility of these solutions are examined through simulation and prototype.Due to time constraints, we have only focused and tested the techniques for a shared memory chip-multiprocessor with an invalidation-based cache coherence scheme.We believe,however,that these techniques may be extended to multi-chip multiprocessor.The remainder of this paper is as follows.Section2describes the motivation and design of our three prefetching techniques. Section3provides the experimental setup.The experimental results are presented and discussed in Section4.Section5 summarizes the lessons learned and presents the conclusions.Since our discussion focuses on extending the ideas of Thread-Level Speculation and uses many of its terminologies,we encourage the readers to refer to[6]for more information on TLS.2DesignThe three techniques that we examine for this project are universal prefetching,orb prefetching and prefetching on speculative violation.In this section,we will describe the above techniques as well as analyzing their merits.2.1Universal Prefetching2.1.1MotivationImagine a sequential program that reads some data from the main memory.The program will suffer 1cold miss per cache line for each level of cache.If we extend this scenario to TLS,intuition tells us that the program should not suffer more cache misses than before.This is not necessary the case in current design.Let say that we have a 4CPU CMP,and each CPU reads some common data.Each CPU will suffer 1L1cold cache miss because the CPUs’L1caches are private.Hence,for a 4CPU CMP,there will be 4L1cache misses instead of 1L1cache miss.The increase in L1cache misses reduces the potential benefit of running the program in speculation.The universal prefetching mechanism attempts to solve this situation.Its premise is that,based on temporal locality,data access in one epoch is more likely to be accessed in the next epoch.Universal prefetching works as follows:When one CPU suffers a cache miss,the L1cache will try to fetch the information from L2cache.Instead of sending the data back only to the requesting L1cache (which is illustrated in Figure 3),the L2cache will send the cache line to all L1caches.The new method is illustrated in Figure4.Private CacheUnified CacheMemoryFigure 3:Original Miss Handler2.1.2State CoherenceThe next question that needs to be addressed is -when should universal prefetching be performed?If the data is going to be modified in the near future,then universal prefetching does not improve performance.Not only the other CPUs cannot use the data (as the data becomes stale quickly),it also increases write latency since the original CPU has to send invalidation messages to all other CPUs.Therefore,universal prefetching is only applicable to speculative read,not speculative write.Another aspect that needs to be considered is -how does the system know whether the data will soon be modified (whichPrivateCacheUnifiedCacheMemoryFigure4:Universal Prefetch Miss Handlermeans the cache line should not be universally prefetched).The answer lies in the history of the cache line.If the unified cache is dirty,then it implies the data has been modified in the past-therefore,will likely be modified again in the future.After considering the above questions,we have implemented mechanisms,based on the cache’s state,that determines whether to invoke universal prefetching.They are illustrated in Figure5and Table1.During a speculative read miss,the L1 data cache that suffers the miss will send a Prefetch request to the underlying L2unified cache.Based on the unified cache’s state for this particular cache line,there are two choices.If the unified cache line is dirty or modified,then the unified cache proceeds as a normal read-which is notified the L1owner that the line will be read by another CPU.After the message is sent and the appropriate coherence protocol is observed,the data will be delivered to the requesting L1cache.Otherwise,if the unified cache is in invalid,shared or exclusive state,then the unified cache will send a message to all CPUs(that is not listed in the cache directory)that the receiver should prefetch the specified cache line.Upon receiving this message,the receivers,after maintaining the coherence protocol,prefetch by issuing a read request.Messageto Send message to fetch cache line from memoryto Send messages to all L1cache for prefetching the cache line to Send message to the cache line’s owner that the cache line is now in shared state to Send message to the cache line’s owner that the cache line is read by another processor Table1:Explanation of Unified Cache’s Actions After Receiving Prefetch Request2.1.3Impacts on SystemThere are both advantages and drawbacks in using universal prefetching.The number of cold cache miss can potentially be reduced by a factor of N,where N is the number of L1caches in each unified cache.Instead of having all L1cache sufferingFigure5:Unified Cache’s Response to Prefetch Requestits own individual cold L1cache miss,there will be only1L1cache miss.On the other hand,the L1cache miss latency can be increased.The underlying communication network in the unified cache may need to communicate with all L1caches.Another potential problem for universal prefetching is that it may force useful data out of the data cache.This problem may be especially severe when the data cache is small.However,modern processor has large L1cache.It is our experience,as will be evident in the evaluation section,that32KB of data cache is sufficient.One may argue that the hardware cost will increase-as we have introduced a new type of communication message.This is significant because the associated cost is minimal.It introduces only one additional request type,which corresponds to a maximum of1bit per message.2.2ORB Prefetching2.2.1MotivationAlthough the universal prefetch technique is intended to target locality conflicts,it does not target the entire set of potential prefetch candidates shown in Figure1.From this set,a subset is in the dirty state,signifying that the data line was brought into some other processor’s data cache and subsequently modified.Figure6illustrates the proportion of the dirty subset for each benchmark.This proportion cannot be handled by the universal prefetch technique.Although universal prefetching will be triggered when a processor reads a targeted cache line,it is not triggered when the processor subsequently modifies that particular cache line.The ORB prefetching technique described in this section specifically targets this dirty subset of the locality conflict set.This technique is complimentary and mostly non-overlapping to the universal prefetch technique since it targets a non-overlapping set of candidates.It is called the ORB prefetching technique since it makes use of the ownership-required buffer data structure in TLS Cello.||20|40|60|80P e r c e n t a g e D i r t y i n D a t a C a c h eb z i p 2c c 1c o m p r e s sc r a f t yg a pg oi j p e gl im 88k s i mm c fp a r s e rp e r l b m kt w o l fv p rFigure 6:Percentage of locality conflicts that are in the dirty stateTo provide a concrete example of movitating statistics,let us examine the cache miss characteristics of gap .From Figure 2,we see when gap suffers a data cache miss,85%of the time,the data cache line is present in another processor’s data cache.From Figure 6,we see that of this 85%proportion,80%of this is in the dirty state.Therefore,there is significant potential for cache miss reduction by using the ORB prefetching technique.In contrast,parser shows very little potential.As shown in Figure 2,when parser suffers a data cache miss,only 55%of the time is the cache line present in another processor’s data cache.From Figure 6,we see that only 10%of that 50%is in the dirty state.2.2.2DesignAn important criteria that must be considered in data writes is the frequency of the operation since each time the write operation is invoked,data is modified,the cache location is actively modified.In contrast,the operation frequency criteria is perhaps less important in data read operations since the operation does not actively modify the cache location.The cache location could be viewed as a passive entity in this case.As well,during speculative operation,writes to a processor’s data cache are not completely visible to other data caches.For processors that are in the speculative execution mode and have a larger epoch number,these write are visible to ensure that data dependencies are maintained.For processors that are in the speculative execution mode and have a smaller epoch number,these writes are not visible.For processors that are not in speculation mode,these writes are also not visible.Factoring write frequency into the design,we trigger the ORB prefetching technique at the end of a processor’s speculative execution mode.At that point in time,the processor’s changes are made visible to all processors and caches.As well,we predict that the processor is very likely done modifying its data cache.In other words,the frequency of write operations to a particular cache line has transitioned to a low value and will remain low for a relatively long period of time.This is an optimalpoint in time in which to send the updated date to other data caches.In other words,targeting dirty cache lines with low write frequency is our approach.In contrast,targeting dirty cache lines with high write frequency causes a lot of wasted cache traffic since the previous version of the data is invalid and was transferred without being used.We believe that at the end of speculative execution,the new and visible data produced by the processor will most likely be needed by another processor and its associated data cache.This is mostly an intuitive reason since,at a high level of abstraction, processors are given data to process,produce some kind of output,and that output is eventually consumed by another entity at a later time.For simplicity,in terms of design,hardware realization,and for performance,the targeted data is sent to all data caches. Designing and implementing more intelligent mechanisms would increase complexity and latency.For example,data cache could keep track of which other data caches actually consume the data produced by.Then,data cache could send updates to only those data caches that exceed some threshold value related to use of data from cache.Maintaining such a data structure in hardware may be expensive,complex,increase latency,and decrease performance.The ability to watch all other data caches and their actions with their associated processors may be an unrealistic feature to implement.2.2.3ImplementationWe attempt to reuse as much of the existing hardware mechanism as possible.This would allow us to leverage existing real-estate space on the chip.As well,the implementation would be less intrusive and more acceptable to the VLSI hardware chip designers.The ownership-required buffer(ORB)and the notifiy-modified-required buffer(NMRB)are two existing data structures used by the TLS mechanism to ensure cache coherence.These two structures are reused by ORB prefetch technique to determine which data caches lines have been modified and need to be propagated to the other data caches.The ORB specifies cache lines that have been modified speculatively and also exist in some other data cache.Ownership of the data cache line is desired by the current data cache so as to maintain cache coherence.The NMRB specifies cache lines that(1)have been modified by the data cache,and(2)that no other copies of the cache line exist in either other data caches or the unified cache.The unified cache must be notified that our data cache has modified the cache line and has the most recent copy.For cache coherence purposes, this prevents the unified cache from serving its own out-of-date copy to other requesting data caches.Rather,the unified cache willfirst obtain the latest copy from the appropriate data cache.In combination,the ORB and NMRB specify the majority of the cache lines that(1)have been modified during speculative execution,and(2)that should be made visible to other caches.We realize there may be cases where a cache line has been modified during speculative execution and a corresponding entry does not appear in the ORB or NMRB.For example,a cache line in data cache is marked as modified and exclusive in the unified cache before entering speculative execution mode.During speculative execution,the data cache line is modified.At the end of speculative execution,a corresponding entry does not need to appear in the NMRB and perhaps not the ORB either.Afull solution would require a full linear,sequential scan of all lines of the data cache,defeating the performance optimization purpose of the ORB.We feel that the coverage and performance provided by the ORB and NMRB outweighs the cost of the full solution.In the existing TLS mechanisms in Cello,upon ORB or NMRB flushing,each entry is placed into the data reference buffer/queue to allow for asynchronous request handling,reordering,and optimization.Modifications were made so that when the data reference handler dequeues a request and it turns out to be an ORB request,it triggers the prefetching mechanism.Note that due to the asynchronous buffer handler,this trigger point should not affect ORB flushing time,which could delay home-free tokenpassing.Private CacheUnified CacheTop−Down ImplementationFigure 7:Top-down vs bottom-up implementation of ORB prefetching technique.The actual trigger mechanism reuses the same interface as that used by the processor to send requests to the data cache.This implementation may be considered as a top-down trigger approach.A high-level view of the approach is shown in Figure 7.Processoris depicted as containing modified data that is prefetched into other data caches.The advantage of this approach isthat it reuses many of the existing communication and coherence mechanisms between the data cache and unified cache.Only a minimal amount of change is required to the top-end of the data cache interface.If a prefetch interface in the data cache has already been made available to the processor,perhaps it could be simply reused with any modifications.In contrast,the bottom-up approach would require adding additional state,and logic to handle requests send from the unified cache up to the data cache.As a note of caution,the implementation of the prefetch function of the data cache issues a regular read request rather than a speculative read request.Regular reads are requests independent of whether the processor is speculative or normal operational mode.In contrast,by prefetching a cache line into speculatively loaded mode,the processor may suffer false violations .That is,the current processor enforcing dependencies of the speculatively load cache line even when the line is not used by theprocessor.Only when the processor actually accesses that particular cache line for read purposes will that cache line transition to speculative mode.2.2.4T rade-OffsA potential major disadvantage of this simple technique is that there is an increase of bus traffic,compounded by the possibility that the majority of the increase is of useless traffic.Since data is sent to all data caches,the corresponding processors may not make use of the updated data.However,this traffic could be set to low priority and disabled when cache traffic volumes are above some threshold.As well,the interconnection between the data cache and unified cache is a cross bar,with4banks on unified cache interface.In terms of the top down approach,prefetch requests can also be placed in a low priority data reference queue serviced less frequently than the normal queue.Another disadvantage of this simple technique is that it may increase the latency of write operations.In particular,if a cache line is present and not dirty in all data caches,and processor wishes to write to that particular cache line,then invalidation and acquiring exclusive ownership of the cache line may take longer than if it was present(and not dirty)in one other data cache.We hope that that access pattern of a cache line is mostly“write,read,read,read,read,read,”.Under such a pattern,a speculative processor may produce a data value and write it to a cache line.When the speculation mode is over and the data is prefetched to the other data caches,the other processors should mainly be reading this value.Production of new values show occur on other cache lines.Perhaps an intelligent compiler can optimize for these scenarios,much like compilers can optimize performance by cache line padding and intelligent data placement.Another concern is potential cache conflicts,in that a useful line is evicted from a data cache and replaced with a useless line that was prefetched using the ORB prefetch mechanism.Data caches with some level of set-associativity can help reduce this potential problem.As will be shown in the results,this did not occur.2.3Prefetching on Speculative Violation2.3.1MotivationA processor executing in speculative mode suffers a speculative violation when a dependency violation is detected.At this point,the processor is halted,all speculatively modified cache lines are invalidated and simply discarded.Speculatively loaded and unmodified cache lines are simply converted to“regularly loaded”.That speculative execution,called an epoch,is restarted after perhaps waiting until a certain condition is fulfilled.The restarted epoch will mostly traverse the same execution path and access the same cache lines.For the caches lines that were set to“regularly loaded”,cache hits will occur.On the other hand,for cache lines that were set to invalidate and simply discarded,cache misses will occur.Rather than simply discarding(and invalidating)a speculatively modified cache line at violation time,there is an opportunity to pre/re-fetch these cache lines and prevent future cache misses.2.3.2Design and ImplementationThe design of this technique is straight-forward.The trigger point of this technique is at speculative violation time.When a speculatively modified cache line is set to invalid,a data reference request is constructed and added to the data reference handler’s queue.Again,since handler operates asynchronously,this trigger point should not affect violation time consumption. Finally,the prefetch function of the data cache issues a regular read request rather than a speculative read request.Due to time constraints,accurate modeling of this prefetch technique was not implemented.Rather,only initial quick implementation that effectively implemented0-latency ideal prefetching was developed.This0-latency implement is still useful in that it can indicate the upper bound in performance improvements.A top-down implementation that should be relatively easy to develop since it can re-use some of the infrastructure developed in the ORB prefetch technique.2.3.3Trade-OffsA disadvantage of this prefetch technique is that a re-executed epoch may follow a different execution path.Therefore,it may not encounter the same cache lines again.In this technique and in any prefetch technique,the problem of increased cache line invalidation latencies is present.As well,the problem of cache line conflicts is also present.3Experimental SetupThe merits for the prefetching methods are evaluated through detailed simulation.The simulator,Cello,models a4-way issue, out-of-order,superscalar,4CPU chip multiprocessor.Details on individual parameters can be found in Table2and Table3.The benchmarks are from SPEC CPU95,SPEC CPU2000(both integer andfloating point)test suite.The benchmarks’binaries are generated from a compiler designed specifically for cello.When we refer to cycle counts,we only consider the cycle counts in the speculative region.This is sufficient because all our prefetching techniques are designed specifically for speculative region.Number of CPUFunctional UnitsReorder Buffer SizeBranch PredictionInteger Multiply LatencyInteger Divide LatencyFloating Point Add and MultiplyFloating Point DivideFloating Point Square RootNumber of Data CacheNumber of Unified CacheData CacheCache Replacement PolicyData Cache Miss Latency and Fill TimeUnified Cache SizeUnified Cache Cache Miss Latency and Fill Time Interconnection between unified and data cachethe combination of the universal prefetch and ORB prefetch techniques,viol refers to the prefetch on violation,and orb0refers to zero-latency ORB prefetching.Universal prefetching is shown to be more effective than ORB prefetching in most cases.The combined technique(universal and ORB)offers additional improvements.The prefetch on violation technique is highly effective in on a few workloads. 4.3Cycle CountsAlthough the previousfigures indicate good results,such as the reduction in the number of cache misses,they do not show the most important result.The most important result is the impact on execution time.Execution time provides an clear,simple, unambiguous result.Figure9and Figure??presents these“bottom line”results.They show the reduction in execution time within the speculative execution regions.Unfortunately,the bottom line results are not as impressive as the previous ones.With the ORB prefetch enabled,on a number of workloads,execution time in the region press95and art exhibited extremely bad results.In general,the universal prefetch technique offered small improvements in execution time. However,the ORB prefetch technique frequently exhibited detrimental behavior.The only notable improvement was to the m88ksim workload.In addition,the combined technique showed a corresponding additive improvement in execution time.There are a number of possible reasons as to why performance results were generally diluted(when transitioning from the number of locality misses to execution time).Thefirst factor is the significance of data cache misses in relation to execution time in the regions.For example,if an application consumes only10%of its cycle time waiting for data cache misses,then we are optimizing that10%window of opportunity.In fact,twolf has this exact property.The30%to40%reduction in the number of cache misses(Figure??)applies to only10%of the region execution time.This results in a3%to4%improvement in execution time.Other reasons for the generally poor performance results include perhaps(1)increased number of speculation violations, which as checked and proved not to be the case,(2)increased cache access latencies due to excessive traffic between the caches, which as checked as well and turned out not to be the case,(3)increased write invalidation coherence protocol costs,since a cache line may exist in all data caches due to our perfetching techniques.For the ORB prefetching technique,we noticed an increase in waiting for the home-free token phase.This is the most likely cause our the poor ORB perfetching results.Perhaps the implementation had a number offlaws that lead to this problem.To verify whether the ORB prefetch was at all useful,we obtained results for a ORB prefetch implementation that had0-latency prefetch times.The results shown in graph suggest that there are performance gains to be had.blah blah Figure95Conclusion and Future WorksBased on the experimental results,we can conclude that locality conflict is a major problem in TLS.Cold cache miss can be reduced by the use of universal prefetching.Universal prefetching can reduce cycles in the speculative region by5%to22%.。